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Matt Robinson Matt Robinson 2022 Renault Arkana R.S. Line E-Tech Hybrid 145 Automatic 2 years ago

Drive an original Beetle and you know all about it. It’s an engrossing, engaging experience that will live with you forever. It looked different and it felt different. For the reboot, VW ironed out everything that made it memorable and ended up with a less practical Golf with a vase in it.

The Arkana – like all manner of coupe-ish hump-backed contemporaries, from the Toyota CH-R and Fiat 500X to the considerably more expensive BMW X6 – looks more different than it feels. Priced from £25,300, it’s a standalone model, made in Korea, with styling inspired by a Russian-market Renault but fresh underpinnings, shared with the smaller Clio and Captur. We get two powertrains (this E-Tech 145 hybrid, or a mild hybrid) and three trim levels.

Renault’s E-Tech hybrid system claims to use energy-recovery know-how from the Renault (now Alpine) F1 team. The aim is seamless transitions between electric, hybrid and petrol power. A battery sits under the rear seats and powers an electric motor attached to the 1.6-litre petrol engine up front, supplemented by a starter-generator.

The E-Tech’s complicated automatic transmission system doesn’t have a manual shift option, but nor is it a CVT, in case you were worried. It just gets on with delivering power to the front wheels without drawing attention to itself or requiring any driver input. The Arkana corners willingly and, while rough roads can upset its firm ride, the seats are comfortable.

On all but entry-level models you get driving modes play with, but since Pure’s a little sluggish and Sport a bit sudden, you’re best off sticking with Hybrid, which is nicely responsive.

The shape isn’t just about the looks. Renault reckons it’s more efficient than a trad SUV, helping with economy and refinement, but also claiming the Arkana’s a family car inside. It is. The curve of the roof hasn’t resulted in tiny windows for the rear passengers, unlike the C-HR, which can feel gloomy in the back.

The Arkana looks and feels like a good value-for-money package. The performance isn’t going to get anyone excited, but if your priorities are style, practicality and a smattering of convenience and comfort features, welcome.

First verdict

An agreeable alternative to a Toyota CH-R, or a step up from a Fiat 500X. Rear legroom the priority, not blowing the driver’s socks off.

PLUS + Decent-value family motoring with a modern look

MINUS — Light on driving thrills; cabin is on the plain side

Looks like an BMW X4, for better and for worse

THE FIRST HOUR

1 minute Oh hang on, it’s quite big. Like the Hyundai Ioniq 5, it looks smaller in pictures than it is

2 minutes Mmm. Compared to the current Clio and Captur, this isn’t the most modern or imaginative of interiors

5 minutes That ‘multi-mode’ transmission isn’t, it turns out, a CVT hiding behind a different name

12 minutes Ride is firm but handling pretty good as a result. Not that the powertrain demands much

42 minutes Nice and roomy in the back, and not gloomy like a CH-R

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Matt Robinson Matt Robinson 1985 Audi Quattro S1 E2 2 years ago

Need a man who can drive a Group B car properly, be funny, and know why the Quattro matters? Call Chris Chilton.

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Chris Chilton Chris Chilton 2022 Lotus Emira 2 years ago

Emira: off with its roof I was thrilled to read about the superbly styled Lotus Emira (cover story), a seemingly perfect, modern replacement for the legendary Elise. I could be very tempted to buy one as a change from my beloved Honda S2000 – 12 years old and only 26,000 miles. However, there is a huge impediment. Why is it not a convertible sports car? It’s crying out for an MX-5-style simple pull-over hood, or a pieced carbon roof, which could stow. We should pester Lotus to work on a convertible. Surely there is so little competition that the international market would welcome it.

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Chris Chilton Chris Chilton 1965 Porsche 911 ‘545’ Sports Purpose 2 years ago

Is it serial standart colour of body for this Porshe 911 model year? Very cool body colour — but not correct back in the day!

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Matt Woods Matt Woods Graham Robson RIP 2 years ago

We are sad to report that Graham Robson died unexpectedly on 5th August. He suffered a bad fall back in May that fractured his hip, but he had appeared to be recovering well, if slowly. Indeed, in a telephone conversation just a few days before his passing, Graham sounded fed up with not being able to get out and about, but as feisty as ever.

Born in Skipton in Yorkshire on 18th January 1936, Graham attended the local Ermysteds Grammar School before going on to read engineering at Lincoln College, Oxford. When Jaguar set up a graduate training scheme in 1957, Graham – along with his friend and fellow student Jim Woodcock – became the first members, starting in September of that year. After a spell learning all manner of skills on the factory floor, in 1961 Graham moved to the Engineering Drawing Office, which he described as a very exciting place to be. In 1965 he became Competition Secretary at Standard-Triumph, later joining the staff of Autocar and also working for the Rootes Group. From 1972 he worked as an independent author, writing over 160 books and innumerable magazine articles. Motorsport was always close to his heart and Graham also had a very successful rally career, starting with local navigational and driving skills rallies in the family Ford Consul in the mid-1950s. He went on to join the Sunbeam Works team in 1961 and co-drove very successfully with them and others, one high point being victory on the Welsh International Rally in a Lotus-Cortina with Roger Clark in 1965. He was also involved later in running many different rally championships for Ford Motorsport. In more recent years Graham was in high demand as a presenter, commentator, public speaker and event organiser. His interests spanned many marques, but I always associated him first and foremost with Triumph, and as Lesley Phillips, President of the Stag Owners Club, reminded us: 'Almost 25 years ago Graham was one of the founders of the Standard Triumph Forum, bringing together the Standard and Triumph clubs in the UK. He was instrumental in the various anniversary celebrations, starting with the 75th anniversary of Triumph in 1998, and more recently was keen for the clubs to come together to celebrate the 2023 Centennial Anniversary of Triumph. He was busy planning the after-dinner interviews for this event, making good use of his wide range of contacts in the motoring world.' I knew Graham personally from the Standard-Triumph Forum, and through the many columns that he wrote for MG Enthusiast, Triumph World and Classics Monthly magazines. I found him to be a man of strong opinions (and never shy of voicing them!), direct, passionate about all things automotive and with an encyclopaedic knowledge which he was always willing to share most generously. Graham is succeeded by two sons, Hamish and Jonathan, to whom we send our condolences.


A young Graham Robson pictured with the family's Consul (their first ever car) at a local rally, some time around 1954.

A young Graham Robson pictured with the family's Consul (their first ever car) at a local rally, some time around 1954.

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Elliott Roberts Elliott Roberts Are car dealers guilty of causing the diesel decline? 2 years ago

Hope you enjoyed the barbecue. You have my sympathies, as I know what it’s like to be the resident ‘car man’ at a social event. I tend to give deliberately vague responses when friends or family ask me to recommend a new car. It’s like leaning against an open door – you can’t win! Anyway, I’m not sure if I can put your mind at rest, but I’ll give it a go. I read the Autocar interview with Rachel MacLean, the minister responsible for transport and decarbonisation. I think your Polestar chum is referring to a comment made about classic cars, rather than petrol and diesel cars in general. Specifically, this quote: ‘It’s important to be clear that while we’re phasing out the sale of new petrol and diesel vehicles, at this stage we don’t have any plans to actually ask people to remove existing or classic or older cars from the road.’ The vague part is ‘at this stage’. This suggests that changes could be in the offing. MacLean continued: ‘The existing policy is that obviously we won’t be allowing any new [petrol or diesel] vehicles to be sold [beyond 2030], but those existing vehicles can continue. It’s quite important, so hopefully I can say this and reassure people.’ Phrases like ‘existing policy’ and words like ‘hopefully’ do not inspire confidence. The chances are we’ll have a different government and a new set of ministers long before the 2030 ban, so a lot can, and probably will, change. In truth, the existing government is still looking at the legislation and infrastructure. The current charging network is nowhere near adequate for current needs, let alone the expected demand in 2030. Electric cars are too expensive, but only the bravest politician would price petrol and diesel cars out of the market without hefty incentives for electric adoption. Then there’s the millions of pounds and jobs generated by the classic and used car industry – this cannot and will not disappear overnight. I don’t doubt that diesel and petrol car drivers will face tougher penalties before 2030. I’d also expect more cities to ban anything other than zero emission cars from their centres to improve air quality. And don’t think for one minute that electric car drivers will have things their own way. You can expect existing purchase and tax incentives to be removed or reduced once we reach a certain tipping point. Personally, I wouldn’t rush into the purchase of an electric vehicle just yet. The Polestar 2 is a very good electric car, but it costs £40,000. EVs remain hideously expensive for the private motorist. Meanwhile, petrol and diesel cars have never been safer, more economical, or as well-equipped as they are in 2021. Have I reassured you, Dave? Maybe not, but I’d encourage you to avoid making any rash decisions. Just stick another sausage on the barbecue and chill out! Best regards.

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Chris Rees Chris Rees Are car dealers guilty of causing the diesel decline? 2 years ago

Door open for death of diesel? Hope you’re keeping well in the extreme heat. I’ve managed to cope by buying an extra desk fan for the shed. I was at a barbecue over the weekend. One of the chaps at the gathering took great pleasure in telling me that the internal combustion engine is doomed and that I should buy an electric vehicle before my diesel car is run off the road by legislation, taxation and social pressure. He has bought a Polestar electric car, which he was keen to show to me. It looks good, but I’m more concerned about his comments about the death of the internal combustion engine. He said he had read a report in Autocar which suggests the government is being vague, leaving the door open for tighter restrictions. I know you don’t have a crystal ball, but I’d like some reassurances. Do I need to buy an electric car sooner rather than later? Yours concerned.

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Graham Leigh Graham Leigh Are car dealers guilty of causing the diesel decline? 2 years ago

Thanks for your post, and I wish you and your wife happy motoring in your pair of Peugeots. You’re absolutely right, and I have been telling the car makers for some time that their salespeople are scaremongering and convincing buyers to ditch diesel. I have undertaken anonymous mystery shops and the advice to ditch diesel happens time after time. I guess the manufacturers don’t really care which form of propulsion is sold, as long as they get a sale. But in your case it has meant that a life-long Ford fan has been angered so much that they’ve bought cars from a different marque. I’m sure that this won’t be easy reading for the Managing Director of Ford UK. Best wishes

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Richard Meaden Richard Meaden Aston Martin DB5 Vantage came in three forms: we try Saloon, Convertible and ’Brake 2 years ago

All good things… If you’re a regular reader you’ll know that this is my opportunity to bid you a warm welcome to the latest issue of Vantage. When we launched this magazine back in 2013 we secretly wondered if there would come a time when we simply ran out of things to write about. Once you’ve had a chance to sit down and read it, I hope you’ll agree that this issue proves we needn’t have worried, for the unfolding story of Aston Martin remains as riveting and unpredictable as ever. Sadly it’s a story we won’t be able to share with you, for it is my sad duty to announce that this issue of Vantage will be the last. At least in its present quarterly format. None of you will need reminding how tough the last 18 months or so have been for families and businesses up and down the UK and across the world. Mercifully it would seem the darkest days are behind us, but while Vantage was able to weather the successive waves of Covid-19, the lasting effects of suppressed sales due to the ongoing pandemic have led to some very tough decisions being taken. Vantage has always enjoyed the support of a loyal band of subscribers, but the magazine’s commercial viability also relies upon newsstand sales, the majority of which come from major travel points. With air travel effectively grounded since last March and the shift to working from home reducing footfall in railway stations, trading conditions have been brutal. Needless to say, we are profoundly saddened by the decision, but much like Aston Martin’s ability to bounce back from countless near-disasters, we very much hope Vantage will channel that survival instinct and reappear in some form. Whether you’ve been a reader since the beginning or have just picked up a copy for the first time, we thank you for your support and enthusiasm for a magazine that has been our immense pleasure to produce. Likewise, I’d like to extend our gratitude to our hard-working contributors, the ever-helpful souls at Aston Martin, and the brilliant specialists and generous owners who have been so supportive in providing us with wonderful cars to drive and given us such great tales to tell. We literally couldn’t have done it without you.

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Craig Cheetham Craig Cheetham Aston Martin DB5 Vantage came in three forms: we try Saloon, Convertible and ’Brake 2 years ago

I forgot about «Thunderball» I's been a long time since I've seen an old James Bond movie.

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Chris Rees Chris Rees Aston Martin DB5 Vantage came in three forms: we try Saloon, Convertible and ’Brake 2 years ago

I am glad that Top Gear tested this on their track so that we have a lap time for this great looking James Bond car. This does bring up the point about the use of non-original tires. Obviously they didn't test it on 45 year old tires, and I am pretty certain that the O.E. model tires are no longer made. I would guess they used a similar style and size tire to the O.E. and that is fine. I don't think that it invalidates the test, and thus this does set a precident for equivalent (yet not original) tires when track testing cars that are older or no longer current models. :)

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Bob Harper Bob Harper Next 2023 BMW M2 G87 gets set to rip 2 years ago

I’m so relieved that the new 2 Series doesn’t feature those horrible grills seen on the latest 3 and 4 Series BMWs. I have an F22 220d M Sport and I’m looking to trade it in soon for another BMW, I love the 2 Series so the new version was top of my shopping list, but I was worried the styling would be too challenging. I must say that the G42 M240i looks especially fantastic – well done BMW!Beauty Contest (Part 3...)

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Elliott Roberts Elliott Roberts 2023 BMW 5 Series G60 all new generation topped by PHEV M5 2 years ago

Nice new look for classic BMW design

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Jim Jupp Jim Jupp Military 2022 Mini MOKE 2 years ago

Nice car!

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Chris Rees Chris Rees 1999 Porsche Boxster 2.5 986 2 years ago

The 2.5 6-flat is a basic engine of all 986 series

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Elliott Roberts Elliott Roberts Superbly modified 1960 Porsche 356B 2 years ago

GO YOUR OWN WAY

Few automotive scenes can boast restomod projects as high-profile and as ambitious as those inhabiting the Porsche world. At the very top of the pile are the likes of 964-based builds from established brands, such as Singer, but no matter the budget and irrespective of base model, the desire from enthusiasts to personalise and resurrect an otherwise derelict Porsche seems stronger now than ever. And that’s saying something, considering Porsches have served as the perfect platform for personalisation ever since the launch of the 356. Indeed, in this issue of Classic Porsche, not only will you read about some of the most exciting lesser known restomods (including the 356 Outlaw pictured here) to recently break cover, you’ll also learn about a super-early 356 reimagined by one of Porsche’s first motorsport customers and credited as the inspiration for the 550 Spyder.

One of the most recognised Porsche restomodders is self-styled Urban Outlaw, Magnus Walker, but even he knows where to draw the line as far as choosing a car to restore to custom specification is concerned. Proving the point, we’ve pointed a camera at 901 (the original name for the 911) chassis no.300174, one of the first examples of Porsche’s evergreen six-cylinder flagship assembled. A genuine 1964 car presented in unrestored condition, this is one of the rarest historically significant Porsches in existence, being one of only sixty-four surviving examples and carrying all its original mechanical equipment. Little wonder Walker decided to veer away from modifying the car.

Expert advice on how to enjoy a stress-free restomod Porsche project greets you across the following pages. We hope the information on offer proves useful. Maybe we’ll be featuring your build in Classic Porsche before long?!

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Didi Didi 1999 Porsche Boxster 2.5 986 2 years ago

Is it basic engined model for this year or was smaller capcity 2.2-litre flat six?

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Didi Didi Porsche 911 Carrera 4 Cabriolet 993 2 years ago

rear view very sexy for 993 gen 911

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Didi Didi Rasant M130 TPS tuning package for air-cooled Porsche 911 2 years ago

Nice air cooled engine option

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Chris Rees Chris Rees 1954 Glöckler-Porsche 356 Carrera 1500 Coupe heads to auction 2 years ago

GLÖCKLER-PORSCHE 356 CARRERA 1500 COUPE GOES UNDER THE HAMMER

Porsche and motorsport have always been inseparable. It’s almost impossible to imagine a time when Porsches did not compete in — and win — every race, from top-level endurance events to amateur sprints all across the globe. This isn’t to say Porsche always had the resources to fund a world-beating works team, though. Indeed, in its earliest years, while the company was still establishing itself, Porsche relied on outsiders to explore the inherent performance potential of its offerings. Walter Glöckler was one such outsider. A Frankfurt-based Volkswagen and Porsche dealer from the very early days, he had been a motorcycle racer before World War II and, to satisfy his need for speed, he and engineer, Hermann Ramelow, constructed a series of special race cars in the late 1940s. The first used no Porsche components, but things changed when Glöckler recognised the value of Porsche’s engineering. Watchful eyes in Gmünd, then Zuffenhausen, paid close attention to the so-called Glöckler-Porsches. In fact, Glöckler’s lightweight, rear-mid- engine racing spyders, particularly the 1953 Glöckler-Porsche 1500 Super, are acknowledged as inspiration for the famous 550 Spyder.

For his sixth and final Porsche-based car, Glöckler acquired an original 1954 Pre-A 356 chassis, number 12213, direct from Porsche. Power came from a very early example of the Ernst Fuhrmann-designed fourcam ‘vertical shaft’ flat-four, an advanced engine well-suited to this forward-looking vehicle. It was matched to a four-speed gearbox. Conceived to compete in the 1954 Mille Miglia, this special car would be the sole Glöckler-Porsche coupe, an unusual choice in an age when most race cars were open-topped. Frankfurt’s C.H. Weidenhausen, the coachbuilder responsible for the first two 550 RS prototype bodies, executed the coupe’s curvaceous aluminium panels. The bodywork’s overall design would have already stood out for its nearly vertical headlamps (plus a low-mounted central front light) and its tailfins, but the unique coupe roofline made it quite unlike anything else on the road or track. A huge, split backlight gave nearly panoramic views, all the better to spot pursuing rivals, while roof cut-outs for the doors eased entry and exit when a helmet was worn. Unfortunately, the car wasn’t completed in time for the race, instead debuting at the 1954 Liège– Rome–Liège road rally. Walter Glöckler’s cousin, Helm Glöckler, and co-driver, Max Nathan, piloted the sporty coupe over the course of the demanding event. Despite oil supply problems forcing a retirement, the duo is said to have driven the coupe across the finish line.

After the race, the car spent time at the Porsche factory. By the close of 1954, it had been exported to the USA. Later, in the 1970s, the car was acquired by Rudi Klein and was parked in his famous sports and luxury car salvage yard near Los Angeles. It would stay there until Hans Heffels, a Frankfurt-based Lufthansa employee, negotiated the return of the Glöckler-Porsche to its homeland. He was, however, unable to take on the demanding overhaul required, resulting in the car remaining in a decidedly disassembled state until 2005, when classic Porsche collector, Hans Georg Frers, obtained the air-cooled speed machine and commissioned a comprehensive restoration. Ulrich Weinberg of Zetel, Germany, was tasked with repairing the bodywork, preserving all original aluminium, save for the front panel (which is still with the car today). At some point in the first decades of its life, the car’s original engine was replaced by the punchy 1.5-litre four-cam no.P90016, which was originally installed in 550 Spyder chassis 550-0026 (such swaps were not uncommon at the time). This complex engine was entrusted to specialist, Armin Baumann of Switzerland, for a complete rebuild.

Acquired by the current owner in 2016, this remarkable Glöckler- Porsche remains in excellent condition and, accompanied by restoration documentation, correspondence from the Glöckler family and a FIVA identity card, this significant piece of the Porsche motorsport story (and a candidate for many of the world’s top historic rallies) finally resurfaced at RM Sotheby’s Monterey Auction just as we went to print with this issue of Classic Porsche. Congratulations to the winning bidder.

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