Retro Japanese Power San bay Nha Trang

100%

MAZDA MX-5 SUPER GUIDE

JAPANESE

CLASSIC

CARS

BUYING AND MODIFYING

Retro

POWER GAMES

PLAYSTATION HEROES IN A REAL-WORLD BATTLE. WHICH IS BEST?

MITSUBISHI EVO IV-VI BUYING THIS POTENT SUPER-SALOON

●

HONDA CIVIC MK1 INDULGING IN SOME HONDAMATIC ACTION

ISSUE 1 £4.40

NSX vs SUPRA vs SKYLINE

SUBARU IMPREZA THIS BLOWN-BOXER’S HISTORY EXAMINED

PLUS: LEXUS LS400 vs JAGUAR XJR ● DATSUN 240Z DRIVEN LIVING WITH A MAZDA ROTARY ● BARGAIN COUPES ● TOP 5 4x4s

SANTA SANT A POD RACEWAY RACEW WAY

OR VISIT VISIT WWW.RETROS WWW WWW.RETROSHOW.CO.UK RETROSHOW.CO.UK HOW CO UK Advance* Standard

Ticket TType yype

Saturday (RWYB) Sunday Weekend W eekend

£8 £12 £20

£10 £18 £28

£25 Unlimited £25 Unlimited £255 Unlimited (Per (Per Day)

DRAG G RACING RACING • R RUN UN WHAT WHAT YA YA BR BRUNG UNG • CLU CLUB UB DISPLA UB DISPLAYS YS • AUTOGLYM AUTOGL LY YM SHO SHOW W & SHINE SH HINE CAR RETRO LIVE AUTOTEST TRACK FIREFORCE E JET C AR • RETR O DRIFTING DRIFTIN NG LI VE STAGE STAGE • BMX STUNT STU UNT SHOW SHOW • FREE A UTOTEST TRA CK CAMPING TICKETS ENTERTAINMENT C AMPING G INCLUDED WITH WEEKEND WEEKEN ND T ICKETS • EVENING E EN NTERTAINMENT SATURDAY SATURDAY NIGHT *Booking fees apply & advance prices available until 5p 5pm pm Fri Fri 24th June, standard pricee thereaf thereafter ter online. Grandstand Grandsttand seats FREE, kids under 13 FREE (3 per paying adult) and gates open open at 8am. FFor or full T’s & C’s C’s plea please ase visit the website.

Santa P Pod od Raceway Raceway, y, Air Airfield field Road, P Podington, odington, W Wellingborough, ellingborough, Northants, Northants, NN29 N 7XA. 7XA. Signposted fr from rom J14/15 M1

www.tssc-international.co.uk www .tssc-international.co.uk

info visit d n a s t e k ic For t

www.japsahllow.com or c

01234 782828

JAPAN’S T S E N I F & T S E FAST DAY 10 JULY 2016 N SU // AY EW AC R D PO SANTA

senger rides n - £20 for 4 runs // Drift pas Run What Ya Brung competitio Drag Series g Racing from the Jap & FWD Live Stage // Championship Dra ition Autoglym Show & Shine compet 270mph FireForce Jet Car // dling Track Massive club displays // Han al // tug Por m fro w Sho nt Stu ers & more!

Arrepiado g entertainment // Funfair, trad nin eve ay urd Sat // me lco we Japanese bikes D 1st July 2016, prices available until 5pm Fri *Booking fee applies & advance g adult. under 13 go free, 3 per payin Kids after. there price ard stand the website. s and conditions please visit term full for 8am, at open Gates

TICKET TYPE

ADVANCE*

STANDAR

SUNDAY WEEKEND

£12 £20

£18 £28

Santa Pod Raceway, Airfield Road, Podington, Wellingborough, Northants, NN29 7XA. Signposted from J14/15 M1.

Retro

Japanese Kelsey Media, Cudham Tithe Barn, Berry's Hill, Cudham, Kent, TN16 3AG, United Kingdom +44 (0)1959 541444

Editorial

Editor Ian Seabrook . ian.seabrook@kelseymedia.co.uk Art Editor Mark Baker . mark_baker04@yahoo.co.uk

Contributors

Gavin Braithwaite-Smith, Ian Cushway, Jack Grover, Paul Guiness, Dan Hirst, Chris Hope, Paul Wager

Advertisement sales

Group Commercial Manager Catherine Rowe.

Catherine.rowe@kelsey.co.uk 01959 543705 Commercial Manager Lauren Devitt Lauren.devitt@kelsey.co.uk 01959 543718 Sales Manager Greg Bettles greg.bettles@kelsey.co.uk 01959 543 586 Sales Emma Philcox & Paul Sammland

Management

Managing Director Phil Weeden Chairman Steve Annetts Chief Executive Steve Wright Finance Director Joyce Parker-Sarioglu Creative Directors Vicky Ophield & Emma Dublin Retail Distribution Manager Eleanor Brown Audience Development Manager Andy Cotton Subscriptions Marketing Manager Daniel Webb Brand Marketing Manager Rebecca Gibson Events Manager Kat Chappell Events Marketing Manager Sarah Jackson Publishing Operations Manager Charlotte Whittaker

Subscriptions

UK annual subscription price £57.20 Europe annual subscription price £70.99 USA annual subscription price £70.99 Rest of World annual subscription price £77.99 UK subscription and back issue orderline 0845 241 5159 Overseas subscription orderline +44 (0)1959 543 747 Toll free USA subscription orderline 1-888-777-0275 UK customer service team +44 (0)1959 543 747 Customer service email address subs@kelsey.co.uk Customer service and subscription postal address: Kelsey Publishing Ltd, Cudham Tithe Barn, Berry's Hill, Cudham,Kent, TN16 3AG, United Kingdom Find current subscription offers at http://shop.kelsey.co.uk Already a subscriber? Manage your subscription online at: http://shop.kelsey.co.uk/site/loginForm Digital issues and subscriptions See www.pocketmags.com

Distribution

Seymour Distribution Ltd, 2 East Poultry Avenue, London, EC1A 9PT. www.seymour.co.uk. +44(0)20 7429 400 Printing William Gibbons & Sons Ltd, Willenhall, West Midlands

KELSEYmedia www.kelsey.co.uk RETRO JAPAN E S E

Welcome

Japanese classics come in many different forms, as this title demonstrates. The thing is, though, if you jump in any one of them they feel unmistakably Japanese. In this magazine, we mostly focus on Retro Japanese favourites from the 1980s and 1990s. This was a time when Japan truly was conquering the world, which we examine in our feature Far East Invasion. Hampered by restrictive quotas, the Japanese simply decided to build cars here in Europe instead.

There are some truly iconic Retro Japanese classics too, even in the modern era. So, we explore the history of the legendary Subaru Impreza, tell you how to buy the fearsomely quick Mitsubishi Evo, and pit a Honda NSX, Nissan Skyline R34 and Toyota Supra against each other. You might be surprised at the outcome. I know I was.

Then there's our Mazda MX-5 Super Guide, which starts on page 38. In this comprehensive set of features we tell you how to buy one, explore the surprisingly varied range of Mk1 and MK2 and we'll tell you what modifications you can make and why. Supercharger, anyone?

But we're not just about the fancy and the powerful. The appeal of Japanese cars spreads right through the range, so you'll find such unsung rarities as the Toyota Tercel 4WD, Honda Accord first-generation and Nissan Terrano II on these pages too. The cheeky charm of the firstgeneration Honda Civic is examined in fine detail in Jack Grover's road test on page 88, while I join forces with the Classic Car Buyer team to undertake our own Retro Japanese roadtrip on page 82. It turns out that none of us could navigate, but I did get to drive an Isuzu Piazza. So that was nice.

It's been great fun to discover just how much love there is for Japanese classics, and you can see that enthusiasm very clearly when we meet The Toyota Family on page 16, and hear more stories from owners of Japanese tin on page 18.

Finally, for now, do check out our guide to Living with a Wankel.

There are some horror stories about Mazda's rotary engines, and we examine whether they are deserved, and how best to keep one in fine fettle. Japanese ingenuity at its best.

Ian Seabrook

ian.seabrook@kelseymedia.co.uk Kelsey Media 2015 © all rights reserved. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original must be the original work of the author and not previously published. Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Media accepts no liability for products and services offered by third parties.

Kelsey Media uses a multi-layered privacy notice, giving you brief details about how we would like to use your personal information. For full details, visit www.kelsey.co.uk , or call 01959 543524.

If you have any questions, please ask as submitting your details indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email or SMS. You can opt out at ANY time via email: data. controller@kelsey.co.uk or 01959 543524.

3

CONTENTS 12

38

52

32

FACTS & FUN 16 The Toyota Family

How the restoration bug can cross generations.

18 Owner Stories

Enthusiasts from all over the UK tell their tales.

26 Off-road favourites

Our choice of Japanese, all-wheel drive family fun wagons.

64 50 Years of Honda

The five most important Hondas, from five decades.

76 Far East Invasion

The history of how Japan conquered Europe.

82 The Retro Japanese Roadtrip

Five cars and five blokes who can't map read.

98 Crazy Concept Cars

BUYING AND OWNING 12 Subaru Impreza

The history and what to look for with this flat-four favourite.

22 Mazda Rotary

How to keep the Wankel in fine fettle.

32 Mitsubishi Evo IV-VI

Rapid fun from just ÂŁ4000

38 Mazda MX-5 Super Guide

Buying, picking the right one and making them even better.

94 Affordable Coupes

Get some Retro Japanese fun for pocket money.

No-one does concept cars quite like the Japanese.

4

RETRO JAPAN E S E

ROAD TESTS 6

Power Games

58

NSX vs Skyline vs Supra Super Battle.

52 Datsun 240Z

The car that made Datsun a worldwide name.

58 Lexus LS400 vs Jaguar XJR

Two very different takes on executive motoring.

70

70 Tiny Tearaways

We pitch the Toyota MR2 against the Honda CRX.

90 Honda Civic Mk1

Indulging in some sweet Hondamatic action.

14

RETRO JAPAN E S E

5

COMPARISONS NSX vs SKYLINE vs SUPRA

POWER GAMES

If you've got a power craving, these three very different machines certainly pack a punch. We contrast and compare.

WORDS: IAN SEABROOK

T

his is a very personal road test. In short, I imagined I was 20 again. I was sitting in my bedroom, playing Gran Turismo on my Sony Playstation. Having worked my way up from a feeble Mazda Demio, I could now choose something with a bit more power. And I did too.

Three cars still stand out from my time as a gamer, and those three are the Honda NSX, Nissan Skyline R34 and Toyota Supra Mk4. When it came to creating a big feature for this first issue of Retro Japanese, it seemed there was only one thing I could possibly do.

Get all three together and see how the reality compared with the game.

6

PICS: CHRIS FROSIN

Gran Turismo came at a time when Japan was getting very silly with power.

The NSX had already been in production for nine years when the game was launched in 1999, but the Skyline and Supra were perfect poster cars for this exciting driving game. You didn't just buy your favourite car in Gran Turismo, you got to tune it up too – I seem to recall 'my' Supra had 3000bhp. I also seem to recall that I crashed it quite a lot. This is the great thing about computer games. Crashing doesn't hurt.

This sort of tuning was far from the stuff of computer fantasy though. People were actually doing it for real. A massive aftermarket tuning world seemed to open

up almost overnight. Then there was The Fast and the Furious, in which even Hollywood was seduced by the glamour of ridiculous power outputs and rather naughty road racing. Dynos around the world were subjected to ever more crazy power outputs, and cars that looked pretty wild from the factory – especially the Skyline and Supra – were customised beyond their designers' wildest dreams.

But let's take a step back. The real world is a very different place from that inside a computer. I wouldn't just be trying these cars to see if they were as exciting as my Playstation had promised.

I also wanted to see how they stacked up in real-world conditions. After all,

RETRO JAPAN E S E

“The laughter may have dissipated somewhat when Honda rocked up at Ferrari's pal Pininfarina for help with the styling”

dream cars don't always work as well as you'd hoped when you were younger.

Was this going to be a 'never meet your heroes' moment? Or would I feel twenty years old again hankering for a thrash around the Grand Valley Speedway?

Honda Nsx

Let's start with the Honda. The NSX, launched in 1990, was a bit of a surprise if we're honest. While yes, the Japanese had certainly demonstrated that they could build family and sports cars just as well if not better than Europe and America, designing a supercar was a bit much, wasn't it?

Ferrari probably chuckled to itself at the audacity of it all, especially when it was revealed that the NSX would have a puny V6 engine. The laughter may have dissipated somewhat when Honda rocked up at Ferrari's pal Pininfarina for help with the styling.

RETRO JAPAN E S E

The construction was novel too, proving that Japan was no longer trying to ape the major motor manufacturers, it was trying to better them. Rather than just a styling exercise, the NSX was a fresh look at how to build an ultimate supercar. For a start, construction would be centred around an aluminium monocoque – a first for a production car. Sure, the engine may 'only' have been a 2977cc V6, but it used Honda's VTEC variable valve timing and produced 270bhp at 7300rpm.

Ferrari was getting 300bhp for the 348, but needed a 3405cc V8 to do so.

That aluminium monocoque, as well as many aluminium suspension parts, kept the weight down too: 1340kg to the Ferrari 348's 1485kg. The Honda NSX had 206bhp/ton, the 348 207. The NSX could beat the Ferrari to 60mph by two tenths of a second – 5.8 for the Honda – though the Ferrari had a top speed of 171mph to the NSX's 162. On

paper at least, this battle was hot!

One party trick the NSX had that the Ferrari did not is an automatic gearbox.

Whether this is a good or a bad thing depends on your tastes. The four-speed auto option reduced power to 255bhp, taking the 0-60mph time to a notvery-quick 6.8 seconds. For a supercar.

And that's what we have here. It's Honda's own NSX and the first one to arrive in Great Britain back in 1990. It's a pre-production example that many claim was driven by the legendary Ayrton Senna himself – who helped with the handling of the NSX. Apparently, that's true, but my contact reckons he merely drove it around the block...

Of the three cars, this is the one I spent most time with, as I had to drive it 160 miles to and from our photoshoot at Santa Pod, Northamptonshire. Believe me, it doesn't feel any more exotic than a Civic when you're sitting in a traffic jam on the M4, though it certainly garners a »

7

COMPARISONS NSX vs Skyline vs Supra

lot more attention, thanks to the quite fantastic looks. It's certainly true that it's as docile and easy to drive as a Civic too, but this is not the place to enjoy such an amazing machine. Nor were the pockmarked streets of Buckinghamshire and Bedfordshire either to be honest.

In fact, it was a joy to get to Milton Keynes – and I've never said that before in my life. Accelerating from roundabout to roundabout was a joy, with the V6 engine screaming away behind me, aided by holding the gearbox in second.

You see, it really isn't a very sporty

8

gearbox – even my 1992 Prelude has a sport setting, but there isn't one here.

Left to its own devices, the gearbox just changes up too early unless your foot is right down on the floor, and then the changes are disappointingly jolty. It's a great gearbox for pottering around, but I was hardly here to potter.

The steering is wonderful. There's no power assistance, so you do actually have to use your muscles to turn this car in, and you can feel the weight vary as G forces load up. The direction changes at each roundabout were an ideal place to

experience this. Cornering, the NSX feels delicate and poised – almost dainty.

The reduced power is definitely noticeable, and it just doesn't feel very quick – unless you take it way beyond 6000rpm. Unfortunately, in second gear, that means a theoretical maximum of 90mph. Below 4000rpm, frankly progress is pedestrian. At 2000rpm, it has less torque than my Citroën XM turbo diesel and it just feels sluggish. Sluggish? In a super car? I'll concede this wasn't going too well.

The ride is completely at odds with

RETRO JAPAN E S E

“It is devastatingly brisk, though, and corners with the sort of grip that leaves you questioning your grasp of physics. Surely this just isn't possible?” the lazy gearbox, as it is, unsurprisingly, rather firm. I'd go so far as to call it painful over potholes, of which Buckinghamshire in particular has a great many. That's a bit frustrating.

Yet, this is practical supercar motoring too. The boot is a surprisingly capable size, and visibility is pretty much excellent. There's plenty of goodies too, including digital climate control, cruise control and, unusual for the time, a driver's airbag. Honda was the first Japanese company to fit an airbag to a production car, with the Legend of 1987.

Overall though, I'm having to work really hard to try and extract any fun from it on public roads. On that count, it does leave me feeling a little disappointed. This is clearly a truly amazing vehicle, but it's hampered by its sluggish gearbox and speed limits. By the time it reaches them, it's only just starting to warm up.

Nissan Skyline GT-R R34

The Skyline R34 in Bayside Blue is a car I have lusted after since I first saw one in a magazine back in 1999 – way back in the Gran Turismo days. This one's a GT-R V-Spec II as well, which means the RB26DET engine in N1 tune, with a fully balanced crankshaft and steel turbine wheels in the turbochargers.

Nissan claimed a 280bhp power output, but this seems to have been a little untruthful. At the time, manufacturers had a gentleman's agreement not to sell cars with more than 280bhp.

Apparently, Nissan just didn't bother with accurate figures. Several V-Spec RETRO JAPAN E S E

tune Skylines have been tested and found to produce 315bhp or more.

Not that it's just about the power.

There's also electronically-controlled four-wheel drive, which instantly sends power to where the grip is.

Then there's the large display screen on the dashboard, which can show many different things, from boost pressure to G-force. Entirely distracting but marvellous proof of Japanese innovation – and the love of gadgetry.

For the Playstation generation, this represents absolute heaven.

Clambering aboard, I immediately take to the comfortable bucket seats.

The bolsters are enormous, and necessary. The dashboard itself is a rather bland affair apart from the large screen, but that's not why I'm here.

It's certainly nice to have a proper, manual gearbox, and there are six ratios to play with. The selector has a short, precise action and the clutch is nicely weighted. As soon as I push the throttle though, the Skyline gets very business-like, very quickly. The initial growl from the six-cylinder engine is soon joined by turbo whistle and I swear you can hear this engine slurping in air.

The shove in your back gets stronger and stronger again as the revs rise, the blow off valve adds to the drama with every gear change and after the somewhat feeble NSX, this feels every part the performance machine.

It is a large car, and it really feels it on the tiny country lanes of Northamptonshire. It is devastatingly brisk, though, and corners with the sort of grip that leaves you

questioning your grasp of physics.

Surely this just isn't possible?

Again, the real excitement just starts kicking in when the speed limit starts waving its health & safety brief in your face. The engine pulls very strongly indeed, well beyond 6000rpm. Accessing this power on public roads is like being given a million pounds... for a few seconds before it is taken away again.

There's no doubt about the Skyline's appeal, though. It feels all too real. This is a car designed to go very quickly indeed, and it does it so very well. I want to hit Reset and have another go.

Toyota Supra Mk4

The first Supra was merely a Celica with a six-cylinder engine shoehorned under the bonnet. It was even badged Celica Supra. From 1986, the Supra went its own way, with its own body and rearwheel drive, when the Celica moved towards front powered wheels. The A70 Supra somehow never quite managed to excite though, even when that most 1980s of features, the turbocharger, was employed. The A80 of 1992 was a rather different animal. Nissan had completely overhauled the 300ZX in 1989, taking it from flabby grand tourer to serious technical powerhouse in one fell swoop.

Toyota was inspired to follow suit, and the A80 seemed such a radical leap that it seemed odd to keep the Supra tag.

In the UK, we only got the twinturbo, with an advertised 321bhp.

Back home in Japan, it was the same story as the Skyline, with a claimed maximum of 280bhp. There were »

9

COMPARISONS NSX vs Skyline vs Supra

technical differences between the engines, with different injectors used, but it still seems that actual power was comfortably above 300bhp in reality.

Inside, the dashboard curves around BMW-like to bring centre console switchgear closer to the driver. It makes it feel quite cosy. There's an automatic transmission again here, like many imports, so I'm starting to think this one will feel sluggish too.

That's a mistake, it turns out, because the sequential turbochargers on the 2JZ-GTE engine work beautifully together. As soon as you touch the throttle, the hum of the engine is joined by the whistle of the smaller turbocharger, and pick-up is absolutely instant. Off the mark, even with moderate throttle pressure, it feels quicker than the Skyline. There's just

10

absolutely no turbo lag at all. It's quite extraordinary, and the noise is wonderful.

Out on the road, while it still feels a bit large for these lanes, the fact that it's so ready to accelerate even with moderate throttle pressure means you can build and maintain speed very nicely.

You don't have to worry about keeping the revs up, it just pulls and pulls. Floor the throttle and it'll certainly dash away very briskly indeed, though without the manic pace of the Skyline at higher revs.

A manual Supra is marginally slower than the Skyline, though the automatic can beat an NSX manual. And that's largely down to thoroughly prodigious torque. By 2500rpm, the Supra is making considerably more torque than the NSX's maximum (which comes at a ridiculous 6500rpm). Maximum torque is an impressive 300lb/ft or more, which

comes at 4500rpm. It's nudging 300lb/ ft at just 2750rpm though, which is why it feels so quick from a standstill.

The gearbox is good too. Changes are smooth and it always seems to be in a suitable gear. It's quick to kickdown if not, and is everything the Honda unit is not. There's even an overdrive, which can be locked out to hold third gear.

Knock the selector down to 2 and it'll downchange to second. I found this useful when approaching tight bends.

There's a manual option too, so you can hold each indicated gear but to be honest, this transmission seems so good that there's probably not much point.

It certainly handles well too, though with all the power going through the rear wheels, you can't be as gung-ho as when in the Skyline. In the wet, I imagine it could be quite lively. The firm ride is made RETRO JAPAN E S E

“It's quite extraordinary, and the noise is wonderful” more apparent by the seats, though.

These roads are not kind to firmlysprung cars, and the Supra is not as cosseting as the Skyline manages to be.

Verdict

It's very easy to see the appeal of all three of these cars, and that's ignoring any computer game connotations. As sports cars, all three have plenty of interest – even though the NSX is hampered rather than assisted by its transmission.

But the NSX is first to get the virtual chop here. Find a big enough space, say a drag strip perhaps, and it really can be made to fly. Out on the road though, it just doesn't work for me. The power is too hard to access and the crashy ride makes it an uncomfortable place to sit just for posing purposes. I'm not sure what the point of the automatic gearbox was. It results in a car which is conflicted.

A great machine that somehow leaves the driver feeling a bit deflated.

So, it's a Skyline vs Supra battle then, just like so many Gran Turismo moments. There's no denying that the Skyline is a very special machine. It has remarkable talents, looks absolutely incredible and doesn't disappoint in the slightest. It's everything I hoped it would be and more. When you consider that they change hands for £30,00040,000, that seems almost a bargain for what you get in return. If it's exciting you want, then look no further.

But there's a problem, and that Tech Specs

NSX Auto

problem is Supra shaped. Here's a car that sure, can't match the incredible dynamics of the Skyline's tricked-out, computer-controlled chassis, but in the real world, arguably delivers a better driving experience at entirely legal speeds. It's the only one of our cars that manages to feel fun below 60mph, with that instant throttle response being the closest thing I've ever experienced to the instant surge of an electric motor. It does all that while being fun to drive and sounding absolutely fantastic – even if its soundtrack repertoire can't match the sheer variety of noises the Skyline kicks out. That car sounded terrifying even during our gentle tracking photography session.

Best of all, a Supra like this one could be yours for less than £15,000. So, does the Skyline deliver twice the experience for its twice the price? To be honest, that's not very easy to answer. The brain obviously wants to say of course not. The Supra is plenty fun enough, quicker between the corners due to its instant pick-up, and you get to save £15,000, which is a lot of money.

This is the thing about the Skyline though. It does silly things to the laws of physics and your own brain. Silly things the Supra cannot manage. I'd like to think that given the choice, I'd opt for the Supra. It's a great car. The thing is though, I can't help thinking that the Skyline was never about common sense. And that just makes it all the more appealing. n

Skyline GT-R

Supra Auto

Engine

2977cc/V6/QOHC

2568cc/6-cyl/DOHC

2997cc/6-cyl/DOHC

Power

255bhp@6600rpm

280bhp*@6800rpm

276bhp*@5600rpm

Top Speed

156mph

155mph (limited)

155mph (limited)

0-60mph

6.8sec

4.6sec

5.6sec

Quarter mile

14.9sec

13.0sec

13.8sec

Economy

23mpg

20mpg

22mpg

Thanks Andy Paul, MkIV Supra Owners' Club www.mkivsupra.net

Toyota Supra Twin Turbo

Andy bought his Supra in July 2015 as a fresh import. “It had only covered 100km per year for ten years. It cost over £1000 to get it serviced and recommissioned.

The wheels have just been refurbed by www.thewheelspecialist.co.uk in Bristol.

They were up until 2am getting them ready for the photoshoot. It's the first Supra I've owned and it's been great.

There are so many modified ones, but there's no need. I think they look so right and it's even stock under the bonnet.”

Tiff Pateman, GTR Owners' Club www.gtroc.org

Nissan Skyline GT-R R34

Tiff has owned his Skyline for five months.

“It's my first one, and my first Japanese car.

I've wanted one since Gran Turismo. This one has been scanned to be in a new game called Drive Club. I've been into Skylines for a while, but it took ages to find the right car. It really has lived up to expectation.”

Honda UK for the use of the NSX The car is part of its heritage fleet and has covered fewer than 20,000 miles from new. It is thought it was a development car, with equipment fitted to measure gearbox pressures. After being parked up for some time, it was restored and added to the heritage fleet.

Santa Pod Raceway

www.santapod.co.uk As well as drag racing, Santa Pod now offers 'Drift What Ya Brung' experiences, where you can enjoy the fearsome potential of these Retro Japanese machines in safety. Not ideal for an all-wheel drive Skyline, but there are 'Run What You Brung' sessions up the drag strip, including on the Saturday of the JapShow weekend – 9/10 July 2016. Let those turbos whistle!

* Claimed power figures

RETRO JAPAN E S E

11

HISTORY SUBARU IMPREZA

SUBARU IMPREZA – WINNING PERFORMANCE How Subaru came to develop the Impreza, and how it went on to conquer the World Rally Championship.

Words: Ian Seabrook

S

ubaru is a manufacturer that came almost out of nowhere to build one of the most iconic sporting saloons of all time – the Impreza WRX. The company's desire to go its own way meant its products were always a bit different to the norm, and that appealed to hill farmers and country dwellers just as much as it did to motorsport enthusiasts.

The man who started the ball rolling for Subaru was Chikuhei Nakajima, who steadily built up an aero business, which ultimately built Japan's first jet fighter in 1945. Naturally, aeroplane manufacture had to be abolished following the war, and Nakajima's company was renamed Fuji Sangyo Co Ltd, using its expertise to build industrial products.

The Rabbit motor scooter of 1946 gave much-needed transportation to the poor, and Fuji Sangyo designed a bus in 1949 (the year of Nakajima's death) that used monocoque construction and had a rear engine – decades ahead of its time. In 1950, the company was broken up into 12 smaller businesses,

12

Pics: Subaru, Prodrive, Kelsey archives

but five of them remerged in 1953 to form Fuji Heavy Industries Limited – a name familiar to anyone who's glanced inside the engine bay of a Subaru.

The first car, the P-1, followed in 1954, but didn't get past the prototype stage. The first car to make production was the 360 microcar of 1958. A 356cc, two-stroke, two cylinder engine was mounted in the rear, and the 360 was joined by the Sambar mini-truck in 1961. Japan's improving finances led to the development of a larger car – the 1000, and here's where Subaru laid down the tracks for all that would follow. The powerplant was a watercooled flat-four boxer and, unusually for a Japanese manufacturer at the time, it employed front-wheel drive.

The Leone of 1971 proved a watershed car, still using a boxer engine. It was the launch of the four-wheel drive estate that proved pivotal though. This was a time when four-wheel drive meant a huge, off-road vehicle. The Jensen FF had already proved how difficult it was to market a four-wheel drive car. Could

Subaru succeed where others had failed?

The sales figures speak for themselves.

In 1974, Subaru built 100,000 cars in a single year, with 23,000 of them heading to America. Four-wheel drive was now optional on the saloons and coupé too, but a refresh in 1979 saw a hatchback join the range of four-wheel drive family cars – one of which was a star in the film Cannonball Run. The arrival of the BRAT pick-up just added to the appeal, and even US President Ronald Reagan purchased one for his ranch.

The pick-up was sold as the MV, or just simply pick-up in the UK, and became a firm favourite on smallholdings and farms. Its go-anywhere ability and useful size meant it was ideal as a runaround, especially as a larger vehicle was not always required. Running costs were far lower, and reliability was impressive too.

There was always something a bit agricultural about these cars, but the third generation Leone had arrived on UK shores in 1985, and it brought new levels of refinement and comfort. It was always merely badged as the DL or GL here, RETRO JAPAN E S E

Subaru's first car was small, simple and successful.

Pick-up helped Subaru get properly established in the UK. Very popular with farmers.

This pair have competed in historic rallies, but are a long way from an Impreza.

but a ready market sprang up for them, especially the practical estates. It was the perfect car for country types who didn't fancy either an agricultural Land Rover or increasingly plush Range Rover.

The larger Legacy arrived in 1989, and took sales up to new levels. Now, you could spot Subarus on urban streets as well as just the countryside, and when Prodrive got involved to take the Legacy into the World Rally Championship, people started to take notice.

The Prodrive Experience

Prodrive had been formed in 1984 by David Richards and Ian Parry. Initially, the new company formed the Rothmans Porsche Rally Team, which won the 1984 Middle East Rally Championship.

This experience made it an obvious choice for Subaru, which had enjoyed some success in the world of rallying, but had yet to really make its mark.

The Legacy, already available with a turbocharged, flat-four engine, proved an ideal basis. Four-wheel drive had now become the accepted norm in rally cars. The rally car produced 290bhp, and came fourth in the manufacturers' championship of 1990. 1991 would be frustrating too, but the RAC Rally that year showed promise. Both experienced Ari Vatanen and young unknown Colin McRae led, though

McRae hard at work on the Manx Rally in 1991 in a Legacy.

RETRO JAPAN E S E

sadly both crashed out. McRae did win the British Open Championship in a Legacy that year though, and it led to him gaining a full works seat for 1992.

Somehow, McRae won the British championship again in 1992, yet still found time to finish second in the Swedish WRC Rally – the best place for Subaru so far. At the end of the year though, it was another fourth place. More was needed.

1993 would be the Legacy's last chance to shine, and shine it did, with McRae taking his and Subaru's first WRC victory in New Zealand. While crowds were still lower than the crazy Group B days, enthusiasts were really starting to enjoy the very distinctive bark of the boxer engines. McRae's legendary driving only added to the appeal.

A bold new future – Impreza 1993 also saw the launch of a brand new vehicle for Subaru – the Impreza.

The soft lines were a complete break away from the traditionally sharp-edged Subarus of the past, yet there was still a boxer engine allied to four-wheel drive on all but base models. It proved a huge hit with buyers, backed by the exploits of the World Rally team.

It was the turbocharged WRX that really got enthusiasts excited, as well as

the people at Prodrive. The reworked EJ20 engine featured twin camshafts per bank and developed 240bhp, and journalists who got to try one came back fully enthused. Sadly though, buyers in the UK would have to wait.

Prodrive was more fortunate, and prepared a team of Imprezas for the 1994 WRC. With 300bhp and Prodrive's own six-speed transmission, they were competitive from the off. After all, the Impreza had everything the Legacy had boasted, but in a smaller, lighter package.

An Impreza had actually been used

by Ari Vatanen on the 1993 1000 Lakes rally, and might have won but for a problem caused by its extra lamp pod used for night driving. This so badly affected airflow that it forced water into the heating system. This steamed up the windows and Vatanen could only struggle into second place.

The big news was the arrival of the Impreza Turbo 2000 in the UK in late 1994. These were detuned to 'only' 208bhp, but still gave Escort Cosworth performance for a fraction of the price - £17,499 for the saloon and another £500 for the five-door estate.

In the WRC, McRae had been joined

by Carlos Sainz, with Richard Burns joining the team for New Zealand and the RAC Rally in Britain. Sainz won the Acropolis in Greece while McRae won in New Zealand (again) and on »

Prodrive building the first batch of WRC Imprezas, for the 1993 1000 Lakes Rally, Finland.

13

HISTORY SUBARU IMPREZA

the RAC. Subaru finished second in the manufacturers' championship, and Sainz second in the drivers' championship. Fine performances.

For 1995, Japan got the WRX RA STi, with 275bhp at 6500rpm, and a new two-door coupé version of the Impreza, sold in America as the Sports Coupé. Demand for the RA STi was so high that Subaru was taken by surprise, and was forced to develop a Version II model, to appear later that year.

The UK got faster models too, with Prodrive craftily creating the Impreza Turbo Series McRae. Power was up to 240bhp (from the UK's 208). This ended up just in time for McRae to take the WRC drivers' title that year.

Even a £28,300 asking price couldn't dissuade buyers. A legend was forming.

WRC Victory

1995 had been a remarkable year for the WRC, with Colin Sainz looking favourite to take the title. But Mitsubishi was proving a fine rival and led the manufacturer's title by two points by the time the season-ending RAC took place. Team-mates Sainz and McRae were level-pegging. It was all set up for maximum excitement. The Mitsubishis suffered problems and were not in contention, but the McRae and Sainz battle would go down to the wire. Sainz led after two days, but McRae drove with his usual determination to win by just 36 seconds. He was Britain's first World Rally Champion.

1996 saw the launch of the 2.0 Sport in the UK, which was a normally aspirated 2.0GL but with the WRX's bodykit – albeit not the giveaway bonnet intake. In that year's Kenya Rally, McRae was forced to pull out after suspension failure, but a five-door Sport Wagon took a win in Group N, the near-showroom category. McRae could only finish second in the drivers' championship, but Subaru took a second manufacturers' title on the trot.

Reworked engines caused Subaru to claim that 1997's Imprezas were 'brand new'. The weren't though, they just had revised engines. The hottest domestic market versions were now rated at 280bhp (actual power may have been higher) though 5-door estates had only 240bhp. Here in the UK, we still had to make do with a mere 208bhp, though the automotive magazines continued to admire the Impreza, where it was

even compared favourably with the formidable Lancia Delta Integrale.

In Japan, 1997 also saw the launch of the WRX Type R STi Coupé, which aligned with the fact that the rally cars were now two-door too. The Type R coupé had the 280bhp powerplant and an extra-meaty bodykit. Again, McRae would finish second in the driver's championship but again, Subaru took team honours. The third time in a row – a Japanese first.

For 1998, UK Imprezas were still down on power, but turbocharger improvements boosted torque, reduced turbo lag and gave the engines a rather

finished in Cool Grey – a colour not seen in the UK before – and boasted 237bhp.

But better was to come. With 1999 another disappointing WRC season for veteran Juha Kankkunen and new British interest Richard Burns (who finished second), perhaps it was best to focus on the road cars. Prodrive delivered again, unveiling the P1 in late 1999 and unwittingly referencing the very first car ever to wear a Subaru badge.

The P1 managed to match the Japanese-spec Imprezas for power at last, no mean feat as European restrictions were what had led to the discrepancy in power outputs.

It was powerful enough to hit 155mph and 60mph was just 4.7 seconds away. The P1 also used the two-door body that was a very rare sight in the UK. Autocar called it “shatteringly impressive”, and Prodrive sold double the 500 it had planned to build.

2000 was the last year of firstgeneration Impreza production, and also the last for the first-generation WRC cars. After some enormous battles and trials, including victories on the Safari, Portugal, Cyprus, Tour de Corse, Australia and RAC Rallies, Richard Burns could only settle for second in the drivers' title again, pipped to it by Marcus Gronholm.

One last special edition we should mention is the S201. With 296bhp, it was, officially at least, the most powerful first generation Impreza. It also featured every upgrade in the STi catalogue and the most bizarre bodykit.

300 were built and they very much split opinion when it comes to desirability.

2001 saw the launch of the 'New Era' Impreza, or Bugeye. It would somehow never quite have the character of its predecessor and the first generation Impreza remains one of the 20th century's most iconic cars. Not bad for a company that didn't properly enter the world of cars until 1958. n

“McRae drove with his usual determination to win by just 36 seconds. He was Britain's first World Rally Champion”

14

expressive soundtrack according to contemporary reports. Prodrive unveiled the WR Sports, with 240bhp and a host of other mods, for those after a bit extra.

In Japan, there was a baffling array of limited editions, but none was more desirable than the 22B STi Coupé. It was never homologated for rally purposes, so this one was street only, but it featured an extremely menacing bodykit and a 2212cc engine – still rated at allegedly 280bhp. Torque was a meaty 267lb/ft at 3200rpm and it could sprint to 60mph in just 4.3 seconds. Like Mitsubishi with the Evo, Subaru was discovering a ready market for limited editions.

1998 was a year to forget for the rally team though, with third position in each championship being as good as things got.

Desirable special editions In 1999, 16 of the 22B-STi two-doors were sold in the UK, but Prodrive had unveiled the RB5 too. The RB5 was

RETRO JAPAN E S E

IMPREZA BUYING

Our quick guide tells you how to avoid Impreza disaster, with input from Subaru specialist Nik Baker at Car & Custom Garage, www.carandcustomgarage.com

Y

our first problem when it comes to Imprezas is knowing which one to go for. Our guide covers some of the special editions, but there is a huge number of them. Nik says, “They released a special edition for every rally victory it seemed. My personal favourite is the S201, though it's a real Marmite car.

A lot of people don't like them, but the specification is great.”

If it's performance that really interests you, then genuine UK models may not be to your tastes.

“The UK ones were down on power and spec,” informs Nik. “That said, good, original UK cars are now seen as desirable.” One reason for this is that an awful lot have been modified, rallied or crashed, while others have simply been used and abused. Of the genuine UK cars, the P1 is probably the most desirable. “There's a lot of Japanesespec bits in them, including the wiring loom. A pretty good one will set you back around £12,000,” says Nik.

What kills Imprezas

The biggest killers of Imprezas are rust, accident damage and failed engines. “Rot in the rear is a real problem as they get older. The sealant around the suspension turrets fails and water gets in. To sort it out properly, you need to remove the outer wing and, in the worst cases, replace the turret. Turret replacement requires the car to be on a jig. You're talking £1000 or more to get it back to factory standard (plus paint), but so many cars have just had plates put over the top which doesn't solve the problem,” warns Nik. “Rot can set in around the rear screen on early ones too.”

The front end isn't quite so bad, but

The RB5 is a nod to Richard Burns, and is a desirable UK-market special edition.

RETRO JAPAN E S E

The Prodrive-prepared P1 is desirable, and commands a slight premium.

Nik advises that you check the chassis legs for accident damage. “They fold quite easily. You need to check carefully.”

When it comes to engines, Nik says, “We often see problems with the piston ringlands,” which is where the rings sit on the piston. “If there's lots of blue smoke, that's probably the reason.

Big end bearings are very common, even on well looked after cars, causing knocking. A decent rebuild could set you back £4000 or more, though. Once we pull an engine apart, we often find that the cylinder heads have cracked, and they're upwards of £550 each.”

“I have known modified cars entirely strip second and third gear though.”

Brakes need inspection too. “On early ones, the sliders can seize, but the later four-pot designs can seize too – usually the bottom piston. You can easily get new calipers though.”

What to pay

Gearboxes can fail, with synchromesh getting notably crunchy on cars that have been driven hard. “The earlier 52 casing gearboxes have become fragile.

The later 54 casing is much stronger, but the nut can come off the back of the gearbox, which'll make it jump out of fifth gear. It can be fixed in-situ so isn't too bad a problem,” says Nik.

“For a good UK-spec Impreza, you should expect to pay £4000-5000, but you really need to check it isn't rotten. A dealer might ask £7000-8000 for a nice one, but demand is increasing for nice, original Imprezas. Tired ones for £10002000 really aren't worth it though.”

The one to have remains the 22B. “Prices have gone silly. One changed hands last year for £75,000. It's the one everyone wants. They've really shot up in the past three years. Generally, imports always used to fetch more, because they offer more performance and have a better spec.” That's not so much the case these days, though limited editions can still command a premium. ■

The S201 is the lariest of the special editions. An acquired taste!

Big end bearings are a surprisingly common fail point on Impreza engines.

Other issues

15

RESTORATION THE TOYOTA FAMILY

Like father, like daughter. Harvey and Gemma Wade with two of their Toyotas.

TheTOYOTA Family

The Wade family proves that enthusiasm for cars can cross generations. When Harvey was restoring the family's 1000, daughter Gemma was only too happy to help out.

Words: Ian Seabrook

T

he Wade family has a long history of Toyota love, which goes back to Harvey Wade's father, who owned several Carinas in the 1970s. Harvey is the treasurer for the Toyota Enthusiasts Club (TEC - www.toyotaenthusiasts.com) while Harvey's wife Debs is the secretary.

Daughter Gemma is also a keen Toyota enthusiast and between them, they own 30 Toyotas, of which 15 are classics.

The obsession started young, thanks to Harvey's father. “Dad owning them really kicked things off for me. When I could buy my own cars, I just wanted something different, which Toyotas were

What started as a gentle recommission turned into a full-blown restoration.

16

Pics: Harvey Wade

back then, and I just stuck with them.”

Harvey is a jet engine gearbox mechanic, but has taught himself car restoration as he went along. He has restored several rare Toyotas, but his TA12 Carina is a firm favourite. “My father bought a two-year old Carina in 1973, when I was just seven,” says Harvey. “I bought this one in 2006 with only 34,000 miles on the clock. It had been badly repainted at some point, with no base coat. It got nicknamed The Stealth Bomber because of the matt finish. I used it 'as found' until 2009, but parked it up when the MOT ran out as it needed welding.”

Inner wing rot was very bad on both sides of the Carina.

The car then sat, patiently waiting its turn before a frenetic burst of activity. “I decided in April 2012 that I wanted the car finished for that year's TEC rally at Billing Aquadrome. That was six months away. I thought it'd just be a quick recommission, but being parked up had taken its toll on the sills and inner wings.

It quickly became a much bigger job.”

A lot of new metal had to be let in.

“I've learnt the bodywork skills myself, but a local character called 'Wee Jake Given' worked beside me for painting, so I was able to learn his skills to achieve a good finish. I managed to source new old stock bonnet and front bumper,

New sills were required, and a lot of new metal elsewhere.

Finally, the Carina was ready for paint

RETRO JAPAN E S E

Harvey's Carina love inspired by his father, who owned several new. The TA12 Carina has delightful rear styling, and is a rare sight.

and managed to find a spares car that gave up lots of interior parts.”

All this work set the timescale back a bit, and the whole family found themselves putting the finishing touches to the car the night before setting off for Billing. “We were still fitting the interior at midnight and finally closed the garage doors at 3am!”

Incredibly, Harvey still has the exact same soundtrack as when his father bought his first Carina in 1973. “He had a stainless steel exhaust fitted to it, and then had it transferred to its replacement in 1977. Many years later, I managed to buy that car and while it was ultimately not suitable for restoration, it still had the stainless steel exhaust fitted to it. That's now on my car and it makes the same tinny noise I remember from 1973.”

Toyota 1000 KP30

Purchased in 2002, work didn't start on this rare Toyota 1000 until 2007. “It had belonged to a Rabbi in London, but was written off when rear-ended. A club member bought it, but hadn't got around to restoring it. I took it on as a possible source of parts for my wife's 1000 estate, but it was too good to break.”

Work commenced in 2007, with the rear end cut off and a replacement taken

Gemma proudly poses with the rear panel she removed with oxyacetylene.

RETRO JAPAN E S E

from a spares car. “Gemma was 12 then and my wife wasn't too pleased that I'd let her loose with an oxyacetylene torch, but the fuel tank had been removed, so there was no real danger.”

Gemma was keen to get involved.

“I'd always been around while cars were being worked on, so it felt natural to get more involved,” she tells us. “I'd be called on to help bleed the brakes and stuff like that, and then one day, I was handed an oxyacetylene torch. I think my friends saw me as a bit of a weird one but it's something I enjoy doing.”

By the end of 2007, the rear bodywork was 90% complete, but Scottish winters are no time to be working on old cars and work ceased for a few months.

Due to other projects, that accidentally turned into a few years, and work recommenced in 2011. Harvey says, “The car had survived surprisingly well.

It still has the original sills and floor pans. There was some localised rot.”

This was cut out and replaced, and the mechanicals were then overhauled.

“Gemma made up new brake lines, and even fitted new tyres using the old tyre-fitting equipment I have. She then carried out a decoke and removed and dismantled the cylinder head under my guidance. She even ground in the valves and had no trouble reassembling it,” says Harvey. Not that all this tinkering was

The 1000 KP30 required a large dose of remedial work, though sills and floors were sound.

necessarily a good thing for a teenage girl to get up to. “Some blokes find it a bit challenging to talk to a girl who's into cars. I did stay away from cars for a bit, but not long,” she confirms.

The car was resprayed in 'baby poo' yellow and completed in time for Gemma's 16th birthday. Gemma even learnt to drive in it on local fields. “My friends couldn't understand how I knew when to change gear without a rev counter, or use a manual choke” adds Gemma. She is now 21 and looking for classic insurance quotes so she can attend shows on her own, though naturally she uses a Toyota as a daily car, a Yaris. This is one of eight the family owns, which must be some sort of record in itself. Meanwhile, Debs generally tries to keep the pair of them under control.

“It's not easy,” admits Harvey. “I mean, when you have parking space for 30 cars, you're going to fill it aren't you?” n

Keeping it in the family, Toyota style.

Gemma fits new tyres with the use of levers. Not a skill many teenagers possess!

Rebuilding the cylinder head instead of doing homework.

17

OWNER STORIES YOUR RETRO JAPANESE STARS

Owner stories

Bags of character with Michael's Sirion.

Your Retro Japanese stars, and what they mean to you.

Includes a well-travelled Nissan Bluebird, a restored Daihatsu Sirion and a modified Honda Prelude.

Chris Frosin, 1976 Mitsubishi Galant GTO Chris is responsible for the stunning photography on our main NSX vs Skyline vs Supra feature, something he particularly enjoyed, because he's a serious fan of J-tin. “I can still remember the private message from a good friend, on a private web forum, many years ago linking to a Japanese Auction website selling a bright orange 1970 Mitsubishi Galant GTO. I wanted one. Incredibly, another PM months later linked to one on eBay that was 30 miles down the road!

My Mitsubishi FTO went up for sale, and a gorgeous, if slightly rusty, 1976

Galant GTO was dragged back home.

“Inspired by a TA22 Celica, famous on the retro car scene, I wanted to ‘upgrade’ the engine but keep it in the Mitsubishi family. I also wanted to give the car a personal spray job and tidy up all the body work, giving little nips and tucks to the lines and design as I went to create my ultimate car. Five years down the line and the incredible good weather that we had last year helped me crack on with gearbox, clutch and turbo (yes, you read that right) issues and now, the MOT check list is in full swing. This summer is going to be worth the wait!”

Michael Wooley, 2002 Daihatsu Sirion Daihatsu excels at small cars, as Michael discovered. “The little three pot engine has bags of character, if not low down torque. However, make use of the brilliantly slick and precise gearchange and keep the revs high – and take advantage of the excellent handling – and it’s not necessarily as slow as its meagre 58bhp and 65lb/ft of torque would suggest.”

They do like to rot though. “I had it checked over shortly after purchase and sure enough it was as rotten as a pear underneath. Quite a bit of money was spent welding in fresh metal to most of the underside, together with a good bout of rustproofing to make sure it never gets to the same stage again.”

Ian Seabrook, 1992 Honda Prelude 2.0i

Chris has been steadily working on his Galant GTO, which has rather a mean stance. This will be one quick and rare Mitsubishi when completed.

Matt Sulston, MX5 Works, 1995 'Lotus' MX-5 Here's an MX-5 with a difference – a makeover to make it look more like the Elan that inspired the model's inception. The work was carried out

by MX5 Works, and it's up for sale too – £4650 the asking price. Says Matt: “Every panel, including the nose cone, is original to this car. We removed the side lights from front bumper, then took the panel down to the glassfibre layer before it was filled and skimmed to a smooth finish.”

The car itself is a 1995 Eunos, so it

18

Yes, even the editor is getting in on the act. Having owned a 1990 Honda Civic, a 1986 Nissan Bluebird T12 (Japanesebuilt UK car), a Subaru Impreza and Legacy, a 1998 Daihatsu Sirion and a 1995 Ford Maverick (a Nissan Terrano really), editing this magazine was all the excuse I needed to get my hands on another Japanese motor.

My Prelude is a 2-litre auto, and truly joyous to drive. The steering is exceptional. Like my old Civic, it feels like exactly the sort of car Soichiro Honda himself would have approved of.

Find out what my colleagues think of it in our roadtrip feature on page 82.

The base car is a 1995 Eunos. Now a good way to confuse the public!

benefits from the higher specification that these imported MX-5s tend to boast. It's certainly distinctive and as Matt says: “In total, we've spent about 100+ hours on it. The sale includes a 12-month guarantee.” More at www. mx5works.co.uk or call 01525 372 982.

Editor Seabrook's Prelude has proved to be a great buy.

RETRO JAPAN E S E

STAR STORY

Eddie Rattley, 1962 Datsun Bluebird In 1972, the siblings Ragnhild and Arne Jørgensen and their Danish friend, Annabella Nielsen decided, after a stay of three years in Australia, to embark on a road trip half way around the world. They simply couldn't afford the airfare to return home to Norway so they figured they would work their way home overland. Arne Jorgensen bought this old 1962 Datsun Bluebird station wagon which by 1972 had already covered 150,000 km. The engine was replaced with a slightly stronger engine from a 411 Bluebird (1964-1967).

They set out from Sydney on 23 October 1972 and, heavily loaded with a trailer in tow, they completed the first leg of the journey, Sydney to Perth, through some pretty inhospitable desert.

From Perth, they managed to negotiate a deal to get the Bluebird transported by boat to Singapore. The boat was carrying sheep and the car stood on deck in the midst of thousands of sheep.

The fare? They had to throw dead sheep overboard as they died in the severe heat! Having made it to Singapore, they stayed for nearly two months due to the

ongoing war between India and Pakistan.

Eventually the trip would continue, crossing Thailand and Malaysia and then by boat to Madras in India. After crossing southern India, the length of India was traversed from Kerala right up into Nepal. Another incident and a bit of a delay came in India when they had to endure a brief trip to jail after colliding with a cow in the road, which of course are sacred beasts in India.

Eventually, they were able to continue via western Pakistan were they collided with a bus on a narrow street, damaging the right front wing and headlight surround. The trip went on into Afghanistan where they had the most serious incident when they lost control on a bad road, tipping the car into a deep ditch. This severely damaged the

Top left: Back in 1972, a Scandinavian trio prepares to drive all the way home. Top right: Hawal Mahal, the Palace of Winds, Jaipur, India. Bottom left: In Mysore, now Mysuru, Karnataka state, India. Bottom right: A Rattley family holiday to France in this well-travelled machine.

RETRO JAPAN E S E

Eddie Rattley's 1962 Datsun Bluebird was driven overland from Australia!

rear end and destroyed the trailer. Body repairs were carried out locally to get the Bluebird going once more and it still wears the scars. Then it was onwards into Iran and Turkey, then up through to Greece. The final leg was up through Europe including Yugoslavia, Austria, Germany and Denmark. After eight months and a trip of 54,000 kilometres, they finally reached Fredrikstad, Norway.

In 1974, Arne had an accident which effectively meant he couldn't drive, so the Bluebird was parked up in a barn, where it remained until the late 1990s. A friend of mine, Knut, who lives in Norway, discovered the car for sale in a newspaper classified section and fortunately, being knowledgable about Datsuns, knew what it was. He bought it and put it into storage.

Knut offered me the Bluebird in 2003 and I subsequently went to Sarpsborg in Norway that November to trailer it back to the UK. In 2011, I finally got it back into working order. Parts availability caused issues, hence the brakes use a combination of Daihatsu Charade G11 and Nissan Cabstar seals, the rear shocks are Mk1 Astra estate and the front Fiat 500, the alternator is from a later Bluebird and some switchgear came from a Datsun 1000 (B10). The engine is effectively a slightly altered BMC B-series built under license by Nissan, so there are some BMC parts that fit, such as gaskets and manifolds. I found that a cylinder head from an early MG Magnette was almost exactly the same.

Despite its lay-up of nearly 37 years, the old Bluebird has been remarkably reliable since it's been back in service, the only breakdown requiring a distributor cap. In 2013, its globe trotting continued when it went with us on holiday, completing a 1500-mile trip down into France and back, and in 2015 it went to the Netherlands. Soon we hope to take a trip back to Norway in it.

19

OWNER STORIES YOUR RETRO JAPANESE STARS

Felix Ure, 1989 Honda Prelude 3rd Gen Japanese classics often offer something a bit different from the norm, which was particularly appealing to Felix. “After the slow death of my first car, I was on the lookout for something a bit quirky, and ideally as wedgeshaped as possible. I snapped this beauty up for a bargain price.

“Since then I've done 30,000 joyous miles in it, including a 3000 mile road trip around Europe. Other than an alternator issue and the inevitable spot of rust, it's never skipped a beat. I've slowly modified it bit by bit over the last couple of years to the

point where it looks perfect in my eyes. Finding parts for it is almost impossible, but thanks to a dedicated group of enthusiasts, I'm never short of a helping hand. It's now lowered about 120mm, but I still drive 30 miles each way to work in it every single day. Whenever I work on it, I'm astounded by the engineering that went into this car over 26 years ago; the 4-wheel-steering system works flawlessly, the engine revs smoothly and quickly, and it's an incredible daily driver. I can't imagine ever getting rid of this car, and am sure I'll continue to love it for years to come.”

Felix loves the 'quirky' wedge-shaped styling of his 1989 Honda Prelude. Red seat trim adds some colour to the retro-laden interior.

Grant Bolton, 1987 Honda Accord Aerodeck EX For some people, obsession starts young, as in the case of Grant Bolton.

“My passion for them developed from a childhood amongst them. Then, as I learnt to drive and owned my own, I realised quite how advanced and refined they were. The original need for a Honda in the family came from my mother, who could only drive automatics. Not only was Honda's ‘Hondamatic’ gearbox seamless and featured an overdrive, but it could be

coupled with a small 1238cc engine.”

The family stuck with Hondas, and is a tradition that Grant has maintained with his latest Aerodeck.

“This is my third one, an original 28,000 mile EX in excellent condition and still with the Honda starting advice on the sun visor from when it was picked it up from the dealer.

The plan is to keep her running and put a few miles on her. Classics are there to be used after all. ”

Grant's Aerodeck dates from a time when Hondas were very distinctive. Tailgate design is unusual, as it takes a good chunk of the roof with it to improve access.

20

Daihatsu F20 really is a rare sight these days. This one was used to deliver meat.

Cameron Stout, 1982 Daihatsu F20 The Daihatsu F20 has become a real rarity these days, something that appealed to Cameron, who prefers oddballs to stuff you'll easily find at any classic car rally. He spotted this one on Ebay. “It looked to be in mint condition, just a very clean-looking, well-caredfor example with an incredibly low documented mileage. It was described as having just 41,000 miles on the clock and had been bought by a butcher in a small Oxfordshire village. After its relatively easy life, it was bought by a retired RAF engineer who took the body off the chassis, restored both halves and put it back together again. His wife used it to take grass cuttings to the dump.

“After receiving thirty or so additional photos of the underside and oily bits of the car, my mind was just about made up. It was like new. Clearly well cared for, and loaded with that genuine retro 1970s/80s feel.” But Cameron had never used Ebay before, and didn't even have an account. “My sympathetic car buff pal put a bid on for me. Two minutes before the auction end, my pal called.

I had been outbid. Having resolutely decided on my maximum bid, I was hesitant to up the offer. Was now the time to throw caution to the wind? 'Slap on another few quid,' I said. I waited nervously. Then I got the confirmation.

I was the new owner of a 1982 Daihatsu F20, located somewhere 650 miles away in deepest, darkest Oxfordshire.

Next problem, how to get it home…”

Cameron certainly gets plenty of smiles out of it!

RETRO JAPAN E S E

metex car covers

CUSTOM IS COVER W E YOUR LARGE C ITH A AR E JUST £9 MBLEM .95

THE BEST PROTECTION FOR GARAGED CARS

KEEP YOUR GARAGED CAR DUST AND DAMP FREE WITH A SUPER SOFT FABRIC METEX CAR DUST COVER. EASY TO USE, THE COVER SIMPLY DRAPES OVER YOUR CAR COVERING IT COMPLETELY. WE COVER ALL MAKES, MODELS AND SIZE OF CARS EXAMPLE CAR COVER SIZE, E-TYPE JAGUAR 18ft X 11ft.

from only

£37.50

2015

Postage cost £7.50 per order

Phone now with your order: 01254 704625 or order online at: www.cardustcovers.co.uk

“ W H AT S U N DAYS W E R E M A D E F O R ”

/lancasterins

@lancaster_ins

Headline sponsors ors

DF0?E?4C?G1?*.,$

01480 484 833 www.lancasterinsurance.co.uk 1:=M+H -';'/56@ %'>538'6 >;) )M6+:3;56 :%%'8') <>H K>8H -'5J''; M;638>;+' 6+!'<'6 :8 +:K'8 6'='+5') >;) >8' 63-L'+5 5: 3;)'8J8M5M;# +8M5'8M>? D>;+>65'8 F;638>;+' 0'8KM+'6 M6 > 58>)M;# ;><' :% F;638>;+' I>+5:8H DM<M5') J!: >8' >35!:8M6') >;) 8'#3=>5') -H 5!' IM;>;+M>= 4:;)3+5 735!:8M5H B2:? (.","&A? I:8 <353>= 6'+38M5H@ +>==6 >8' 8'+:8)') >;) <>H -' <:;M5:8') %:8 58>M;M;# 9389:6'6?

RX-7 AND RX-8 LIVING WITH THE WANKEL

LIVING WITH THE WANKEL

The constituent parts of a Wankel engine.

This is from an RX-7.

The unusual engineering of the Wankel rotary engine scares many people away.

Is that fear justified or do these clever engines have plenty to offer?

I

t's fair to say that Wankel rotary engines have always had something of a bad reputation. Felix Wankel saw the waste in a conventional piston engine, where the piston must stop twice as it goes up and down, and thought it would be so much better if you could somehow capture that power in a smooth, circular motion.

And that's how the Wankel engine works. A triangular rotor constantly spins through an eccentric arc. It never stops and it never reverses direction.

The benefit of such an engine is that it'll rev very sweetly indeed, with none of the stresses involved in direction changes. There is no valvegear. There is no head gasket. You also get an awful lot of power from a very compact design. Something the size of a Trabant engine can kick out over 200bhp. Remarkable.

Of course, there are downsides, and this guide is going to take you through

Remarkable looks and astonishing performance typified the RX-7 third gen.

22

some of them.

Reliability was certainly an issue to start with, and it led to the downfall of NSU – the first company to put a Wankel engine into mainstream production. Other manufacturers flirted with the design, notably Citroën and Mercedes-Benz, but the only other company to put a Wankel engine into mass production was Mazda.

It even took rotary power to Le Mans, where it won in 1991 – the only time a non-piston engine has taken victory. If such an engine could cope with 24-hours of flat out racing, it rather confirmed that Mazda must be doing something right.

For the purposes of this guide, we'll

focus on the RX-7 and RX-8, as they are by far the most numerous Wankel-engined cars in the UK. Mazda had the 110S Cosmo in production in 1966, though only 1176 were built. The RX-2, RX-3 and RX-4 twin-rotor saloons, estates and coupés followed, but it was the RX-7 in 1978 that really brought widespread success to Mazda – over 470,000 had been sold by 1985.

What goes wrong

There are a few inherent weaknesses to rotary engines. Firstly, they do like to drink fuel at a rather alarming rate.

25mpg is considered quite good going.

But the biggest issue is rotor tip wear.

As you can imagine, the rotor spins very quickly, so those tips scrape around the housing at quite a speed. Oil is injected into the housing to reduce wear, but that barrier can very easily be broken. A simple misfire can wash the oil away and cause catastrophic wear in less than a couple of miles.

Secondly, the bearings on the eccentric shaft at the heart of the engine can wear. These are simple white metal bearings and while they can last comfortably over 100,000 miles, again any oil supply issue will cause them to fail and again, if you ignore it, the rotors will start to move in ways they aren't supposed to, and can destroy RETRO JAPAN E S E

WORDS: IAN SEABROOK

PICS: IAN SEABROOK AND MAZDA

The rotor spins in this housing, hence rotor tip wear is an issue.

An end plate from an RX-8 – note the inlet and exhaust ports to the left.

This is a cutaway of the RX-8's Renesis engine.

the rotors, the housings and the end plates either side of the housing.

A third issue is that it is very easy to flood a Wankel engine, and then very difficult to get it going again. It's a specialist job to revive one so whatever you do, you should never ever start a rotary engine, then turn it off again before it has warmed up. But then, if an engine has low compression, you could find that it won't restart when hot either – a particular issue when you fill the car up with fuel.

engines, and you must be dedicated about oil and coolant checks. “On the RX-8, Mazda originally specified synthetic oil, but this creates carbon when it gets burnt.” This can then play havoc with the internals of the engine, gumming things up. “Mazda changed the recommendation to use 5w30 Dexelia mineral oil, though most specialists recommend using 10w40 mineral oil.

This lubricates the rotor tips far better.”

Coolant is an issue too. On the RX-7 in particular, Steve recommends the fitting of aftermarket gauges. “The one in the car tends to look fine until all of a sudden it shoots into the red and your engine is dead. If it overheats, the plates warp and the engine needs a rebuild.”

The other thing to remember is to be gentle on the engine both when warming and towards the end of a journey, especially with turbocharged engines.

“Because they spin so freely, people are tempted to thrash them from the off.”

Regular servicing is key too, with oil changes never more than 6000 miles apart. Check the oil level before every trip, because the level will drop.

Like a two-stroke engine, some oil is burnt to lubricate the engine but unlike a two-stroke engine, this is taken from the main sump. Mazda recommend checking the level at least every second fuel-up. It will go down far quicker than a conventional engine.

Incidentally, RX-8 sumps can also rust.

The other thing is never try to drive through a problem. “If there's a misfire or you notice an odd noise, stop as soon as possible and get recovered,” recommends Steve. “Even trying to limp to a safer place can destroy an engine.”

Worn bearings will grumble and knock, but as long as you turn the engine off ASAP, it isn't necessarily an expensive fix.

“You can drop the gearbox and replace

the rear bearing in-situ. We'd charge £300 for that, though the engine has to come out to do the front bearing, which would be more like £800,” says Steve.

The RX-8 has other issues too.

“They're the most problematic of them all,” reckons Steve. “Coil packs, crank sensors – we get a lot of problems.”

Given how destructive failed coil packs can be, when you recall what a misfire can do to these engines, Steve reckons it's a good idea to change the coil packs every couple of years. “If you budget on £250 for replacement every two to three years, it can save you an engine.”

Remember also that the spark plugs are £50 for a set of four, and change »

What to do about it

We spoke to Steve Garbutt of MX5 Motors about how to avoid problems with these engines. Says Steve, “These are pretty exotic engines, so you can't just abuse them like an ordinary piston engine. If you're buying one, make sure it's a good one in the first place. A rotary specialist will be able to carry out a compression test.”

When it comes to compression, Mazda apparently regards an engine as no good if it has dropped to 6.9 bar, but Steve doesn't agree. “They'll run fine with as little as 6.5 bar, or even 6.2, though hot starting will become an issue.

Fitting a faster starter motor (280rpm compared to 250rpm) does help and will cost you about £350 plus fitting.”

If the tips have worn to the degree that the engine needs an overhaul, it can get expensive. “Replacing rotor tips and seals will set you back £2500 and it'd be wise to change the clutch while the engine is out. If the bearings are tired, that'll be another £500-700.” It gets worse if the housings (£200 each), plates (£200 each) and rotors (£200 each) have been damaged – those latter prices are for good, used items.

So, it really pays to look after these RETRO JAPAN E S E

WANKEL DO'S

● Change the oil regularly – 6000 miles or even 3000 miles if you prefer. ● Keep an eye on the oil level, every second fuel fill at least, if not every trip. ● Let the engine warm up before working it hard. ● Redline the engine every week or so, for an extended period if possible. ● Budget on coil pack replacement (RX-8) every two to three years.

WANKEL DON'TS

● Don't drive on if you hear a funny noise or detect a misfire. ● Don't drive on if the engine management light illuminates. ● Don't turn the engine off immediately after heavy driving. ● Don't use synthetic engine oil. ● Don't expect superb fuel economy.

23

RX-7 AND RX-8 LIVING WITH THE WANKEL

The first-gen RX-7 was a huge sales success around the world.

The second-gen RX-7 maintained tradition, though could now be turbocharged.

Sill rot is a major RX-8 issue.

Low values mean many RX-8s have been scrapped. A shame.

“There's a lot love out there for these engines and there's a ready bank of specialists to help you keep one in top order” the coolant every three years. “Corrosion due to ignored coolant change destroys engines, especially the RX-7,” says Steve.

Another issue on RX-8s is leaks from the oil feed pipes. That's another way of destroying an engine as a leak will soon see the oil level drop to critical levels.

Above all, Steve recommends that you regularly exercise these engines.

“It's actually good to redline them,” he confirms. “They don't handle lower revs very well. Every few weeks, take them to the redline, even if that means driving on a motorway in a lower gear for a bit. I'd also recommend regular compression checks.”

that steel is involved, which is why you rarely see one these days.

Watch for steering issues too. On the RX-8, the assistance is electric.

Dodgy earths can cause it to fail and become very heavy, but there's also a CV joint on the column which can seize. “There's no gaiter on it,” says Steve. “We just try to pack them with grease. If the joint has started to seize, the steering will feel stiff.”

One last thing if you're considering an RX-8, the vehicle tax can be very expensive. Check before you buy!

Non-engine issues

There's a lot love out there for these engines and there's a ready bank of specialists to help you keep one in top order. An RX-8 could be a genuine bargain, you can get one for less than £1000, but you must factor in some budget for upkeep, and be prepared to look after it. Even if you spend more, it'll definitely be worth your while getting it properly checked over by a specialist.

Buy a good one, and you could find

Aside from engines, the biggest issue is probably corrosion – on any Mazda and RX-7 or RX-8. On the RX-8, sills rot readily, and corrosion can also set in on the bootlid and around the rear arches. They don't do a very good job of hiding it, so it is at least easy to check. RX-7s, especially early ones, corrode pretty much anywhere

24

On the plus side...

yourself with an awful lot of fun for £1500-3000. After all, these cars were regularly praised by the motoring press and nothing drives quite like a car with a rotary engine. In a world where cars are increasingly samey, the RX-7 and RX-8 really stand out. Just remember to cherish it like a classic, and only enjoy the upper echelons of the rev range once the engine is fully warmed up. Keep on top of maintenance and a Wankel-engined Mazda could provide many years of enjoyment. ■

Wankel Specialists MX5 Motors, South Yorks, 01302 726763, www.mx5motors.com Rotary Revs, West Yorks, 01924 477202, www.rotaryrevs.com Rotary Motion, Wiltshire, 01380 850669, www.rotarymotion.net Apex Rotary, Hampshire, 01420 587861, www.apexrotary.com Chambers Rotary Specialist, 02392 989288, www.rx8engines.co.uk

RETRO JAPAN E S E

SPECIALIST VEHICLE INSURANCE

Cherished by you Insured by us

¯ ¯ ¯ ¯ ¯ ¯ ¯

Over 35 years’ experience No broker administration fees Choose a vehicle repairer you trust UK & European accident & breakdown recovery including home service Free and automatic salvage retention* Cover for drivers from 18 years of age and no upper age limit* Agreed value*

Call C ll our friendly f i dl UK team t for f a quotation t ti

01277 206 911 www.rhclassicinsurance.co.uk

*Subject *Su *S Subj bjectt to bj to our st standing tand andi ding i g underwriting und un derwriiti der ting tin i g criteria. crit iteri it eria ia. Please Please Pl s refer reffer re fer to to the th he policy poli olicy licy docum documentation d ocumentat on our website, or call, for further information. The vehicle needs to be registered prior to 1991 in order to be eligible for our classic insurance.

RH Specialist Insurance is a trading name of Hiscox Underwriting Limited. Hiscox Underwriting Limited has granted a licence to ERS Syndicate Services Limited to use the brand name, RH Specialist Insurance, subject to the terms of the licence. The insurer on all RH Specialist Insurance policies is Syndicate 218 at Lloyd’s, which is managed by ERS Syndicate Management Limited. ERS Syndicate Services Limited is an Appointed Representative of ERS Syndicate Management Limited, which is authorised by the Prudential Regulation Authority and regulated by the Prudential Regulation Authority and Financial Conduct Authority. Hiscox Underwriting Limited is authorised and regulated by the Financial Conduct Authority.

Classic Car

14954 09/15

Modern Car

Classic Bike

Multi-vehicle

Military

Top Five Japanese 4x4s

Our Favourite

Japanese 4x4s

Far from just copying the west, Japan brought real innovation and rugged dependability to the world of all-wheel drive. We present some of our personal favourites.

Words: Gavi n B r aithwaite-S mith

W

hat is the most iconic 4x4 in the world? Ask a Brit and the answer will probably be Land Rover, ask an American and Jeep will almost certainly be mentioned. But no matter where you are in the world, there’s a fair chance you won’t be too far away from a Japanese 4x4. Waves of fourwheel drive vehicles started pouring out of Japan in the 1970s and 1980s, and since then they’ve gone on to conquer some of the world’s harshest environments. We’ve pulled together five of our favourite Japanese 4x4s, one or two of which might surprise you.

Toyota Tercel 4WD

Today’s jacked-up 4x4 estate cars occupy a small but fiercely competitive niche in the UK, dominated by the likes of the Audi Allroad and Volvo XC70.

But back in the 1980s, the idea of a conventional estate car with proper offroad ability was still a novelty, with car makers seemingly reluctant to follow the trail blazed by the Subaru Leone.

So when the Toyota Tercel 4WD was launched in 1983, it was looked upon as a bit of an oddball, and not just because of its, how can we put this, ‘interesting’ styling. Oh sure, the Toyota Tercel 4WD is dripping in retro appeal today, but, back in 1983, it looked rather ungainly compared to the likes of the Ford Escort and Cortina, the two best-selling cars in the UK. Its styling was typical of practical Japanese cars of the day, with a high roof line, ‘greenhouse’ rear windows and what Toyota referred to as a ‘striking’ tailgate. But aside from the badges, there was little to suggest this could give an authentic 4x4 a

26

The Tercel was marketed at the adventurous, who didn't want a clunky great off-roader.

run for its money. Unless, of course, you went for the optional two-tone paintwork and body mouldings.

Crucially, the Tercel 4WD was a capable off-road companion, featuring a ‘flick in, flick out’ four-wheel or front-wheel drive selection lever and a six-speed gearbox, complete with extra-low 4WD ‘crawler’ gear. In January 1985, the Tercel 4WD was revamped, with improved torque and new gear ratios among the chief changes. There was also a host of subtle changes to the exterior styling and a number of interior upgrades In April 1989, the Tercel was replaced by the sixth generation Corolla Estate, which spawned its own all-wheel drive variant. In truth, the Tercel 4WD was destined to spiral into oblivion,

Switchable four-wheel drive made the Tercel surprisingly capable.

until it was given the starring role as Jesse Pinkman’s vehicle of choice in the hit TV show, Breaking Bad. As a result, the Tercel 4WD was thrust back into the public conscience, and, for now at least, it is cool once again.

RETRO JAPAN E S E

Suzuki Vitara

In more ways than one, the original Suzuki Vitara, or Escudo in its domestic market, was quite the pioneer. Oh, sure, it didn’t offer quite the same level of off-road ability as a Land Rover or Land Cruiser, but Suzuki was at the forefront of a shift towards 4x4s with a greater focus on on-road manners. As a result, the Vitara was very much a crossover of its day.

Launched in 1988, the Vitara was available as a hardtop or two-door convertible, both of which were powered by a 1.6-litre petrol engine. It soon developed an unfair reputation for being little more than a soft-roader, helped in no small part by the soft-top version, which was more likely to be seen parked on the King’s Road than it was half way up a mountain, covered in mud. By the time it was replaced by the second generation Grand Vitara in 1998, it was almost impossible to refer to it without mentioning Barbie dolls and Essex.

This is a shame, because the Suzuki Vitara deserves far more respect. Not only did it spawn a longer wheelbase

The Vitara was one of the first 'lifestyle' 4x4s, though it had genuine off-road ability.

version, complete with five doors and enough room for five adults, there was also the addition of a six-cylinder petrol version. This 2.0-litre, 24-valve V6 unit was far more sophisticated than the four-cylinder engines of old, with the small matter of 134bhp giving the Vitara greater all-round abilities. There was still a proper low ratio transfer box too. But we should raise a glass of Lambrusco to the Vitara, not least because some 2.5 million of them were sold between 1998 and 2012.

Fixed-roof Vitara offered greater protection from the elements.

Mitsubishi Galant 4WD/4WS You may have forgotten about the Mitsubishi Galant 4WD/4WS, but you’ll almost certainly remember the press ads, one of which featured an upside down Galant, accompanied by the headline ‘Nothing sticks to the road like it’. In its day, the Galant 2000 GTi 16v 4WD/4WS (yes, that was its full name) was quite the innovator. Other cars were available with 4WS at the time, but the Mitsubishi did things differently.

While other companies chose to steer the rear wheels in the opposite direction to the front, Mitsubishi thought the rears should turn with the fronts.

It worked, too, with one journalist commenting that it “could prove to be something of a watershed”.

Long-winded GTi 2000 16v 4wd/4ws had real rally pedigree.

RETRO JAPAN E S E

It was part of an Active Four pack, which consisted of four-wheel drive, four-wheel steer, ABS brakes and self-aligning independent rear suspension. At £16,969, it may have cost £2200 more than the standard Galant GTi, but it helped to transform this otherwise humdrum saloon into something of an all-weather warrior.

Still want that Peugeot 405 Mi16x4?

OK, so it couldn’t match the poise and playfulness of the Peugeot, but in everyday circumstances, the Galant 4WD/4WS could, quite literally, keep an unsuspecting driver on the straight and narrow. Unlike the 405 Mi16x4, the limpet-like Galant was never going to win a traffic light grand prix: All that extra weight and the addition of a catalytic converter only served to sap the life out of the 147bhp, 2.0-litre, 16-valve engine.

But hey, while other performance cars of the day were disappearing backwards into hedges, the Galant would ensure you managed to get from A to B, without visiting C. As the turbocharged VR-4, it was even

good enough to win a few WRC rallies.

That four-wheel steer system must have been quite the topic of conversation at dinner parties. At speed over 30mph, the rear wheels could turn in the same direction as the fronts by up to 1.5 degrees. Clever stuff. Inside, the Galant 4WD/4WS was a sombre affair, but it did feature allround electric windows, speed-related power steering, an electric sunroof and a four-speaker radio/cassette – small beer compared to the innovative Active Four package. It’s just a shame that so few remember this forgotten gem from the turn of the decade.

Cutaway of the turbocharged World Rally Chamionship car shows technical details.

27

TOP FIVE JAPANESE 4x4s

Isuzu VehiCROSS

If you asked Hot Wheels to produce a miniature interpretation of a 4x4 from outer space, there’s a fair chance it would look something like the Isuzu VehiCROSS. Even today, over two decades on from when it arrived on Planet Earth, the oddball compact SUV looks like nothing else on the road. It's an astonishing slab of retro Japanese goodness.

The VehiCROSS first appeared as a concept car at the 1993 Tokyo Motor Show, and Isuzu knew immediately that it had something special on its hands. Underneath its aerodynamic suit, the VehiCROSS was little more than an Isuzu Trooper, complete with ladder-frame chassis and choice of 3.2-litre and 3.5-litre V6 engines. Its formidable off-road talent was supplied via a BorgWarner Torque-on-Demand four-wheel drive system. But from the outset, the design team at Isuzu Europe had the intention of creating a “radical looking vehicle” that was as good on the road as it was off it.

As a result, the Isuzu VehiCROSS was treated to a modified suspension, featuring mototube shock absorbers developed from motorcycle racing.

It had the same ground clearance as the Trooper and featured a full set of plastic body mouldings, bolted on using Allen keys. At the rear, the spare wheel was actually housed inside the tailgate, doing away with the need for a cover. Interestingly, the rear spoiler

The Isuzu VehiCROSS really was one of a kind.

BorgWarner Torque-on-Demand system offers strong off-road performance.

featured a lip that channeled air downwards, making high pressure.

This meant the, admittedly small, rear window was self-cleaning – a hark back to the Saab 95 estate.

Inside, the VehiCROSS featured a pair of Recaro sports seats and what was then a rather futuristic looking ‘television screen’ in the centre console. Images could be

projected from the reversing camera (a rarity back then), which sat behind a little door to protect it from mud.

Aside from that, the cabin would have been familiar to anyone who had spent time in a Trooper. Sadly, the VehiCROSS was never officially imported into the UK, but that hasn’t stopped some enthusiasts importing domestic market versions from Japan.

Toyota Hilux

Draw up a list of the world’s toughest vehicles and it won’t be long before you come to the Toyota Hilux. Images of war-torn countries and civil uprisings are just as likely to feature Toyota’s virtually indestructible pickup as they are AK-47s and guerrilla fighters. Such was the truck’s ubiquity in the final phases of the Chadian-Libyan conflict of 1987, it became known as the Toyota War. It may not have been involved in any attempts to overthrow the British government, but its popularity as one of the nation’s favourite trucks should not be underestimated. First launched here in 1972, the first four-wheel drive Hilux didn’t arrive until 1979, sharing many of its components with the Land Cruiser. Soon, the Hilux would evolve even further, when Toyota teamed

28

One of the toughest trucks out there, the Hilux was a strong seller in the UK.

up with Winnebago to create an allAmerican RV (recreational vehicle).

This had a direct influence on the introduction of the 4Runner in 1984, which would make its UK debut some time later at the 1993 London Motor

Show. Powered by a choice of 3.0litre petrol or diesel engines, the UK 4Runner bridged the gap between the utilitarian Land Cruiser II and the plush Land Cruiser VX. The Hilux Surf grey import is the domestic market RETRO JAPAN E S E

version of the 4Runner, and has become a common sight on British roads.

November 1983 saw the introduction of the fourth-generation N40 Hilux, which most people will remember as the one Top Gear tried, but failed, to kill. Not even the might of the Severn Estuary, a wrecking ball, fire and the demolition of a tower block could break the invincible Hilux. By the time the fifth-generation N50 had arrived in

1988, the Hilux was more car-like than ever, but Toyota had worked hard to improve the construction and rustproofing. Interestingly, Toyota signed a partnership with Volkswagen in 1989 which led to the introduction of the VW Taro, essentially a badged-engineered Hilux. The relationship didn’t last long, just eight years, but for a while, the two-wheel drive Hilux pick-ups sold in Britain were made in Germany. n

Rare to see one without a rear-mounted gun. Very popular in war zones.

Honourable mentions If those are our favourite classic Japanese 4x4s by far, here’s another five that might just tempt you into a spot of off-roading. transmission and coil springs were the headlines, with a 2.8-litre turbodiesel and mighty 4.2-litre straight-six providing the power. These things are virtually unstoppable off-road.

take a Land Cruiser. Like its Hilux sibling, the Land Cruiser has become a byword for indestructibility and can be found in the toughest parts of the world. A revised version of the Series 50 was the first Land Cruiser to go on sale in the UK and was powered by a 99bhp 4.0-litre diesel engine. The short-wheelbase Series 70 went on sale in 1988.

Daihatsu Fourtrak

Head into the countryside this weekend and there’s a good chance you’ll see a Daihatsu Fourtrak still enjoying active service. These tough-as-old-boots workhorses were built to last and many of the nation’s farmers still swear by them.

The Fourtrak arrived in the UK in 1984, with buyers able to choose between a Toyota-sourced 87bhp 2.0-litre petrol and a 72bhp 2.8litre diesel. Part-time four-wheel drive was standard on all models.

Mitsubishi Shogun

Soon after the first Mitsubishi Shogun went on sale in the UK in 1983, it established itself as one of the country’s favourite off-roaders.

Success in endurance races such as the Paris-Dakar, helped to cement a reputation for bullet-proof reliability and a go-anywhere spirit. At launch it was available with a 2.6-litre engine developing 102bhp. Such is the love for the Shogun, many domestic market Pajeros have since been imported.

Suzuki LJ/SJ Nissan Patrol

The Nissan Patrol is the kind of 4x4 that could laugh in the face of a meteor strike. It came of age with the introduction of the fourth generation Y60, which added a degree of sophistication to what had previously been a crude affair. An electronically-controlled RETRO JAPAN E S E

Toyota Land Cruiser

Some say:If you want to drive into a jungle, you take a Land Rover; if you want to drive out again, you

Development of the original Suzuki LJ, or Light Jeep, started back in 1968 and the Jimny that’s still on sale today can trace its roots all the way back to this two-cylinder kei car. The LJ10 was a simple and rudimentary offroader, complete with two-cylinder engine, zipped canvas doors, leaf springs and three seats. The more car-like SJ arrived at the turn of the decade and it soon established itself as something of a cult 4x4 in the UK.

29

PUMPS

High quality, reliable, quiet Used by professionals

MOTORSPORT OTP 020

£65.00

OTP 017

(P3020.1) Replaces: Bosch 0580 254 909

£55.00

(P3017.1) Replaces: Bosch 0580 464 070

OTP 018

£58.00

(P3018.1) Replaces: Bosch 0580 254 911

OTP 019

MOTORSPORT

‘IN-TANK’ FUEL PUMPS

OTP 979

MOTORSPORT OTP 044

PUMPS

£64.00

£75.00

(P3979.1) Replaces: Bosch 0580 254 979

£84.00 (P3044.1) Replaces: Bosch 0580 254 044

(P3019.1) Replaces: Bosch 0580 254 910/941/942 ALL PRICES EXCLUDE VAT @ 20%

Tel: 01784 493 555

www.glencoeltd.co.uk

Email: sales@glencoeltd.co.uk

HMR CAR DELIVERY SERVICE • I am a independent sole trader/driver based in Cardiff south wales • I have well over 30 years driving experience re the UK and Europe I’m also a ex chauffeur/delivery driver with a very good knowledge of our wonderful UK motorways • I pride myself as a professional reliable honest person • I have a brand new indespension 2.7kg car transporter/trailer which I pull with my Vauxhall Vivaro sportive van I looking forward to hearing from you, feel free to send me a email Regards

Clive

PS Please see my terms and conditions For any more information, visit us on

www.uship.com/uk/profile/hmr54/

which also displays our 100% positive feedback rating! Or, you can contact us on

“Couldn't have been n was easier. Communicatio ence eri exp spot on whole so ks an Th . ess ml sea s wa !” much Clive and Shaun

“Clive gave me ex cellent customer service.

Great price & really good communicatio n from pickup to delivery. Thorough ly recommended.”

ALSO If I quote your vehicle, please email me with any questions before declining/ accepting my offer.

My vehicle is fitted with a Tacho as of VOSA driving laws.

07791118272

nication, e"... Fantastic commu “One word "Awesom out the gh ou thr ed pt inform Very Professional, Ke uld Use Wo d an dly en Fri , delivery and Very Polite mended, llections. Highly Recom Again for all future Co , I was ed int po ap dis be t no will If you use HMR54 you His d an n Sea with the Clive, not, I am Very Happy u.”

Yo k an Th d. ste Tru company is one to be

We supply a comprehensive range of wiring products for repair, modiďŹ cation or complete rewire to your vehicle

ca F ta ree lo gu

e

Visit our website, phone or email for a free catalogue

www.vehicleproducts.co.uk Tel No: 0115 9305454 â&#x2013; Email: sales@vehicleproducts.co.uk Vehicle Wiring Products 9 Buxton Court, Manners Ind Est, Ilkeston, Derbyshire, DE7 8EF

'&%$#" !9753917 &%7#/-$+ 91+9-$ ) (&3+9-$

0!! .,* 8!/++98+ 8/3$#$- <(#

%#"# !!$ !%%%

;;;:"$33$#8/#!9753917:8(:&6 $14&9#9$+2"$33$#8/#!9753917:8(:&6

BUYING Mitsubishi Lancer Evo

Buyer's Guide:

Mitsubishi Lancer Evo IV-VI Dripping with genuine rally heritage and with staggering on-road performance, the Evo IV, V and VI offer an exceedingly entertaining package. Follow our guide to avoid buying a dud.

Words: Ben Forest

‘W

in on Sunday, sell on Monday.’ This well-known phrase that describes the relationship between a manufacturer’s on-track performance and their forecourt sales couldn’t be more appropriate when it comes to explaining the automotive niche of rally replicas.

With the road cars bearing such close resemblance to those seen tearing through the muddy lanes of a Welsh mountainside or snow-covered Norwegian forest, it was only logical that manufacturers would capitalise on their success on the special stages to bolster their sales in the showrooms. And the public has been smitten ever since.

Even now, with many of the original manufacturers and models no longer competing in the WRC, the cars that forged their reputations in the heat of rally battle are still seen as performance icons to be revered. And no model

32

Pics: Ian Seabrook/Peter Lineton

better lives up to its rally rep than the Mitsubishi Lancer Evolution, long time rival of the Subaru Impreza, both on and off the track. But the Evo proved a very strong alternative to the Subaru, and this was never more the case than at the height of Tommi Makinen’s World Rally Championship dominance between 1996 and 1999, when the Flying Finn scooped no fewer than four world Drivers' titles.

Starting at around £4000 for an early fourth generation model, it’s a small price to pay to own such a direct link to Mitsubishi’s rally heritage.

And, while rally reps from other manufacturers can be snapped up for less, the Evo’s exclusivity and focused nature are worth the extra outlay.

The birth of an icon

Back in the early 1990s, Mitsubishi was achieving some good results with its rally programme, with a

Group A rally car based on the Galant.

Although it had garnered some success when first launched in 1988, it had gradually become less and less competitive, as newer, lighter and smaller rivals entered the competition.

Mitsubishi therefore turned their attention to the smaller Lancer.

Before a car could enter the World Rally Championship, it also had to be homologated and produced in significant numbers as a road-going car.

This meant producing 2500 production models based on the specification of the new WRC Lancer. The new car was obviously a success as, not only did the first 2500 road cars sell within three days of the launch, but the rally car began to chalk up numerous wins. The Evo went through three iterations using the original bodyshell.

In 1996, the road-going Evolution IV GSR was launched. The Evo IV was more than a mere upgrade however, RE T R O J A P A N ESE

Evo VI Tommi Makkinen Edition includes an adjustable rear spoiler and was available with an optional graphic pack. Also included a brighter interior, with bespoke seats.

as it was based on the entirely new chassis and bodyshell of the fifth generation Lancer. While the 4G63 motor was retained, albeit rotated 180 degrees from its former position in order to accommodate a larger transfer box, it now featured wilder cam profiles and lighter pistons, along with a twin-scroll turbocharger. This boosted power to the Japanese market limit of 280bhp. The car also boasted a new four-wheel-drive transmission, the first to feature Active Yaw Control (AYC), and a rally car-aping bodykit.

The fourth generation of road cars also saw the initial production run of 6000 units sell out in just a few days, largely thanks to Tommi Makinen’s reputation as the man to beat in the WRC. To meet demand, Mitsubishi built a further 3000 vehicles for buyers eager to emulate their hero on the daily commute. They also developed a lightweight RS version, which lacked luxuries such as air-con, AYC, and alloy wheels, which made it not only cheaper, but the perfect basis for conversion to Group N rally regs.

Unfortunately for us here in the UK, the storming Evo was relatively unknown, as it was yet to become available in Britain. But as the car’s

overseas success grew, UK importers soon spotted the value in bringing over a rival to the Subaru Impreza and grey imports soon started to appear on the forecourts.

The Evo V, along with a stripped out RS version for rallying, was launched in 1998, and tweaks to the turbo, intercooler and engine internals resulted in a healthy boost in torque from 260 to 274lb/ft. Power didn't officially increase but as we've seen elsewhere in this magazine, the figures didn't always match reality. The Evo V also boasted a wider track, plus an extra-beefy bodykit.

An upgrade to 17in wheels allowed the fitment of larger Brembo brakes..

It wasn’t until the launch of the Evo VI, in January 1999, that UK petrolheads could finally get their mitts on an Evo complete with full warranty and manufacturer backup.

The changes made to the latest car, of which 7000 were made in total, were mainly in the details, with improved aerodynamics offering better cooling and less drag, along with engine tweaks to improve response and reliability.

UK cars were imported by Mitsubishi Motors via the Single Vehicle Approval route (SVA) and prepared by Ralliart UK. A cheaper RSX model was also

launched with a more basic spec to combat the draw of Subaru’s keenly priced Impreza rival.

Launched in March 2000 to commemorate the Flying Finn’s prodigious feat of winning his fourth consecutive Drivers’ Championship, the 5000 Tommi Makinen Edition (TME) cars were the closest yet to the real thing. A special £700 graphics pack mimicked the look of the World Rally Car. Makinen Editions benefitted not just from WRC themed bodywork and cockpits, but also road performance that was improved with a titanium turbocharger and 17in Enkei wheels that shared the same design as Mitsubishi’s WRC Group-A works car.

Insatiable public demand for power led to the Evo VI Extreme being released. Prepared by Ralliart UK, the Extreme (based on ‘Zero Fighter’ Japanese limited edition) raised power to 340bhp and 303lb/ft of torque and nailed the 0-60 sprint in just four seconds, with 100mph achievable in just ten. The Evo VI RS450 model, again built by Ralliart UK, pushed the envelope even further with a frankly crazy 380bhp and 383lb/ft of torque lashing a further two-tenths of a second off the 0-60mph time. It also came »

Interior is typical Japanese. Lots of black plastic. RS models have few thrills.

Left: When it comes to engines, fewer modifications may be preferred.

RETRO JAPAN E S E

33

BUYING MITSUBISHI LANCER EVO

complete with a rollcage and was the final bow for the VI before the tamerlooking Evo VII was introduced in 2001.

Before you buy…

Whether you are after a IV, V or VI, you’re unlikely to be disappointed with any of the models when it comes to performance. However, if your choice is based solely on price, the import-only Evo IV is your cheapest way into Evo ownership, starting at around £4000.

It may be a bit dated, and lack the pinsharp handling and visual aggression of the later models, but is likely to save

you a few thousand on the asking price.

Imported Evo Vs start around £7000, while import Evo VIs (including imported TMEs) can be bagged for around £8000.

UK model Evo VI’s start around £9000 while Tommi Makinens and other rare UK special editions understandably command higher prices.

When it comes to selecting the right car, documentation, receipts and a complete service history is a must, with a vehicle inspection by a specialist highly recommended. Many Evos have been owned by members of the popular Mitsubishi Lancer Register (www. lancerregister.com) or are known to

Brembo brakes were part of the Evo V upgrade.

members, so don’t be afraid to do some research into the car you are looking at before parting with your cash. Ideally, the owner should volunteer that the car has been run on super-unleaded petrol and properly warmed up and cooled down before and after hard use.

Evos are extremely tunable and most examples will feature at least a few, if not many, modifications to increase power and improve handling.

However, unless you’re a tuning expert, it’s wise to try and stick to cars with the minimum of aftermarket extras, as poorly modified cars can prove extremely costly if problems develop.

The Evos are not afraid to shout about their abilities. Subtle they are not.

WHAT TO LOOK OUT FOR Engine

If it hasn’t suffered with poor maintenance or modifications, the Evo’s 2.0-litre 4G63 is a strong and reliable motor, capable of well over 100,000 miles without issue. But, as with any high performance car, regular servicing is essential. The fully synthetic oil and AYC fluid need changing every 4500 miles, brake fluid every 18,000 miles and spark plugs and timing belts every 45,000 miles.

Look for signs of blue or grey exhaust smoke, as this indicates the car is using too much oil, which points to a cylinder or

Grey imports

turbo problem. This can prove expensive to repair. White smoke on tickover is fine, as the engine can produce lots of condensation in certain weather conditions. Black smoke is common too, especially under heavy acceleration and particularly if the car is de-catted. This is a sign of rich running, which is also normal. Note that de-catted cars will need to have the catalytic converter refitted to pass the MOT emissions test, so removal is not necessarily advised.

Check for fluid and oil leaks as well as damage to hoses and belts and inspect oil and coolant for

Evos have only been imported officially since the Evo VI; before that all Evos were grey imports even if they were imported by a Mitsubishi dealer and should come with the speedo converted to mph, a rear foglight, an SVA certificate, import paperwork and valid UK MOT. The Evo VI and Tommi Makinen were officially imported into the UK by Mitsubishi Motors, but there are still plenty of used grey imports on the roads. When buying a car, check whether it’s a UK or import model, as the price should reflect this – imports are generally cheaper to both buy and insure. If in doubt, your local Mitsubishi dealer can trace the origin of any vehicle for a small fee.

34

any signs of contamination.

A ticking sound from the top of the engine is common on Evos IV-VI and comes from noisy tappets, but is generally not something to worry about.

Finally if the car has been remapped, make sure it’s been carried out by a trusted expert – a full engine rebuild could set you back as much as £5000.

Transmission

All Evos come with sophisticated fourwheel drive systems, and this is even more complicated on AYC-equipped cars.

Check that this is functioning correctly, as repairs are expensive. Gearbox issues can also be costly to fix, but transmission problems are not common if a car has been well treated, although clutches can wear out quickly and can cost up to £1000. Any signs of slippage should be factored into the price.

On a test drive, listen for any whines from the gearbox, which could indicate a problem with the gearbox or transfer box. Groans from the rear under hard cornering could be caused by a failing RETRO JAPAN E S E

AYC differential. Also check for any warning lights on the dash: The AYC light should illuminate when the ignition is turned on, then go out after a few seconds after the engine has been started. A new AYC diff can cost £3000.

Worn input shaft bearings are a common issue on Evo VIs and is apparent by a loud whine from the gearbox, which varies with speed.

Driving a car from cold will also highlight any notchy gear-changes, which could indicate worn gear synchros or clutch problems.

Suspension

While all Evo models have an excellent setup of MacPherson strut front and multi-link rear suspension, they do have a tendency to wear out strut top mount bushes, which produce a knocking noise on turning, as do deteriorating anti-roll bar bushes and drop links. On the test drive, listen out for low-speed rumbling from worn wheel bearings. The ride is firm as standard, but an overly stiff ride could indicate the fitment of aftermarket coilover suspension. This could be a bonus if you plan to use the car hard or regularly partake in circuit-based trackdays, but can become tiring and unpleasant if using the car every day.

Some kits offer adjustable damping, as well as ride height, so ask the owner how they are set and how to adjust them.

The presence of uprated polyurethane bush kits can also increase the harshness of the ride, but will also sharpen the handling.

which had smaller brakes. Fixing warped discs can be an expensive process, with the only permanent solution being to swap the original items with OEM replacements or fit a quality aftermarket kit from the likes of Brembo, Alcon or AP Racing. Be aware, however, that many of the more extreme big brake kits will require larger 18in wheels to clear the discs and calipers. You can upgrade an Evo IV to V or VI brakes pretty easily.

Wheels and tyres

The Evo V and VI both come equipped with 17 inch alloys shod with wide 225-section tyres from the factory, whereas the IV makes do with 16 inch items with thinner 205-section rubber.

Coming with a 5x114 PCD means there's a massive variety of wheel options available, and many owners will have made the choice to opt for an aftermarket design. Motorsport-style wheels from the likes of OZ, Speedline and Compomotive all popular choices.

As well as scouring all four alloys for any signs of kerb damage or corrosion, you should also check that all tyres are the same quality brand and that the tread wear pattern is even – uneven wear could

highlight improper geometry alignment, which can affect handling and tyre life.

Bodywork and interior

The main concern with the bodywork is signs of repaired accident damage.

Check all panels line up and there are no inconsistencies in the paintwork that could indicate a previous meeting with a ditch. Also check the engine bay and under the boot carpet for signs of repair.

Stone chips to the front end of an Evo are practically unavoidable, especially on older, higher mileage cars.

The intercooler mesh can also suffer.

Rust elsewhere on the car can be a major concern, so look carefully inside the boot-lid, along the sills, around the suspension mounts, inner wings, chassis legs and petrol tank.

Interiors generally wear well and should be in good condition. Check for signs that a rollcage may have been fitted, which would indicate track use. You’ll need a new seat base frame if the recline adjustment is slipping on the Recaro seats, and all warning lights should go off on start-up. Check the operation of all electric windows and mirrors, climate control and intercooler water spray. ■ Rear door shuts should be inspected carefully for rot.

Brakes

With a powerful engine and rapid performance, it should come as no surprise that the brakes take a lot of abuse on all Evos. Visually inspect the disc thickness for signs of wear and check for any cracking.

Check for signs of brake judder on the test drive by braking hard several times from speed and feel for vibration in either the steering wheel, brake pedal or both.

This is more a problem on the Evo IV,

Check that the tilt mechanism on the seat back functions correctly.

Model

Evo IV

Evo V

Evo VI

Engine

1997cc/4-cyl/DOHC

1997cc/4-cyl/DOHC

1997cc/4-cyl/DOHC

Power

280bhp@6500rpm

280bhp@6500rpm

280bhp@6500rpm

Torque

260lbft@3000rpm

274lbft@3000rpm

274lbft@3000rpm

Transmission

5-speed manual

5-speed manual

5-speed manual

Top speed

145mph

145mph

150mph

0-60mph

4.8sec

4.8sec

4.4sec

RETRO JAPAN E S E

Stripped out boot makes inspection of inner rear arches nice and easy.

Clubs and Forums www.lancerregister.com www.mitsubishi-cars.co.uk www.evo-owners.co.uk www.lancer-evo.net www.mitsioc.co.uk

35

South Yorkshire’s Mazda MX5 Specialist Specialist service at local prices • Servicing • Repairs • Parts

Full Annual Service at only Full underbody Waxoyl treatment MoT only Cambelt replacement from Brake pad replacements, per axle from Rear Caliper and handbrake adjustment

£105 £89 £40 £149 £59 £20

Mazda MX5 Hood Replacement (including parts and labour) MK1 Vinyl hood with plastic back window MK1 and MK2 Vinyl hood with glass back window MK2 Mohair hood with glass back window

£289 £399 £508

Unit 16, Hutton Business Park, Hangthwaite Road, Carcroft, Doncaster. DN6 7BD Phone: 01302 726763 Email: steve@mx5motors.com www.mx5motors.com

MX-5 SUPER GUIDE BUYING

BUYING: Mazda MX-5 Mk1 and Mk2

In this MX-5 Super Guide, we'll tell you all you need to know about this Japanese favourite. We'll start with how to buy a good one.

Wo r d s: I a n C u s h way

A

ffordable, grippy, reasonably swift and as reliable as a Swiss Labrador – there are lots of reasons to buy an MX-5. Once it officially went on sale here in 1990, there was no looking back. Indeed, it

FOR

l Still cheap l Great handling, a hoot to drive l Cheap to maintain l Huge scope for customisation

AGAINST

l A tad clichéd perhaps? l Early ones cramped inside l Rust can be an issue l That’s it really…

38

quickly went on to become the world’s all-time, best-selling open-top twoseater – and it’s still in production today, now in its fourth generation.

Buying one should be easy. However, before you start your search it’s crucial to do as much homework as possible because there’s plenty of scope for getting things wrong.

Headlamp arrangement aside, while looking broadly the same from launch, quite a few changes took place under the skin during the car’s evolution.

Some post-1994 1.8 models had power steering and air conditioning, while some didn’t, so if either of these features is important you will need to pick the 1.8iS, and not the 1.8i. Similarly, when the 1.6 was reintroduced in 1995, that too was only available in ‘poverty spec’ 1.6i form and, disgracefully, power was

lowered from 115bhp to 88bhp on these models. Thankfully, it was back up to 108bhp from 1998 when the Mk2 took over. There was also a so-called Mk2.5 from 2001 that had a variable valve 1.8 engine, which feels a fair bit pokier than the others, so again, you might feel this is a car worth seeking out. The fact that the MX-5 market is awash with imports and special editions only adds to the confusion. Imports generally tend to have a higher specification, with power steering and electric windows more readily included on early ones.

In a nutshell, it pays to make a list of ‘must-haves’ and shop accordingly.

Bear in mind too that while the Mk1 looks more chic, the fixed-lamp Mk2 is more refined, usually better kitted out and is roomier inside.

Like any classic, there are caveats to RETRO JAPAN E S E

“Mechanically they’re bulletproof, you don’t need to worry – but given that the earliest cars are now 25 years old, rust can be a much bigger issue” – Mark Phillips, MX5 Parts

successful MX-5 buying. Despite very good overall reliability, the MX-5 isn’t totally devoid of niggles, which is why we’ve enlisted the help of Mark Phillips from MX5 Parts (02392 644 588, www. mx5parts.co.uk) and Steve Garbutt from MX5 Motors (01302 726763, www. mx5motors.com) to help find the right car.

he warns. “If you catch it early, you might get away with a £75 repair, otherwise you might have to spend as much as £650 cutting it out and replacing it. That’s why I would always recommend a proper inspection.”

Bodywork

By and large, both the 1.6- and 1.8-litre engines are long-lived, assuming they’ve been regularly maintained. In a worstcase scenario, used engines start at £480 from specialists such as Autolink (01489 877770, www.autolinkmx5. co.uk), while Steve at MX5 Motors can supply and fit a reconditioned engine with new rings, valve guides, water pump and cambelt for as little as £850.

An issue that affected models up to 1998 was hydraulic tappet rattle. The clearances are small and if the engine oil is not changed regularly, the tappets can get gummed up. Specialists recommend doing an oil change every 3000 miles, using a quality fully-synthetic engine oil. Rattly tappets can usually be helped to re-pressurise by doing a decent engine flush. Mk2 MX-5s after 1998 had conventional solid tappets with shims.

The little Mazda can suffer head gasket problems, usually as a result of

What kills most MX-5s? Corrosion.

And it definitely isn't a case that later MX-5s are better at resisting it.

“Mechanically they’re bulletproof, you don’t need to worry – but given the fact that the earliest ones are now 26 years old, rust can be a much bigger issue,” proffers Mark Phillips from MX5 Parts. Possibly the worst hit spot is the panel at the back of each sill, just forward of the rear wheelarch. Rust sets in here when the drain tubes for the car’s hood become blocked and water rots out the metal from within. “You might get away with a rolled in patch, but if it’s bad, we sell a repair section which is £108,” comments Mark.

It’s not unusual on early cars for corrosion to have spread to the sill, floor and inner strengthening sections, so don’t underestimate the importance of a thorough inspection. If there is rust present, it will just keep coming back, so it needs to be tackled properly, according to Steve Garbutt. The good news is that it needn’t be a deal breaker if you get the car at the right price: “We can cut out the corrosion and repair the floor, outer sill and inner strengthening upright and paint it all for £275 a side.”

Rear wheelarches are also vulnerable to rot as they feature an inside lip that can collect muck and grime, as well as a plastic liner that can also promote rust.

Here Steve says replacing the ‘arch with a heavy-duty section, along with the sill and rear panel will be around £330.

Include the boot floor in your inspection, as well as the front wings, the bonnet and headlamp covers.

An area that often gets missed on the Mk2, says Steve, is the front chassis section support cradle: “It supports the suspension and can rust severely,” RETRO JAPAN E S E

Engine

coolant issues. “Ninety nine per cent of the time,” says Mark, “overheating is due to a silted up radiator. It’s only around £80 to replace, so it’s not a big job.” It will also pay, says Mark, to check receipts to ensure that the antifreeze has been replaced every two years. Ideally, there should be a 50/50 concentration to prevent severe corrosion.

The cambelt change interval on pre1994 cars is 54,000 miles and on later models it should be changed every 60,000 miles or six years. Engines fitted to cars built prior to 2001 were of a non-interference configuration, so it’s not disastrous in these cases if it does let go, though it will stop you completing your journey if it fails.

Gearbox

Gearboxes are generally pretty bulletproof, but it’s important to ensure that the oil has been changed every 24,000 miles using fully-synthetic gearbox oil – and ideally the diff oil should be done at the same time. If on a test drive you notice that the clutch pedal is very near the floor and there are no noticeable leaks, then suspect the clutch slave cylinder.

There is a seal that operates the piston and when it fails, fluid can leak into the dust gaiter unnoticed.

“Gearboxes are strong,” confirms Steve, “but if you do end up with one that whines we can source a secondhand one for around £300.”

Meanwhile, if you notice lots of noise and unwanted heat in an MX-5 cabin while out for a spin, suspect a perished »

In both 1.6- and 1.8-litre guises the Mazda twin-cam engine will rev freely and provide many thousands of trouble-free miles.

39

MX-5 SUPER GUIDE BUYING It isn't just sills and rear arches that go. The Mk2 especially suffers from rot on the front chassis rails.

Arguably the Mazda’s greatest asset is its snappy and precise gearchange.

Glass rear windows standard on Mk2, but can be retro-fitted to Mk1, as here.

gearlever boot. There are actually two below the centre console; fortunately there’s a shift boot package available from MX5 Parts (priced £36) that contains all the parts you need, so it’s not likely to present too many dramas.

Electrics

There were Phase 1 and Phase 2 Mk1 1.8 MX-5s, the former having an 8-bit ECU, the latter having a 16-bit ECU. The Phase 1 cars (made between 1994 and 1996) had a very fragile coil, so if the ignition has been left on, it can burn out the ignitor. The symptoms can be tricky to diagnose, but it’s likely to cost in the region of £300 to replace the complete coil and ignitor, though less if you go to an independent specialist.

A misfire under load points to faulty HT leads, in which case expect to pay around £60 for a replacement set of Mazda originals, or again a little less if you opt for aftermarket alternatives.

The windows are operated by cables, wrapped around a drum that is turned by a motor or a manual winder handle.

Nearly all problems are caused by the inner cables rusting in their sleeve, then eventually snapping. You can buy the cables separately for the Mk1 (at £20 a side from MX5 Parts). Fitting a new cable to a winding mechanism, however, is a bit tricky, so alternatively you can fit a replacement aftermarket winding unit from around £69 for manual, £79 for electric. For the Mk2, you need to replace the complete mechanism and this is roughly £100.

The pop-up headlamps on Mk1 models can get stuck in various positions and despite popular opinion this, says Mark, is rarely due to failure of the motor itself: “Usually it’s the retractor relay, which is £61.”

The battery is in the boot and it’s worth checking the correct type has been fitted. Originally it would have been a Panasonic gel battery, but many will have subsequently been fitted with a WestCo item instead. “There shouldn’t be

40

a conventional lead acid battery in there,” advises Mark. “Either use a gel battery or a sealed unit with breather pipes that you can vent to the exterior to avoid a build up of fumes in the boot. We also sell a new clamp kit (£33) that will enable you to fit a bigger battery. You need to be careful because if a battery’s not clamped properly, it should be an MoT fail.”

Suspension

The suspension and steering is fully adjustable, so you can change the toe, caster and camber of all wheels – which is great, but in turn means there’s huge scope for the alignment to be out, and if the handling feels particularly dead or twitchy, this could be why. The answer, of course, is to replace bushes as necessary, then carry out a proper laser four-wheel alignment to get everything spot on.

Broken springs can also blight this Japanese gem’s handling, so go round with a torch methodically checking each spring for fractures.

Steering

Most Mk1s did without power steering, though it was more common on the imported Eunos. You can convert from

manual to PAS, and MazMania (www. mazmania.co.uk) do the conversion for around £350 (including fitting).

A common problem that particularly affects the Mk2, according to Mark at MX5 Parts, is the power steering pipes rusting: “They go where they are exposed. It’s not a major job, thankfully, and the dearest replacement pipe is only around £30.” However, Mark issues a warning for those interested in buying a PAS-equipped Mk1: “The power steering pipes are no longer available, so you’ll need to have them custom-made.”

Still on the matter of steering, the urethane covers applied to some of the early Mk1 steering wheels can come unstuck and twist, which can be slightly alarming. However, there are plenty of options, including fitting a sportier aftermarket upgrade, so don’t worry too much.

Brakes

The handbrake operates on the rear discs and is therefore pretty ineffectual and often the pivot for the handbrake can seize. One of the sliders in the rear caliper goes into a blind hole, and if there are problems with the seal, the slider can also seize, as can the piston itself.

Excellent club support is another MX-5 benefit

RETRO JAPAN E S E

Therefore, on older examples, you can expect to replace the caliper – £120 to £140 each for brand new, or £80 for reconditioned. Incidentally, there’s an Allen key wind-out mechanism to adjust the pads – it’s hidden under a plastic cap. You need to adjust the pads, then do the handbrake in that order.

Brake discs on hard-driven cars can also warp, so if there’s a judder through the wheel while braking this could be the reason why.

Interior

Cars up to 1998 originally had a plastic rear window, while the Mk2’s is glass.

The plastic window becomes brittle with age and the most damage is done when it’s folded in cold conditions. The hood material itself can also split with age and some aftermarket hoods only last three years. The good news is that

hoods are readily available and they aren’t expensive. The only thing is, it might pay to get a specialist to fit it for you: “We get lots of owners who have tried and failed to do it themselves,” reports Steve. “Either way, a poor hood shouldn’t be a reason to walk away from an otherwise good car because supplying and fitting an original vinyl hood with a plastic rear screen is only £285, so it’s not big money.”

Moreover, there is plenty of scope for making an upgrade. For instance, lots of specialists sell Mk2-style hoods with a heated glass screen, with prices starting at around £500 supplied and fitted. Alternatively, you can fit a mohair hood, in which case add another couple of hundred pounds, supplied and fitted, on top of that figure. All the hood seals are still available, but replacing them can be expensive.

A hard-top is available for the MX-5,

Everything easily falls to hand in this driver-orientated cabin. Special editions can have very desirable interior specifications.

Tech Specs

1.6-litre (to 1994)

1.8-litre

Engine

1597cc/4-cyl/DOHC

1839cc/4-cyl/DOHC

1598cc/4cyl/DOHC

Power

115bhp@6500rpm

131bhp@6500rpm

108bhp@6500rpm

Top Speed

116mph

122mph

119mph

0-60mph:

9.5sec

8.7sec

9.7sec

Economy

35mpg

31mpg

36mpg

RETRO JAPAN E S E

1.6-litre (1998 on)

Above: With the hood dropped down, what better way to explore the countryside. Spot a Mk2.5 by its clear rear indicator lenses.

Above left: Second generation MX-5s build on the Mk1’s reputation for being reliable cars that are cheap and easy to maintain.

and it’s the same one fitted to all Mk1 and Mk2 cars right up to the launch of the Mk3 in 2006. Price will depend on colour, condition, and whether there’s a heated screen. MX5 Parts can supply them new for £1482, or £300-500 second hand. Be warned – there’s various standards of fit, quality and trim, so always ask before ordering. All UK cars had the fittings for a hard-top, but to fit one to a Roadster you will need to have extended bolts and latches that affix to the B-pillar, which will cost around £45. ■

How much?

If you don’t mind a project, you can pick up an MX-5 Mk1 or Mk2 for under a grand. Beware, though, because even if you do a lot of the work yourself a badly neglected car that needs, say, lots of bodywork, a new hood, fresh suspension bushes and new brakes all round will rob your wallet of more than you might first have expected. Often, a car that’s had everything done already will prove a better buy.

Despite the fact that the very best Mk1s might be as much as £4000, a reasonably well sorted early example shouldn’t set you back any more than £2000.

Prices for good Mk2s will start at around £2000, although you might see some of the special editions for more. Incidentally, a sure way of determining whether the car you are looking at is an import or not is by checking the VIN number; European cars always carry a JMZ prefix.

41

MX-5 SUPER GUIDE THE RANGE

Mazda MX-5 THE RANGE We guide you through a baffling array of special editions and British market spec changes. Things aren't as simple as you might expect.

Wo r d s: I a n C u s h way

T

he original MX-5 featured the B6ZE 1598cc four-cylinder unit from the 323. It was a 115bhp 16v unit with an alloy head and twin camshafts, with fuel management courtesy of Bosch L-Jetronic fuel injection. Drive was through the rear wheels via a five-speed manual ‘box.

With this arrangement, the little roadster was capable of accelerating to 60mph in 9.5 seconds, and ultimately the car could reach a top speed of 115mph.

Prior to the MX-5’s official on-sale date here in the UK, a trickle of home market Japanese ‘grey’ imports made their way to our shores and the floodgates opened once the car became more popular years later. They are right-hand drive, of course, but can also be identified by their Eunos or Mazda Roadster badging and the fact that they’ll have a slightly different bootlid, made for a square rear number plate.

The indicator stalk may also be on the other side, so activating the wipers when turning will be another clue. As a failsafe way of identifying an import, the VIN on a European MX-5 will start with a JMZ prefix, while the Japanese import will start with NA (Mk1) or NB (Mk2). Such imports were often better specced than the UK examples with power steering, air conditioning and leather interiors being the norm, with even the option of auto transmission on some special editions.

For those in search of more oomph, a Mazda-approved version by Brodie

Britain Racing (BBR) with a Garrett T25 turbo producing 150bhp became available from 1991, and could reach 60mph in just 6.8 seconds. Only 850 examples of this ‘hot’ version were made.

Mk1 Special Editions

Limited editions have become synonymous with the MX-5. It all kicked off here in 1991, with the launch of the aptly named Limited Edition.

This marked the first anniversary of the car in Britain with special British Racing Green paintwork, 15-inch BBS cross-spoke alloy wheels, leather seats and wooden handbrake lever and gearknobs. Only 250 were made. The Le Mans followed after Mazda won that year’s 24-hour race and featured the BBR turbo conversion, bodykit and a garish orange and green colour scheme. The run was limited to 24 – wise given its £20,499 asking price.

By 1992, less than three years after its unveiling, the 250,000th example rolled off the production line and the car was deemed an overwhelming success.

Yet, unwilling to rest on their laurels, by that time Mazda was fitting a stiffer rear subframe to improve refinement.

A year later a catalytic converter was installed on all UK spec cars.

That year also marked the arrival of the Special Equipment (SE) model which has extra goodies such as anti-lock brakes, wood-rimmed steering wheel, gear knob

and handbrake lever, leather interior and an analogue clock. It was only available in Brilliant Black but the initial run of 200 proved so popular that Mazda produced another 150 the following year.

Further structural strengthening was applied in 1994 to meet strict US safety regulations, increasing weight from 940kg to 990kg. As a response to the likely dent in performance, Mazda increased the engine capacity to 1840cc – the power output of 131bhp allowing broadly similar performance to the 1.6 it replaced. The ‘i’ was the poverty spec model without power steering or electric windows; the ‘iS’ being the better equipped version, receiving both these items as standard.

The 1.6-litre was re-introduced as a budget option in 1995, with a mere 88bhp. At the same time, the 1.8 was given a small boost to 133bhp.

1995 also saw the arrival of the California Limited Edition with its headturning Sunburst Yellow paintwork, and the Gleneagles in Montego Blue with leather trim, wood and a Gleneagles tartan motif on the gearlever gaiter.

More special editions came in June 1996 with the 1.6i Monaco. Priced at £2645 less than the cheapest MGF, it came in British Racing Green with tan soft top and alloys. Determined to undercut the MGF once again, the Merlot edition released at the same time was almost £2500 less than the better specced MGF VVC and followed a luxury theme with

Left: The imported Eunos often boasts a more generous specification than UK MX-5s. Centre: Classy green paint and a tan hood are Monaco hallmarks. 450 built. Right: Don't let the race track fool you. The Mk1 Monza has only 88bhp. 800 built.

42

RETRO JAPAN E S E

Left: Hilarious press shot for the Dakar, probably in a quarry. Nice spec though. 400 built. Centre: Berkeley was the final Mk1 special edition. Nice trim includes Sparkle Green paint. 400 built. Right: California has the 108bhp 1.6-litre engine and bright yellow paintwork. Limited to 500.

Vin Rouge (burgundy) paint, leather, wood trim, CD player and power steering.

As the Mk1 prepared to bow out, a rash of limited editions flooded the marketplace for 1997, beginning with the Twilight Blue Dakar (400-off) with its grey leather cabin, which appeared in January. May saw the arrival of the relatively sparsely adorned BRG Monza (800-off) based on the 1.6, and the Harvard which came in silver metallic with an attractive burgundy leather interior, Momo steering wheel, stainless sill trims and CD player. In October the Classic appeared, based on the 1.8 in Brilliant Black, again with 15-in alloys, black leather seats with red stitching and some stainless steel touches. As a final attempt to clear stocks, the Berkeley arrived in January 1998, with Sparkle Green paint and a host of other extras such as leather seats.

Enter the Mk2

The Mk2 arrived in 1998, the most obvious change being the replacement of those charismatic pop up headlamps with fixed units. The Mk2 was bigger inside too and arguably more comfortable, with a more rounded rear end, different rear lights and glass for the rear screen. That in itself was a

“By 1992, less than three years after its unveiling, the 250,000th example rolled off the production line” big improvement over the plastic item used formerly, which cracked and was difficult to fold properly one-handed.

The good news was that even the little 1.6-litre engine now packed a healthy 108bhp. Not quite as much as the original Mk1, but enough for a bit of fun.

Special editions were a feature from the start. In fact, there were no fewer than 17 special editions here in the UK between 1998 and 2005, kicking off with the 10th Anniversary in June 1999.

This featured a limited slip differential (LSD), six-speed ‘box and 'Innocent Blue Mica' paint. It was broadly equivalent to the Japanese market RS. The Jasper Conran featured soft, Connolly leather seats and BBS alloys, while the California was a 1.6-litre-only special edition, with bright yellow paint and 15” alloys. The Icon had beige leather, six-speeds and the Torsen LSD. The Mk2.5 of 2001 introduced a minor facelift and variable valve timing for the 1.8 engine, taking power to 146bhp. Other minor upgrades included improved suspension and the addition

of uprated ABS and EBD (electronic brake force distribution). Structurally it was stronger still, which in turn added another 50kg to the weight, although the marginal power increase of the sequential valve timing was just enough to maintain its predecessor’s eight second 0-60mph performance.

ISOFIX child seat anchor points were added in October 2002, with electric heated mirrors and the option of a cloth soft top to replace the stock vinyl hood being offered at the same time.

A further raft of special editions, including the Arctic, Phoenix, Arizona, Trilogy and Montana appeared before production finally ended in 2005. Mostly, these editions were little more than different levels of trim, with the Arctic gaining air conditioning and heated leather seats in addition to a blue cloth hood and 15” alloy wheels. It could be had with either engine. The Montana got a mohair hood AND a colourcoordinated hardtop, in addition to a raft of toys, such as electric windows and mirrors and air conditioning. n

Left and centre: Innocent Blue Mica paint identifies the 10th Anniversary MX-5. 600 made. Unique interior trim is part of the appeal.

Right: Arctic features air con and heated leather seats. Limited to 2000 and one of the last special editions on the Mk2.5.

RETRO JAPAN E S E

43

01924 477 202

NEW

DYNO-tuning NOW AVAILABLE

“ RETROJ5 ”

MX5 Works 37-53 Stanbridge Road, Leighton Buzzard LU74PZ 1995/M Mazda MX5 Mk1 with Lotus Elan Styling

2001/Y MX5 Mk2 Jasper Conran Ultra Rare

Customised by ourselves to high standard with Contrasting Interior £4695.00

No 16 of 400 Ever Made £2495 (few extras)

MX5 PROFESIONAL BODY SILL REPLACEMENT

FREE MX5 HEALTH CHECK AND REPORT

WORK COVERED General Servicing and Repairs Snap on Fault Diagnostics Brakes, Exhausts, Electrics

PRICES FROM £299 LARGE STOCKS OF MK1 and Mk2 USED PARTS IN STOCK ALLOY WHEELS, INTERIOR PARTS, SEATS, CARPETS, ENGINE COMPONENTS, AND MORE!

Timing Belts and Water Pumps Bodywork /Welding MX5 Refurbishing / Restorations UK Made Hood Replacements

CLASSIC CAR INSURANCE WITH EXTRA SPARKLE Fancy getting your hands on this “ little lot? Give Carole Nash a call, I’ve

EVEN MORE! NOW SAVE YOU COULD

SAVE

41%

WITH A MULTI-CLASSIC CAR POLICY†

had all my classic cars insured with them for years, they’re great.

FUZZ TOWNSHEND

”

R.R.P £60

Call for a quote using Ref: AUTOGLYM to enter our FREE prize draw*

0800 781 9289

Classic | Camper Van | Specialist | Military | Performance

Visit us online at cherished.carolenash.com

Opening hours in the UK: Mon-Fri 9am-7pm, Sat 9am-5pm. *Terms and conditions apply - cherished.carolenash.com/terms-and-conditions.aspx †Based on an average customer, saving 41% when compared to buying three separate Carole Nash policies. Average customer = 57 year old male with full 10 years plus NCB, driving a 1965 MG B, 1973 MG B and 1972 MG Midget. Previous multi-classic car savings from 7.2.2014 until 11.5.2015 were 28%. Up to 41% savings available from 11.5.2015. Carole Nash Insurance Consultants Ltd is authorised and regulated by the Financial Conduct Authority, firm reference no. 307243. Carole Nash is a trading style of Carole Nash Insurance Consultants Ltd, registered in England and Wales no. 2600841.

To advertise call Russell on 01959 543 737

MX-5 SUPER GUIDE MODIFYING

MODIFYING YOUR MX-5 Simple, reliable and fun to drive, this Japanese roadster is easily one of best cars to come out of the early 1990s.

We look at ways of making an MX-5 even better Words: Chris Hope

T

hese cars are fantastically good value for money, even though the number of Mk1 MX-5s available for less than a grand has fallen considerably over recent years.

That's because more and more people have woken up to the charms of these practical and affordable roadsters.

With £1000-1500 in your back pocket, though, you shouldn’t have any trouble finding an example that you can hop in and drive away immediately.

Being so popular with modern car and classic car fans alike, there’s a plethora of parts, kits and upgrades that are designed to enhance your driving experience behind the wheel of an

46

MX-5. In this feature, we’ll cover some of the most popular modifications.

Power & Drivability

Before we look at specific upgrades that are intended to improve the Mazda MX-5, our first bit of advice would be not to consider tweaking the formula at all until you’ve spent a few months with the car and driven it for a few thousand miles or so. Contemporary road testers praised the original MX-5 for its sophisticated double wishbone suspension and precise controls. In short, it’s only after getting to know the car and, just as importantly, deciding on what exactly you want

to use your car for, that you should seriously consider making any changes.

One aspect of this sports car that owners may choose to improve upon is what some may feel is a lack of power.

The MX-5 is a featherweight classic, tipping the scales at just 900kg, and while both the 1.6- and 1.8-litre are high-revving and hugely responsive, they only develop 88-146bhp depending on age. They are, though, capable of handling plenty more power.

Starting with the most affordable bolt-on upgrades, a performance air filter from the likes of K&N will increase the amount of air being fed into the engine, resulting in a few more horses RETRO JAPAN E S E

£2500 or so gets you a supercharger kit, for a power boost right through the rev range.

Before considering brake upgrades, make sure the rear calipers are performingly correctly.

A cold air feed and sports filter will give a mild power boost.

“while both the 1.6- and 1.8-litre are high-revving and hugely responsive, they only develop 88-146bhp depending on age” and improved throttle response. A sports filter on its own won't give much benefit, as you really need a cold air feed. To give you an idea of what you’ll pay, classic car parts specialist Moss Europe charges £98 for a DDM Works cold air kit.

Taking this idea a step further, we’d also recommend replacing the standard exhaust manifold and exhaust system with performance items. MX5 Parts offers a 4-2-1 stainless steel tubular manifold, which improves maximum airflow. It costs £290, while the associated stainless steel exhaust is either £189 with a single tailpipe, or £237 for the more impressive-looking twin-exit system.

We’d argue that these modifications alone would be enough for everyday use, but if you’re looking for even more oomph there's a number of options.

Let’s start with turbocharging: This might seem a little drastic but it’s worth remembering that the MX-5’s four-cylinder DOHC engine is based on a design that originally featured a turbocharger, so it will happily accept this kind of technology. According to Robert Marsh, who acts as the technical consultant for the Mazda MX-5 Owners’ Club, this is a cheaper means of introducing more power than supercharging (which we’ll discuss RETRO JAPAN E S E

in a moment) – A blown MX-5 can produce over 400bhp in extreme cases. The downside is turbo lag, which can make the car difficult to control.

That said, Rob argues that turbo lag shouldn’t be problem if you fit a smaller turbo, that will start to provide meaningful boost at 2500-3000rpm.

The alternative to turbocharging is supercharging. This is usually the more expensive option, and you can expect to pay upwards of £2500. As Steven Morecroft of Mazda MX-5 tuning specialist 5 Speed points out, though, unlike turbocharging, the effect of a supercharger is rather like having a bigger engine, as it increases power throughout the rev range. Robert Marsh adds that supercharging an MX-5 1.8 can easily give you greater than 180bhp at the flywheel – more than enough for most people’s tastes.

Speaking of flywheels, a lighter item will allow the engine to spin quicker and engine revs to drop faster between gearchanges too. The stock flywheel weighs 8kg, though there are much lighter replacements – for example, Moss can supply a flywheel that weighs half that for around £420.

As long as the gearbox is working as it should and has been treated to regular transmission oil changes there shouldn’t

be any need to upgrade the standard ‘box, even if the engine has been performance-tuned – a stronger clutch might be advisable if we’re talking about massive hikes in power (over 300bhp).

If you feel you need to make modifications for flatter cornering then uprate the anti-roll bars – try Moss, which stocks a Jackson Racing kit that’s priced at £205.

If you're keen on lowering your MX-5, then the best way of doing so is to invest in an adjustable set of shocks from the likes of Koni (its complete sports kit is £577 through MX5 Parts) or GAZ (Gold Pro coilovers are £608, again through MX5 Parts).

Don't go too far though, or you'll start to have ground clearance issues.

Finally, the most worthwhile thing you can do with an MX-5’s stock suspension is to treat it to new suspension bushes every 60,000 miles.

Superpro polyurethane bushes are recommended to this end. Follow this with a four-wheel laser alignment and you should see a dramatic improvement in your car’s handling prowess.

Style & Convenience

If, when you have upgrades in mind, you’re more interested in aesthetic »

47

MX-5 SUPER GUIDE MODIFYING

MX-5 suspension is very adjustable. Get it aligned so you have a good baseline.

Silicon hoses may help avoid coolant leaks.

Steering wheels often disintegrate, so consider an aftermarket option.

A hardtop adds comfort and serenity for winter use.

When it comes to interiors, the world really is your oyster!

This one crafted by MX5 Motors.

48

touches than increasing the amount of power on tap, there’s plenty of scope for you to put your own mark on this sports car. Gearknobs, handbrake sleeves, gearlever gaiters, centre console and switch surrounds, door releases; in everything from wood and leather to chrome or brushed aluminium. The sky’s the limit. Thinking more practically though, if you’re unhappy with your car’s window winders, Mazda supplies an electric window conversion kit that’s apparently a doddle to fit.

Torn or worn seat bolster fabric/ leather can be repaired relatively cheaply; we were told by Martin Dooner of Mazda specialist MX5 City that he charges roughly £150 for a localised repair, or, if the damage is slightly more extensive, Martin charges £325 to have a pair of seats re-trimmed and re-coloured. Of course, you could use frayed seats as an excuse to upgrade and buy a pair of race seats from the likes of Recaro, Corbeau or Sparco – prices vary hugely depending of which seats you go for, though in most cases prices start from £200 including the fitting frames.

In a similar vein, the urethane surrounds used for some of the Mk1 steering wheels can come unstuck and twist. Aftermarket steering wheels in leather can be bought from between £60 and £140 through MX5 Parts – remember that you may need a steering wheel hub adaptor for non-standard wheels, which will cost an extra £35.

In terms of exterior styling, a stainless steel mesh grille from Zunsport will immediately transform the look of your MX-5. MX5 Parts stocks a range of polished and black finish examples, all priced between £75 and £85. MX5 Parts also supplies a stainless steel luggage rack, which has been custommade for the MX-5 and boasts a RETRO JAPAN E S E

There are lots of choices when it comes to hoods, from budget vinyl to mohair.

If it's cosmetic parts you're after, you'll find no shortage of options.

carrying capacity of up to 35kg. It costs £1423. Another handy item for touring is a windstop – wind through your hair motoring is fine for a little while, but most people will soon tire of being constantly buffeted by air.

Fitting aftermarket alloy wheels is of course another option, though owners will need to be careful when selecting wheels for their MX-5. The problem is that the Mk1’s original alloy wheels are among some of the lightest ever fitted to a mass-production car, designed to reduce unsprung weight and are therefore part of the reason these cars remain so composed going around corners. Different wheels can have a huge negative effect on your car’s handling characteristics, so we’d advise that owners stick with standard Mazda MX-5 wheels (just go for a different style) or, if you insist on having something that’s different from what everyone else has, keep to the original 14in/15in wheel diameter and buy the lightest wheels you can find.

Door mirrors are secured in place by a single steel bolt, which can rot to the point that it shears in two. Fortunately Autolink supplies a repair kit, which includes a rather nice stainless steel bolt.

It'll set you back an entire £1.50 per side.

Safety & Reliability

As you’d expect of a 1990s car, the reliability, safety and security of these cars is far superior to that of the usual 1960s and 1970s fare that makes up the core of our hobby. As such, there are only a few weaknesses that you will need to address.

The most obvious of these is to replace the heater hoses for a silicone items as they’re far more resistant to a common oil leak: Look in the engine bay and you’ll RETRO JAPAN E S E

spot that there are two heater hoses located close to the dipstick. These come out from the bulkhead and run behind the head. Unfortunately, oil can leak from the O-ring for the camshaft angle sensor (always referred to as CAS on the online forums) onto the hose closest to the head. It can get caked in oil and expand over time until it goes pop – usually at the worst possible time. Rob Marsh recommends Samco’s complete hose kit, which is priced roughly £75.

Fit a new O-ring at the same time.

The only other worthwhile upgrade would be to replace the MX-5’s standard hood with an improved version that’s produced by Mazmania (www.mazmania. co.uk). For just £400, Mazmania can supply and fit its black mohair hood, complete with heated rear screen – significantly cheaper than what Mazda charges for its standard vinyl item.

Verdict

In terms of looking at the myriad of modifications and upgrades available to the MX-5 owners, we’ve barely scratched the surface. We’ve not even covered engine transplants – apparently the American ‘Miata’ owners are massive fans of replacing the standard powerplants with huge LS V8s – or throttle body/twin carburettor conversions. Suffice to say, there is an awful lot you can do.

The most important final piece of advice we can give is to make sure that if you do intend to modify an MX-5 then you’ll need to work from a solid base – there’s absolutely no point in trying to improve a car that isn’t right to begin with. Put a four-wheel laser alignment at the top of your to-do list and ensure that if you’re also breathing new life into a neglected example that it

isn’t suffering from sticking rear calipers or has any fractured coil springs.

Finally, if you’re still at a loss as to what to do with your MX-5, there’s no better way to get advice than from other owners, so be sure to get in touch with the extremely active Mazda MX-5 Owners’ Club. ■

Useful Contacts Clubs Mazda MX-5 Owners’ Club, 0845 601 4321, www.mx5oc.co.uk MX-5 Nutz, www.mx5nutz.com

Specialists MX5 Motors, 01302 726763, www.mx5motors.com MX5 City Ltd., 01709 863555, www.mx5city.com Sulston Hills, 01296 688368, www.sulstonhills.co.uk Mazmania, 01565 655098, www.mazmania.co.uk 5 Speed, 0115 964 2102, www.5-speed.co.uk MX5 Parts, 0845 345 2384, www.mx5parts.co.uk Autolink UK, 01489 877770, www.autolinkmx5.com Everything MX5, 01708 754882, www.everythingmx5.com Dandy Cars, 020 8554 2002, www.dandycars.com Moss Europe, 020 8867 2020, www.moss-europe.co.uk David Manners, 0121 544 4444, www.davidmanners.co.uk

49

Mitsubishi and Honda Specialist alist Comfortable waiting area with LCD T V and Sofa Loan Car by appointment

Tel: 01285 711733 E-mail: info@performance-autoworks.co.uk • www.performance-autoworks.co.uk Unit 13, Horcott Industrial Estate, Horcott Road, Fairford, Glos GL7 4BX

• Subaru Specialist • Genuine Subaru parts • Genuine Sti parts • Importer of rare Jdm Subarus • Track, Rally and Race car builds • Engine and gearbox rebuilds • Servicing – Impreza – Legacy – Forester • Re mapping – Alcatek ECU dealer • Subaru restoration – Powder coating • Super Pro bushes dealer • Over 10 years experience in Subaru Email: enquiries@carandcustomgarage.co.uk

CALL FOR A FREE 560 PAGE CATALOGUE OR ORDER ONE ONLINE

00 45 S IN ER CT R FO E OV DU O CK AT I PR TO ED ING S M P IM HIP S email:

Sales & Advice: 01580 891309 or 01580 448007 0

info fo@carbuildersolutions.com

PEDAL BOX ASSEMBLY With cylinders, balance bar and adjuster cable. Choice of cylinder sizes. #PBDEAL £220 + vat

COMPACT BRAKE SERVOS Canister diameter 138mm.

FOR SINGLE CIRCUIT #REMSERV2 £160 + VAT FOR DUAL CIRCUIT #REMSERVDUAL £240 + VAT

BRAKE BRAK PIPE STRAIGHTENERS 3/16″ #BPSTRT 1/4″ #BPSTRT14 or 5/16″ #BPSTRT516 £34 each + VAT PROFESSIONAL PIPE FLARING TOOL With dies for 3/16″ and 1/4″ pipe #PROFLARE £110 + VAT

www.carbuildersolutions.com

ROAD TEST DATSUN 240Z

ROAD TEST: DATSUN 240Z

We drive the coupé that offered E-Type performance for MGB money... and a radio as standard, too.

WORDS AND PIC S: PAU L WAGE R

I

t’s often accepted that the Japanese car makers have taken their own direction in sports cars over the years, employing a high-tech, high-efficiency route to speed in an era when European and US makers were in the main going for sheer grunt. The popularity of high-revving, four-cylinder, twin-cam motors in mainstream performance cars was a definite Japanese trademark and it’s a philosophy they’ve mastered well, as epitomised by the Honda VTEC engines.

Back in the day, though, the young Nissan company knew that if it wanted

52

to compete in the potentially lucrative US sports car market, a high-revving four-pot engine just wouldn’t do it, at least not in the 1960s when the V8 was still king and teenage girls were learning to drive in seven-litre behemoths.

Already, Nissan had made an abortive attempt to sell the Datsun Fairlady SPL212 in the USA, and it was hampered enormously by its tiny 1.2-litre, four-cylinder engine.

The later SR311 also failed to excite the market, even though the engine was now up to two litres in size.

To compete, Nissan needed a proper,

large-engined sports car and in the mid 1960s, started work on what was to become the Datsun Fairlady Z in its home market and the 240Z everywhere else.

Rather than sharing the platform of an existing saloon model, the 240Z was an all-new design with a swooping long-nose style. The styling was entirely in-house, with chief of design Yoshihiki Matsuo responsible

RETRO JAPAN E S E

for, though very rarely credited with, its conception. Initially, the design was for a roadster, but Japan already had an eye on Federal crash requirements and opted to make the new car a coupé, which also offered greater comfort.

The engine was borrowed from the Japanese-market Laurel saloon and was a six-cylinder development of the Datsun 1600 four-cylinder. With a single cam, alloy head and twin SU-style Hitachi carburettors, the 2393cc result was good for 151bhp, and typically Japanese lightweight construction saw the car weighing in at just over a ton. The result, unsurprisingly, was a quick car. Top speed was 125mph and 0-60mph took just eight seconds, making it faster than anything else on offer at the price. And that price was, in the US at least, remarkably low, where the Datsun was positioned to compete directly with the MGB and its

RETRO JAPAN E S E

“the 240Z offered astounding performance for the price and ended up competing on the road with cars from a different level entirely” ilk. In the UK, it was positioned further upmarket, coming in at £2389 on the road in 1972 ,which meant it competed on price with cars like the Capri 3.0, MGB GT V8 and TVR 1600M. It was faster than all of them, though, and the main competitors offering similar pace were more costly four-seaters from the likes of Mercedes-Benz and BMW, rather than affordable two-seaters.

This was to be the Z-car’s forte, especially in the US market which was its spiritual home and the destination for most of the first year’s production run.

Just like the Jaguar E-Type had done before it, the 240Z offered astounding

performance for the price and ended up competing on the road with cars from a different level entirely. This was also its undoing in the conservative UK market, where Car magazine commented that the 240Z was “good compared with a TR6, but terrible when compared with an E-Type.”

One glance at the specification tells you that, in any case. The Datsun employed MacPherson strut front suspension, which by the late 1960s was a tried-and-tested design, but at the rear it used an independent system similar to Lotus’s ‘Chapman strut’ where the driveshaft itself »

53

ROAD TEST DATSUN 240Z

formed the lower suspension link.

This gave it better handling and traction than live-axled competition like the Capri, but the traditional front engine/rear drive layout also made it lively in the wet like a Capri. The testers of the time reckoned it gripped superbly in the dry to the point where there was little else on the road to touch it any price, yet would slide easily in the wet. They did, however, agree that it was a nicely balanced chassis and was easily controlled when things got a bit sideways.

Back in the early 1970s, the UK car buyer was only just beginning to come to terms with the idea of Japanese cars in general, never mind a highperformance sports coupé, which meant that the 240Z was never a massive seller here. Couple that with the propensity of those 1970s Japanese bodyshells to succumb to the tinworm and the Z is an unusual sight on British roads.

This particular example is the property of Nissan UK and when it’s brought out at industry test drives, it looks stunning parked up next to the 370Zs, a reminder that Nissan has almost as much heritage to play on as many of the European makers. The bright yellow really suits the 240Z’s flowing lines and with its black front airdam and neat rear ducktail spoiler, it looks pure 1970s – and so much more modern than, say, the E-Type, which was starting to show its age by then. All credit to Nissan that despite

54

“The combination of a modern chassis, Corvette performance and an MGB price tag was clearly a winner” the car’s rarity, they’re not afraid to let journalists loose in it and although it’s been restored once, it’s very much a used example rather than a trailer queen.

Unfolding yourself into the 240Z’s cockpit is much like entering any 1970s coupé, ducking under the low roofline to settle into the low-set seats. Once you’re in there, the dashboard is very firmly of its era, and all the better for it: An array of hooded instruments sit in the black plastic moulding and at the time, this would have seemed very sporting and very modern too. There’s none of the wooden veneer you’d find in a Triumph. It’s well equipped though,

in the finest Japanese tradition, which made its price even more surprising: Full carpeting, locking petrol cap, heated rear window, map light, cigarette lighter, reclining seats, cloth upholstery, alloy wheels and even a radio were all standard. And speaking of the radio, this must be the best thing we’ve seen all year: An original 1970s analogue unit tuned by turning the left-hand knob. It offers an ‘auto tune’ facility like modern electronic stereos... except that in this case, pressing the auto tune button sees the tuning knob rotating back and forth by itself with the needle moving up and down the tuning scale until it locks on to

RETRO JAPAN E S E

Interior was very modern for the time. No fake wood here.

a station. We stared at it doing its thing for a good five minutes, mesmerised by state-of-the-art 1970s gadgetry.

The view forwards is much like the E-Type, with that long bonnet in front of you. It seems like a large car, although its dimensions are remarkably close to the MGB GT. Firing up the L24 engine, it sounds like a cross between a BMW powerplant and a Triumph straight six with a nice meaty tone to it which suggests lively performance.

A five-speed box was standard on the Datsun, where much of the competition offered only a standard four-speed or maybe an optional overdrive. It’s not RETRO JAPAN E S E

the easiest to use, though, with road testers back in the 1970s reckoning it was awkward and noisier than the comparable Alfa Romeo and Porsche units. For someone used to driving older cars with tired synchromesh, though, it’s not the slightest problem and treated with respect, it works perfectly well.

One other comment from those period road testers was the care needed to make a clean getaway without kangarooing, and this holds true today: You need to be decisive with the clutch to prevent juddering of the mounts and drivetrain, but with familiarity it all comes together and the 240Z is no harder to

drive than a standard saloon car of the time. The controls are nicely weighted and light in their operation, except for the steering, which by modern standards is heavy without any power assistance.

Once on the move, the steering lightens up noticeably, although it still remains firmly weighted and under hard acceleration, the Datsun feels really pretty lively. The straight six motor offers 146lb/ft torque at 4400rpm, but is in fact relatively rev-happy compared to the contemporary Triumph units and is more like the Jaguar XK in its character, coming alive above 3000rpm.

We didn’t have the opportunity to »

55

ROAD TEST DATSUN 240Z

Delightful, sporting lines were shaped entirely in-house

by Yoshihiki Matsuo.

try it, but at speed the 240Z was far more relaxed than many of its buzzy competitors, with the engine turning over at just 4600rpm at 100mph.

One surprise was just how modern the 240Z feels in many ways from behind the wheel. If you didn’t know your cars, you’d probably guess at a late 1970s design rather than a car with its roots in the mid 1960s, which was probably why the Z was so popular in the USA. Some 50,000 cars a year were sold over there before the 240Z was replaced by the bigger-engined 260Z. The combination of a modern chassis, Corvette performance and an MGB price tag was clearly a winner, especially when paired with utterly faultless reliability.

From a European perspective, the 240Z sits somewhere between being a much better interpretation of the Capri, and a cut-price, more modern E-Type without all the heritage baggage. We thoroughly enjoyed our short time with

56

the 240Z and it’s a fascinating illustration of just how on-the-ball the Japanese car industry was, even back then.

Nissans and Datsuns

The corporate history of Nissan and its Datsun brand is complicated but the basics are here: Founded in 1912, the Nissan company began life as the Kwaishinsha Motor Company and its first car was called the ‘DAT’ after the initials of the three founders’ second names. When in 1930 a range of smaller cars was produced, they became known as ‘Datson’ or ‘the son of DAT,’ later changed to the spelling Datsun on account of the word ‘son’ in Japanese meaning ‘loss’.

In 1931 the company was taken over by the Tobata Imono Company, a subsidiary of the Nihon Sangyo industrial combine – nicknamed Ni-San by the business press. In 1934 the name was formally

changed to Nissan Motor Company.

Throughout this, the cars were still known as Datsuns and even though the Nissan name came into use for domestic models, exported cars were still badged as Datsun until the early 1980s. At this point, a massive rebranding exercise was undertaken which lasted from 1982 until 1986 when the Nissan name replaced Datsun in all markets. Nissan has recently announced a rebirth of the Datsun name as a Dacia-style lowcost brand for emerging markets.

The Fairlady Story

On the home market, the Datsun and Nissan sports cars were badged as Fairlady right from the start, in 1959.

That tradition has been continued up to the present day, with the current Fairlady Z now in 370 guise.

The 240Z was the first S30 form of Fairlady Z, and the first to make RETRO JAPAN E S E

“If you didn’t know your cars, you’d probably guess at a late 1970s design rather than a car with its roots in the mid 1960s” an impact on the wider world. It was replaced by the 260Z S30 in 1974 which, unsurprisingly, used a larger 2.6litre engine. Increased weight meant performance was not any greater, though, and the 2+2 (like the E-Type) compromised its looks for a pair of small rear seats. In America, the 280Z was available with fuel injection, as emissions regulations began to take their toll on power outputs. This was not available in Europe, where 2.6 litres and twin carburettors remained. In 1978, the S130 280ZX took over, by which time more than a million Zs had been built. The 280ZX was a much softer car, more a grand cruiser than a sports machine. Enthusiasts were disappointed, but a further 440,000 were sold in just five years. The very-1980s Z31 300ZX took over in 1983, but failed to generate much of an enthusiastic following. They were just a bit too

RETRO JAPAN E S E

ordinary, even with turbocharging.

Things changed very much for the better in 1989, with the arrival of the Z32 300ZX. At last, things were firmly back on a sporty footing, with a 300bhp, twin-turbocharged, 3-litre, twin-cam engine, and even such innovation as HICAS active rear-wheel steering. Sadly, Nissan discovered that pleasing enthusiasts doesn't necessarily result in high sales. In the all-important US market, annual Z car sales dropped from 39,104 with the launch of the Z32 to just 7172 in 1992.

Nissan withdrew the Z from America in 1996 and from the UK in 1994.

Japanese production lingered on until 2000, but just 164,170 had been sold.

The Z car story was thought to have ended there and then, but the 350Z marked a return to form in 2003 and today, the Z is still alive and well in 370 form. n

L24 powerplant dominates engine bay. Note Hitachi SU-style carbs. Above: Flap allows access to the battery.

57

COMPARISONS LEXUS vs JAGUAR

COMPARISONS:

LEXUS LS400 vs JAGUAR XJR Back in 1989, Lexus shook the executive car market up to such an extent that Jaguar’s flawed XJ40 very quickly became the superb X300. We try both, more than two decades on.

WORDS: PAU L WAGE R

S

ome cars feel surprisingly modern to drive, though what writers often mean is 'surprisingly modern considering it was designed 50 years ago.' In the case of the Lexus you see here, it’s surprisingly modern full stop – and when it was first unveiled in 1989 it wasn’t so much bang up-to-date as some way into the future.

The story of Lexus is an intriguing one. Wanting to compete at the highest level in the luxury executive market, the mighty Toyota Motor Corporation knew it had the technical expertise to get the job done but was also painfully aware that its brand didn’t have the kudos to hack it against more established European badges such as BMW and Mercedes.

Hence the Lexus division was born, a crack team of the company’s best engineers assembled and a hefty development budget allocated which urban myth tells us eventually extended to some $1 billion.

As you might expect of a car which was a showcase for the very best the Japanese motor industry could turn out, the result was stunning. Not stunning to look at, not stunningly powerful or economical but stunning in its sheer engineering

58

PICS: MICHAEL WHITESTONE

quality, refinement and reliability.

The German makers, which had probably secretly dismissed the idea of a beefed-up Camry being serious competition for their S-Class and 7-Series, suddenly had to pull up their lederhosen and look to upping their game. Here in Britain, the new car must have caused near panic... especially in Coventry. At the time of the LS400’s launch, Jaguar was relying on the XJ6 in its XJ40 incarnation which had initially been something of a liability for the brand’s image and was already appearing dated before the Lexus arrived on the scene. When Ford took control in the same year as Lexus was launched, a replacement was given increased priority, the result being the X300 generation of XJ saloon in 1994.

The XJ40 was developed into a decent car late in its life, though, and does still have plenty of appeal over the Lexus for some buyers. We drive both of them to see how they stack up two decades later.

Lexus LS400

The name Lexus supposedly signifies “Luxury Executive for the US.” And that tells you a lot about the character of

the brand’s first product; a big cruiser of a saloon car with rear-wheel drive, automatic box and a big V8 up front.

The Lexus project began as early as 1983 according to official Lexus archives, with the challenge to create a luxury car to rival the best the world had to offer. Just two years later, the first prototypes of what was codenamed ‘Project F1’ were running, the whole project guarded with the utmost secrecy.

Interestingly for a nation which turns over new models so frequently, the car was developed around the principle that a car of this type should deliver long-term ownership pleasure. The target was apparently that a Lexus with 50,000 miles showing would not feel any different to drive from a brand new example. This they achieved, as we’ll discover. The engineers identified some 96 key areas of the vehicle which were subjected to what Lexus refers to as an “anti-ageing programme”. The attention to detail in this process involved analysing the fading characteristics of paint, plastics, rubbers and fabrics as well as the wear, noise and vibration of mechanical components and the prevention of squeaks and rattles.

Reflecting the firm’s mission RETRO JAPAN E S E

statement of the “relentless pursuit of perfection”, a special factory was established to construct the Lexus.

Its first car was revealed in public for the first time at the 1988 Detroit Motor Show, the tag LS400 signifying Luxury Sedan with 4-litre engine.

The first cars were delivered to US owners in September 1989 and the brand was introduced to Europe when the LS400 went on sale in 1990.

The importance of the US market is summed up in the fact that the USA bought 4200 cars in its first year, while only 1158 were sold in Europe. Badge snobbery is probably to blame for that, especially here in the UK. Things started to improve when the LS400 was joined by the GS430 in 1993, doubling UK sales. The introduction of the compact IS200 in 1999 doubled sales once again and Lexus was suddenly the fastest growing brand in the market, while over in the US it was already the number one imported luxury car.

So, fine beginnings then and a product built upon a desire to simply build the best possible, which is by any standards an admirable aim. But did it translate from product planning meetings to reality and with the benefit of 20 years’ hindsight is the game-changing newcomer still as impressive? Is a 50,000-mile LS400 really the equivalent of a new one?

I can’t tell you how a 50,000-mile LS400 feels because I haven’t tried one but I can tell you that a 119,000-mile one feels impressively close to a brand new car. Yes, admittedly the example in our photos is owned by Lexus (GB) and has been through their workshops for a thorough fettling, but its refinement is uncanny. Our photo shoot involved some 100 miles of driving and there were no rattles, squeaks or undue wind noise. Chatting to the Lexus technicians revealed that the 1989 car had originally been a management car for the firm and was one of the very first into the

“...a product built upon a desire to simply build the best possible” UK. It was acquired again by Lexus a couple of years ago for the brand’s 20th anniversary, by which time it had long been out of the main dealer network.

Yet, work involved only attention to the air suspension and general servicing. The lack of squeaks and rattles is genuinely down to the quality of the car. It’s often said proudly by LS400 owners that every button still does what it’s supposed to do and we spent a good 10 minutes pressing every one of the controls in the cabin to discover that yes, everything does indeed work as well as the day it left Japan.

Lexus offered another blow for the Germans in its standard spec, too. In an era when BMW gave you a hole in the dash instead of a cassette deck, the Lexus offered pretty much everything as standard with very few options available. In fact the only

things the LS400 lacks which you’d expect on a modern equivalent are satellite navigation and parking sensors.

The myriad of control buttons and monochrome LCD readouts are a touch dated in an age of touch screens and iDrive controllers, but it all works.

A promising start then, but how does it drive? Back in the day, road testers struggled to criticise the LS400 to any meaningful degree, resorting to commenting on the bland styling or the less than involving driving experience but in truth these are all qualities which were deliberately engineered in. The styling is a touch bland and couldn’t be anything but a big Japanese saloon, yet it manages to evoke elements of Mercedes and BMW in its broadshouldered slab-sided silhouette. It’s certainly a sensible and sober piece » Plenty of room for executives in the rear.

Styling is perhaps a touch bland, but also has not dated badly.

RETRO JAPAN E S E

59

COMPARISONS LEXUS vs JAGUAR

The LS400 took the world by storm. This new brand was here to stay.

4.0-litre, 32-valve V8 for the Lexus.

It feels very modern in the Lexus, with a vast array of buttons.

60

of work, free from the glitz you might expect from a Japanese Cadillac.

The driving experience is most definitely geared for the US market.

Here is a car with big, comfortable seats and 241bhp, designed for a land where long-distance comfort and pointand-squirt ability take priority over back road games. With that in mind it’s impressive, but in the context of the UK it’s easy to see why keen drivers might have been tempted by the BMW or the Jaguar. This example features the optional all-round air suspension and the ride is excellent over all surfaces, even by the standards of current executive offerings. Under cornering, though, it feels as if it should have a great big sail on the roof. In fact snapper Whitestone complained of travel sickness in the passenger seat with the electronic dampers in ‘Normal’, while switching them to ‘Sport’ felt about equivalent to the normal set-up on a German car.

Not that the chassis isn’t capable.

It uses an all-independent doublewishbone set-up and if pushed hard, is genuinely up to fast driving. It’s quick, too – the factory figures put it at 8.5 seconds to 60 mph but the lack of drama under even full kickdown makes it feel slower than it really is. That’s not what the Lexus is all about though. For a more involved kind of driving, you probably went to Jaguar for the XJ40, preferably in JaguarSport TWR-tuned trim...

Jaguar XJ40 XJR

Launched in 1986, Jaguar’s XJ40 was initially warmly received by the press and public before quality issues saw its reputation nosedive, only to finally recover late in life when it was developed into the car it should always have been.

The truth of the matter was that although the XJ40 was only three years old when Lexus arrived on the scene, the design was in reality much, much older.

In fact it was rooted in the early 1970s when it started life in 1972 as a proposal to replace the then-current Series 2 XJ saloon, the idea being to share much of the engineering with the XJ-S. It’s easy to see that the chunky square-lamped interpretation of the classic XJ theme would have been perfectly at home in the late 1970s or early 1980s in a world of TR7s, sharknosed BMWs and similar. Development was painfully slow though, mired as the firm was in parent company British Leyland’s financial crisis and in fact the replacement for the Series 2 ended up being the RETRO JAPAN E S E

elegant Pininfarina-modified Series 3.

By the time the XJ40 did arrive in the showrooms, the world had moved on and many Jaguar enthusiasts didn’t take to the brutal new shape. There was also the question of build quality and it was here that the car really gave Jaguar’s reputation a hammering. The electronic architecture of the car was a big leap forward for the firm, but production cars proved to have problems with control modules, instrument displays and other systems, which took some time to fix.

Traditionally, Jaguars had relied upon either six or twelve cylinders to achieve the required refinement and although a V8 development of the V12 engine had been tried and tested, it was decided to stick with the tried and tested straight six format for the new car. The longserving XK engine was finally replaced with an all-alloy unit, dubbed AJ6, which was available as either a 24-valve twincam 3.6-litre or a 12-valve single-cam 2.9-litre unit to compete with BMW and Mercedes in the under 3-litre segment.

Despite its early issues, the XJ40 was constantly developed to the point where it was the car it should have been in the first place and the culmination of this was a bodyshell redesign in 1992.

This was supposedly to accommodate the V12 engine, but employed 140 new pressings and transformed the car. It was this revised XJ40 which would go on to provide the basis for the subsequent X300 and X308 models, which were very well regarded. In fact the interior of the later XJ40s is very similar to that of the early X300.

The car we have here is one of the finer examples: the TWRfettled JaguarSport XJR. JaguarSport was a joint venture between Tom Walkinshaw Racing and Jaguar Cars which was intended to offer a more sporty option for the prospective customer who found the range a little staid. Early cars were treated to only bodykit styling and uprated suspension, but the 4-litre XJR was the first to benefit from increased engine power too. A revised inlet and exhaust arrangement, different inlet camshaft and revised ECU liberated some 11 per cent additional power, taking the AJ6 engine up to 248bhp on this Phase Two example. That was good enough to get the manual XJR to 60mph in 7.2 seconds and on to a top end of 146mph.

Stepping into the XJR straight after the Lexus, it’s immediately obvious that the Jaguar is aimed at the more enthusiastic driver. The same would » RETRO JAPAN E S E

Tom Walkinshaw Racing helped transform the XJ40 into a proper sports saloon.

The new-for-1986 AJ6 engine looks quite old fashioned after the Lexus.

Still plenty of toys here, and they all work too. More colourful than the Lexus.

61

COMPARISONS LEXUS vs JAGUAR

Not so spacious in here. Legroom is particularly tight.

It’s an over-used cliché. but somehow the Jaguar manages to feel more ‘special’ than the Lexus, and this XJR has the benefit of being something of a rarity: Just 293 of these 4-litre XJRs were produced in right-hand drive form.

Conclusion

The XJR perhaps looks dated compared to the older Lexus.

“...the Jaguar definitely has the upper hand when it comes to style” be true of any XJ40, bar the rare 2.9litre manual, but the XJR’s smaller Momo steering wheel and firmed up suspension make it feel much more alive than the wafty big Toyota. Exactly as you’d expect from a Jaguar in fact, with the bonus being that the straightsix engine feels much more responsive too. The Lexus’s V8 is a lazy unit where the 4-litre Jaguar motor, certainly in XJR trim, is more eager to rev.

It goes without saying that the Jaguar would run rings round the Lexus when it comes to threading the cars down a twisty back road, with much less body roll than the Lexus and the trademark Jaguar surefootedness still very much evident.

On the inside, there’s a whole world of difference and the Jaguar definitely has the upper hand when it comes to style. Where the Lexus is starkly modern, the Jaguar manages to retain a classic charm without being

62

self-consciously retro in a way some of the firm’s later products were.

Of course, the design shows its age in some areas, notably the detailing but it holds up well for something which was first sketched out in the early 1970s and to be fair, just like the Lexus, all the knobs and buttons on this example did exactly what they were supposed to do. You wouldn’t be saying that about a 1989 XJ40 perhaps, but this example proves just how well developed the later cars were.

Tech Specs

Judged in terms of cold logic, the Lexus is the better car of course. It would even prove ideal as the daily driver. The XJR would most likely prove to be reliable in everyday use, but it would be a shame to spoil a rarity like this, and it might not shrug off the demands of a daily commute quite as readily as the Japanese car.

But, I've always had a soft spot for the underdog and for the very fact that Jaguar and TWR managed to transform the XJ40 from its 1970s origins into a capable sports saloon for the 1990s, the XJR gets it my vote as an enthusiast buy. Perhaps it's not entirely logical, but then classic cars are often not about pure logic. In some ways, perhaps the Jaguar is inferior, but I'm not sure that matters. When it comes to driver involvement, the XJR is the one that takes the crown and for that reason, it's the one I'd choose to take home.

Thanks to: Arun Cars in Pulborough, Sussex for the loan of the XJR in our photos. It has now been sold. Check Arun Cars' stock at www.arunltd.com or 01798 874477.

Thanks also to Lexus (GB) for the loan of the LS400.

Lexus LS400

Jaguar XJR

Engine

3969cc/V8/QOHC

3980cc/6-cyl/DOHC

Power

241bhp@5400rpm

248bhp@5250rpm

Torque:

258lb/ft@4400rpm

278lb/ft@4000rpm

4-speed automatic

4-speed automatic

Top speed:

149mph

145mph

0-60mph:

8.3sec

8.2sec

Transmission:

RETRO JAPAN E S E

HISTORY HONDA

50 YEARS OF

HONDA IN THE UK We mark 50 years of Honda in the UK by picking the five that we think were most important.

WORDS: DAN HIRST

I

n 1946, Mr Soichiro Honda established a workshop to produce 'clip-on' engines for bicycles, later building motorcycles. Japan established the Light Automobile class in 1949 to encourage car production, though with a mere 150cc

PICS: HONDA

engine size limit, few vehicles were built. By 1955 the government had raised the limits to a more workable 360cc, kick-starting car production across Japan. Honda commenced research into car development.

In 1961, Japan's trade agency

Tiny S800 was the first Honda sold in the UK.

proposed a bill with the side effect of preventing the formation of new car manufacturers. Honda was shocked at being 'locked out' of the car market, forcing them to rush prototypes into production before the bill passed.

Incredibly, Honda displayed three vehicles at the 1962 Japan Auto Show â&#x20AC;&#x201C; the S360 and S500 roadsters and a T360 truck. This secured Honda as a domestic manufacturer, but Honda had a strategic advantage for exports, with their overseas motorcycle distribution network already established.

Three Honda S800s were shipped to Britain in 1966, with one displayed at Earls Court and the first sales within the year. The range was later expanded by the Mini-esque N360/N600 and quirky Z600 coupĂŠ. The larger Civic, imported from 1973, was Honda's first popular model here, followed by the family-sized Accord in 1976.

In 1979, Honda struck an agreement with British Leyland, who needed to replace the long-running Triumph Dolomite. In 1981, the Ballade entered production at the Cowley plant, badged as the Triumph Acclaim.

Their partnership continued into joint model development, with the Rover 800 (based on the Legend) and first and second generation Rover 200 (Ballade and Concerto).

Honda established their Swindon plant in 1989, moving on to car production in 1992. The Rover partnership ended in 1994 with its takeover by BMW. With 50 years in the UK, Honda has sold a wide selection of vehicles, but here are the stories of five of the most important.

Honda S800 (1966-70) Four carburettors, crankshaft roller bearings and 11,000rpm!

64

In 1958, Honda's car research section was in the midst of working on a small passenger car when Soichiro Honda RETRO JAPAN E S E

First generation Accord helped Honda settle down as a producer of fine family cars.

off, the final cars were sold in 1970.

Despite genteel looks, the 'Esuhachi' (S8) is happy to be driven hard and retains a devoted worldwide following.

Honda Accord First Generation (1976-81)

personally ordered the development of a sports car. He reasoned that instead of competing for a share of the small passenger car segment, a sports car would allow them to dominate a niche market and gain expertise from racing them.

In June 1962, at the Suzuka Circuit racetrack, the S360 made its first public appearance. A tiny two-seater roadster with a 356cc engine, Mr Honda grinned as he drove past the assembled crowd. During the development of the S360, management asked for a larger version to be produced which became the S500. Though both models were displayed later that year at the 9th Tokyo Motor Show, only the latter reached production.

The S500 roadster went on sale in October 1963, impressing the public not only with its looks, but an advanced specification. Employing a 531cc, four-cylinder, DOHC, watercooled motor with 43bhp and redlining at a colossal 9500rpm, it could hit 80mph. The suspension was fully independent and a four-speed gearbox drove the rear wheels via chains. It was replaced by the S600 in 1964, which upped the engine size to 606cc, power to 56bhp and top speed to 90mph. In 1965, an attractive RETRO JAPAN E S E

coupé joined the range. The S600 was a smash-hit with over 13,000 sold. Despite a number of left-handdrive export models reaching Europe, the 'S' still remained absent here.

In January 1966, the S800 Cabriolet and Coupé launched in Japan. Power was upped again, with the latest powerplant a 791cc motor developing 70bhp at 8000rpm through quad carburettors.

This model was quick, able to reach 100mph.

While redlining at 8500rpm, the engine could reliably rev to 11,000rpm. This was to be the first Honda car to reach Britain, with a cabriolet on display at the 1966 Earls Court Motor Show.

Sales began in earnest, with widescale imports in 1967. The S800 had by then gained front disc brakes and moved to a simpler live axle suspension design. Bye, bye chain drive. The further-revised S800M appeared from 1968 with minor safety upgrades and lean-burn carburettors, though power remained the same. Despite being designed for the American market, keen buyers of equivalent British sports cars, the S800M was unable to pass strict US emissions tests. With this key market inaccessible and sales tailing

It may come as a surprise to learn that Honda's first family-sized car was not a success. The Honda 1300, launched in 1969, was a modern frontwheel-drive car with an attractive appearance, but a bulky air-cooled engine and high price. Sales were sluggish and none were exported to Britain. Such was the failure of the H1300 that Honda cars could have ended completely, were it not for the widespread success of the new Civic.

Attention turned to the new car and the H1300 was discontinued in 1974.

Launched in 1972, the new Civic was praised for its highly economical engine, which proved a boon as the oil crisis took hold. On top of that, pollution was becoming an important issue for the public. Demand quickly shifted towards clean, economical cars and the little Civic was in the right place at the right time, taking America by storm. However, the market was still open for a larger economical family car.

In 1976, the Honda Accord was launched as an intermediate-sized three-door hatchback, though a four-door saloon was added in 1977.

The new car was attractive, set by an early design brief for a 'stylish, sporty look'. Honda adopted a frontwheel-drive layout, sharing some parts and most of the technical design with the Civic. This included an enlarged development of the Civic engine, a 1.6-litre, four-cylinder, SOHC motor with 80bhp. There was even a standard five-speed manual gearbox, or Honda's own Hondamatic semi-automatic transmission.

The general specification was high, as with most Japanese cars of this era, but some features were unusual at the time, such as the cable-operated boot opener. The instrument cluster even featured service warnings for tyre rotation and oil and filter changes – mechanically set by the odometer.

What set the Accord apart was the positive reaction of the British motoring press. Though Japanese cars were increasingly popular with » the public, who appreciated long-term

65

HISTORY HONDA

reliability and convenience features, they were reviewed less favourably in road tests. The Accord bucked this trend. The styling was considered neat and unfussy, the engine was smooth and quiet at high speeds, delivering the expected good fuel economy. Ride and handling was generally a sore point on Japanese models of this class, but as the Accord featured front-wheeldrive and independent suspension, it was considered to have a comfortable ride and tractable handling.

Rust issues have sadly made this model scarce, but as a landmark car for Honda it is well worth seeking out.

Honda Civic Third-Generation (1983-87) Nicknamed the Wonder Civic, the third-generation model appeared in late 1983, with the first cars arriving in Britain for 1984. This model adopted a dramatic new appearance, replacing traditional styling cues with a new razor-edge look. Whereas the previous models simply ended the bonnet onto an open grille, the new model adopted a flush nose-cone with an aerodynamic appearance. This modern Third-generation Civic was a huge leap forward, and very futuristic for the time.

new style would set the tone for other Hondas of the time, with most models soon adopting this 'family face'. It immediately gained an extremely favourable reception and within the launch year, the Civic/Ballade attained the prestigious Japan Car of the Year (COTY) award. It was regarded as a pleasant car to drive, with smooth 12-valve engines and excellent handling.

This generation would see the wide introduction of derivative models, where different body styles would not only use new sheet metal, but adopt their own separate identities.

The Civic would take the role of standard 3-door hatchback, with a fairly steep back end to maximise interior space. The CRX CoupĂŠ would be introduced on the same general underpinnings but with a lower, sleeker look. Whilst the previous generation offered a 5-door version of the normal hatchback, this need would now be met by the Civic Shuttle, an early example of the mini-MPV with vertically stretched bodywork. Finally,

the intermediate-sized 4-door model would be known as the Ballade, with this model also providing the basis of the first-generation Rover 213/216.

In the UK, the third generation was initially available in two specifications, Deluxe and S. The Deluxe was designed as a comfortable family hatchback, with a 1342cc, four-cylinder, 12-valve OHC engine offering 70bhp for fuel-efficient cruising.

The S was a short-lived sports model using a larger 1488cc engine developing 84hp, but was overshadowed by the CRX which offered the same engine with fuel-injection. In 1985, this fuel-injected set-up was transferred to the Civic resulting in the 1.5i GT. This upped power to a buoyant 99bhp, resulting in a 0-60mph time of 8.9 seconds and a top speed of 112mph. This engine set-up would also later appear in the Ballade EXi, an unusual and very rare Q-car.

It is worth mentioning that its brother, the CRX, subsequently gained a 1.6-litre DOHC 16-valve engine which upped the power further. A version of this engine was available in the Civic in Japan, creating the legendary Si model with a whopping 133bhp. The next generations of Civic would later go on to appear as numerous sports models incorporating VTEC technology and even got the Type-R treatment.

Honda Legend Second-Generation Model (1990-95) As the 1980s rolled on, the Japanese economy improved and consumers started to demand executive models with powerful six cylinder engines and huge specification lists.

However, Honda's range-topper was the Vigor, a well-equipped second-generation Accord with a 1.8-litre 4-cylinder engine. Clearly an all-new larger car was required.

For Honda, one of the greatest assets of the British Leyland partnership was the opportunity to work with a manufacturer experienced with large executive cars. With BL also requiring a new model to replace the Rover SD1, the companies

66

RETRO JAPAN E S E

Honda went its own way with the secondgeneration Legend, with no Rover involvement.

decided to work in partnership to develop a new model. From 1981 work commenced on their joint design, Project XX/HX, which would respectively become the Rover 800 and first generation Honda Legend.

The design of the car was broadly dictated by Honda, who were responsible for the chassis development, gearboxes and all six cylinder engines. BL would supply electrical systems and the four cylinder engines for the Rover incarnation of the car. They would also produce British-market Legends at the Cowley plant, with Honda maintaining separate production in Japan for elsewhere.

Honda's design brief for this new front-wheel-drive car occasionally clashed with BL management, who notably disagreed with the limited travel of the suspension, a compromise required for the car to maintain a low waistline. Nonetheless, the Rover 800 appeared in 1986 with Britishmarket Legends following in 1987.

Two styles were available, a fourdoor saloon and a two-door coupé.

The first-generation Legend was an obscurity in Britain, with a brief two-year production run. There were rumours about poor quality of the Cowley-produced models, and a high retail price. It was, however, a greater success in Japan and notably America, where it was the first car sold under Honda's offshoot premium brand Acura. Sales were strong enough to develop a second-generation model. BL did not join them, opting to facelift the existing Rover 800, so Honda worked alone on the new car and moved all production to Japan. The new Legend saloon and coupé launched in 1990, with the first British imports in 1991.

With flared arches and softened edges, the second-generation sported a more aggressive look, reminiscent of premium European RETRO JAPAN E S E

The Integra Type R was a very focussed driving machine, with 187bhp.

cars. One engine was available, a powerful 3.2-litre, 24-valve V6, with 201bhp for UK models. British cars had one high specification with electrically-adjustable leather seats, burled walnut, climate control and a four-speaker audio system.

Honda Integra Type R Third-Generation Model (1995-01) The Type R (Racing) is a well-known Honda nameplate. First conceived as a variant of the NSX supercar, the focus of the Japan-only 1992 Type R model was to maximise race circuit performance. This model featured substantial weight reduction and gained track-ready suspension, a blueprinted engine and a shorter final drive gearbox. Compared to a standard NSX, it was deafeningly noisy and brutally uncomfortable. Despite this, demand was huge as Japan continued to enjoy a golden age of performance cars. The Type R moniker soon became legendary.

Introduced in 1993, the third-generation Integra was a sporty car designed to sit slightly above the economyfocused Civic. Honda, however, opted not to import the Integra to the UK, to avoid overlap with the new Britishbuilt Concerto. In 1995, the new Integra Type R launched in Japan with an astounding specification – a 1.8-litre engine producing over 100bhp per litre, a close-ratio gearbox and a torque-sensitive limited-slip differential combined with harder suspension and quicker steering. As with the NSX, the car was subject to weight loss, including less obvious

items like the 10% thinner windscreen.

Finally, the standard front seats were replaced by Recaro SR-II buckets.

The key to the car's appeal was the engine. The existing sports model used a 1797cc, four cylinder, DOHC, 16-Valve motor, which was developed further. Power was enhanced via new pistons, an increased compression ratio and changes to intake and exhaust. The ECU was programmed for a higher rev limit and for the VTEC variable valve timing system to kick in later, narrowing performance to the top of the rev band. These engines were hand-built with initial production limited to a mere 25 per day, since only Honda's most experienced engineers were qualified to polish the intake ports.

The specifications were incredible on paper, but more so the driving experience. A recurring criticism of powerful front-wheel-drive cars was the difficulty of control at the limit, but this model largely eliminated these issues, being a rewarding 'driver's car' that remained fairly easy to drive.

This was reflected in near-universal acclaim, some calling it the best front wheel drive car ever made.

With the model's success elsewhere, Honda decided to import the Integra Type R into Europe to raise sporting appeal, making it the first Type R sold here officially. The 187bhp UK specification model could achieve 0-60mph in just 6.2 seconds, and race up to a top speed of 145mph. These cars are considered by many as the pinnacle of the Type R badge and strong demand keeps values relatively high. ■

67

HOW TO BUY YOUR SUBSCRIPTION OFFER 1. DIGITAL EDITION: VISIT pktmags.com/retrocars OFFER 2. PRINT EDITION: COMPLETE THE ORDER FORM BELOW

!YES! PLEASE START MY SUBSCRIPTION TO RETRO CARS MAGAZINE DELIVERY / PAYERS DETAILS

Mrs/Ms/Miss/Mr ............... Forename .............................................................

Surname ........................................................................................................

Address ......................................................................................................... ...................................................................................................................... ......................................................................................................................

2 EASY OPTIONS...

.................................................................... Post / Zip code .........................

Country ..........................................................................................................

Daytime phone ............................................. Mobile ......................................

Email ..............................................................................................................

UK SUBSCRIPTIONS (DIRECT DEBIT ONLY) I wish to pay by Direct Debit paying just £5 for the next 3 issues (SAVING

62%). I understand that after 3 issues my subscription will continue at £22.88 still saving 20% every 6 months - unless I write to tell you otherwise.

Instructions to your Bank or Building Society

Name of Bank ................................................................................................

Address ......................................................................................................... ...................................................................................................................... ...................................................................................................................... ............................................................... Postcode .......................................

Account name ...............................................................................................

Sort code Account number

OFFER 1. DIGITAL EDITION

FREE RETRO CARS APP AND SAMPLE ISSUE PAY JUST £28.99 FOR 12 ISSUES AND SAVE 39%*

Signature ........................................................ Date ....................................

8 3 7 3 8 3

Direct Debits from the account detailed in this instruction are subject to the safeguards assured by the Direct Debit guarantee. I understand that this instruction may remain with Kelsey Publishing Ltd. and, if so, details will be passed electronically to my Bank or Building Society.

CHEQUE / CREDIT / DEBIT CARD

UBER-COOL TA22 CELICA

T5 POWERED VOLVO 240

modified classics MARCH 2016 Issue 93 £4.40

Originator’s Id number

WIDE-ARCHED WONDERS

UK 5 issues at £22.00 SAVING 31% £15.00

FULLY RESTORED RS2000

USA / EUROPE: 12 issues at £70.99

UBER-COOL TA22 CELICA

MARCH 2016 Issue 93 £4.40

BIG-POWER DRAG CHEVETTE

I enclose a cheque made payable to Kelsey Publishing Limited (drawn from a UK account)

Please debit my

Visa

Visa Debit

T5 POWERED VOLVO 240

modified classics

REST OF WORLD: 12 issues at £77.99

MasterCard

QUATTRO POWE

WIDE-ARCHED WONDERS

XXXXXXXXXXXXXXXXX

Exceptionally rapid 509bhp Audi Sport Quattro repl replica

FULLY RESTORED RS2000

JENVEY DYNAMICS:

HOW THROTTLE BODIES ARE MADE

www.retrocarsmag.com

PROJECTS:

RANGE ROVER, SAAB AND ROLLS ROYCE ACTION!

ULTIMATE STANCE:

THE HIGHS AND MANY ‘LOWS’

www.facebook.com/RetroCarsMagazine

@RetroCarsMag

BIG-POWER DRAG CHEVETTE

QUATTRO POWER XXXXXXXXXXXXXXXXX

Exceptionally rapid 509bhp Audi Sport Quattro replica

JENVEY DYNAMICS:

HOW THROTTLE BODIES ARE MADE

www.retrocarsmag.com

PROJECTS:

RANGE ROVER, SAAB AND ROLLS ROYCE ACTION!

ULTIMATE STANCE:

THE HIGHS AND MANY ‘LOWS’

www.facebook.com/RetroCarsMagazine

@RetroCarsMag

Card number Security number

Valid from ............ / ............ Expiry date ............ / ............

Signature ............................................................. Date ...................................

(UK ONLY) PLEASE SEND COMPLETED FORM TO:

FREEPOST RTKZ-HYRL-CCZX, retro cars, Kelsey Publishing Ltd., Cudham Tithe Barn, Berry’s Hill, Cudham, Kent, TN16 3AG (INTERNATIONAL ONLY) PLEASE SEND COMPLETED FORM TO:

retro cars, Kelsey Publishing Ltd., Cudham Tithe Barn, Berry’s Hill, Cudham, Kent, TN16 3AG, ENGLAND

*39% saving based on digital cover price of £3.99 per issue.

AVAILABLE ON THE APP STORE AND POCKETMAGS.COM

RCA345

PHONE TOLL FREE FROM USA:1-888-777-0275 (7am-3pm EST) INTERNATIONAL ONLY PLEASE CALL: 0044 (0)1959 543 747 Offer/prices available until 30th September 2016. Kelsey Media Ltd., uses a Multi Layered Privacy Notice giving you brief details about how we would like to use your personal information. For full details visit www.kelsey.co.uk or call 0333 043 9848. If you have any questions please ask as submitting your data indicates your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to you via direct mail, phone, email and SMS. You can opt-out at ANY time via email data.controller@kelsey.co.uk or 0333 043 9848.

pktmags.com/retrocars

SUBSCRIBE TODAY WHICH ONE SUITS YOU? OFFER 2. PRINT EDITION

3 ISSUES FOR £5

*

SAVE UP TO 62%

NEVER MISS AN ISSUE

FREE DELIVERY DIRECT TO YOUR DOOR

UBER-COOL TA22 CELICA

modified classics

R IDE

MARCH 2016 Issue 93 £4.40

2.8 M52 W BMW E21

modified classics

WIDE-ARCHED WONDERS

X X-RATED ESCORT

PERFECT GOLF GTI

Wide-arched Mk2 Sport

Mighty fine Mk1 sets the standard

modified classics

JANUARY 2015 Issue 91 £4.40

BALLISTIC 400BHP BEETLE

T5 POWERED VOLVO 240

LOW LIFE PING, AIR-BAGGED LOTUS ROPPING, BELLY-SCRA HOME-BREWED, JAW-D

ELITE!

MK1 RKED FIESTA RADICALLY REWO

CONCOURS 2.0 205GTi

FULLY RESTORED RS2000 O TYPE-R MIGHTY METR

SUPERBAD MERC SEL

PERFECT

UDE 2ND GEN PREL

O P R SALOON SUPE

CRIBER QUATTRO POWER S B U S XXXXX XXXXXXXXXXXX C20XE WITH A REV-HAPPY C20 -CHASING CHEVETTE WIDE-ARCHED ESCORT

NEC OLDIES:

FULL REPORT ON THE CLASSIC MOTORSHOW

www.retrocarsmag.com

PROJECTS:

MERC 190E, SAAB 900, ALFA 155 Q4 + ROLLS ROYCE

RALLY V8:

RACE-READY RESTORED ROVER SD1

www.facebook.com/RetroCarsMagazine

TE BIG-POWER DRAG CHEVET

PLUS: OPEL TREFFEN • READER LOCK-UP • SCRAPPAGE SCHEMES

SLAMMED DYANE

XXXXXXXXXXXXXXXXX

Exceptionally rapid 509bhp Audi Sport Quattro replica

JENVEY DYNAMICS:

@RetroCarsMag

PROJECTS:

HOW THROTTLE BODIES ARE MADE

www.retrocarsmag.com

RANGE ROVER, SAAB AND ROLLS ROYCE ACTION!

ULTIMATE STANCE:

THE HIGHS AND MANY ‘LOWS’

www.facebook.com/RetroCarsMagazine

CITROEN AX:

MAD HILLCLIMB RACER REVS TO 9800RPM! www.retrocarsmag.com

PROJECTS:

NEW: MERC 190E, SAAB 900 TURBO + MCRAE SCOOBY

NOVA 1.4:

HARDCORE 180BHP RALLY WEAPON

www.facebook.com/RetroCarsMagazine

@RetroCarsMag

@RetroCarsMag

*UK Direct Debit offer only

IBERS ALL PRINT MAG AZIN E SUB SCR S OF BER MEM LLY TICA OMA AUT ARE : YOU NG GIVI S, PLU IBER SUB SCR

d events and products Prefe rential rates on our associate ucts to choose from A constantly refre shed range of prod other Kelsey titles on s First acce ss to subscript ion offer rite brands favou your on Exclusive discounts etitions comp only r cribe subs Free entry into

s shop.kelsey.co.uk/subscriberplu

3 EASY WAYS TO ORDER

1 ONLINE shop.kelsey.co.uk/rca345 2 POST Fill in the form and send to: FREEPOST RTKZ-HYRL-CCZX, retro cars Magazine Subscriptions, Kelsey Publishing Ltd.,

Cudham Tithe Barn, Berry’s Hill, Cudham, Kent, TN16 3AG

OUR SUBSCRIPTION TEAM 3 CALL 0333 043 9848

& quote offer code RCA345

Hotline open: Mon - Fri 8am - 6pm. Please note that calls are charged at your local rate, for further information please check with your service provider.

COMPARISONS MR2 v CRX

Pocket Rockets Just as the hot hatch got itself installed as the performance car of choice, the Japanese launched their own breed of tiny performance machines.

Words: Pau l Wage r

T

he early 1980s saw the automotive landscape undergoing some big changes as Cortina became Sierra, the Cavalier embraced front-wheel drive and hot hatches replaced traditional sports cars like the MGB and Alfa Romeo Spider. Suddenly manual

70

P i c s : M i c h a e l W h i t e s t o n e ( M R 2 ) , P a u l W a g e r ( CR X )

chokes, luggage racks and rear-drive handling were out of vogue, in favour of hatchback versatility and crisp fuel-injected engines. With sharp and sure-footed handling, these new front-drive shopping cars could beat proper exotics cross country.

No sooner had customers turned

away from the locked and bolted gates of MG's former home of Abingdon and started to form a queue at the local Ford and Volkswagen dealerships, than another challenger entered the market from an entirely unexpected direction: Japan.

It had taken time for the Japanese RETRO JAPAN E S E

makers to gain acceptance in the European market, but by the early 1980s, they were beginning to gain a foothold. The pace of change in their product ranges was remarkable too: Those 1970s Bluebirds and Carinas, which were little more than copies of the Cortina, had now given way to modern styling, high-revving twin-cam engines, clever lightweight construction and a standard specification which offered electric windows and mirrors, music and a sunroof when your VW dealer still delivered a brand new Golf with wind-up windows and a gaping hole in the dash.

When Toyota unveiled the MR2 in 1984, it showed just how radical the Japanese industry could be. With its exotic mid-engined layout and 16-valve twin cam motor, it offered a taste of Ferrari at Golf money.

Rather less radical but no less a revelation was Honda’s diminutive CRX, which started out as a simple coupé version of the Civic hatch.

It then matured into a real pocket rocket, with the addition of the firm’s trick VTEC engine technology which, allied to the car’s go-kart handling, gave it a real race car feel.

The MR2 and CRX are just two examples of the type of car which offered a tempting – and affordable – slice of exotica as an alternative to the hot hatch and since they’re two of our favourites from the era, we chose to contrast their different approaches.

If you were in the market for a GTI in the mid-1980s and fancied something a bit more racy before the spectre of mortgage and kids beckoned, which would you have gone for?

Toyota MR2

Toyota, better known for its relentlessly humdrum but very reliable hatches and saloons, had quietly been investigating the idea of an affordable sports car for the US market during the early 1980s and showed its ‘SV-3’ concept at the 1983 Tokyo show. The sharpedged, mid-engined sports car was no doubt dismissed at the time as just another concept but went on sale the following year in remarkably unchanged form as the MR2 – the name, according to Toyota, standing for ‘Midship Runabout 2-seater’.

Technically, the car was fascinating and not only for its mid-engined layout. Despite weighing in at just 977kg in European spec, the bodyshell was extremely rigid thanks to the RETRO JAPAN E S E

use of no fewer than five structural bulkheads and weight distribution was a well balanced 44/56 front/rear.

Power came courtesy of the famed AE86 Corolla’s twin-cam, 16-valve engine, dubbed 4A-GE in Toyota-speak.

Originally developed and manufactured as a joint venture between Toyota and Yamaha, it featured forged rods and crank running in an iron block and topped with an alloy head. Toyota claimed that extensive use of Finite Element Analysis had allowed it to get the weight down to just 123kg.

Fuelling and ignition was handled by Toyota’s own D-Type fuel injection based around a manifold pressure sensor and providing mapped fuelling and ignition – advanced for 1984 when the GTI and even the Mercedes-Benz SL were still relying on Bosch’s analogue K-Jetronic system. The engine breathed through Toyota’s T-VIS variable induction system, now commonplace but again novel for 1984. A solenoid opens a set of butterfly valves in the inlet tracts at 4650rpm, effectively varying the gas speed of the inlet charge to ensure both good low-

speed torque and high-speed power.

The result was an engine with a fizzing character and a handy power output of 122bhp at 6600rpm in UK spec, with an impressive 7600rpm redline which was a world away from both Volkswagen’s EA827 eight-valver used in the Golf since the 1970s and Ford’s coarse CVH. Just like Mazda’s later MX-5, the MR2 may have been conceived as an affordable sports car for the US market, but in the UK it was priced at the higher end of the hot hatch market, retailing at £9295 in 1985 when a Scirocco was yours for £8573 and the closest in spirit if not performance was perhaps the ageing Fiat X1/9, still soldiering on at £7107.

The MR2 was loved by the bearded, Aviator-wearing road testers of the mid-1980s, who fancied themselves as keen road warriors and loved the raceinspired mid-engined layout. The car rapidly gained a cult following in the UK but although it sold in respectable numbers, it could never challenge the dominance of the hot hatch with buyers who needed four seats and a big boot. »

71

COMPARISONS MR2 v CRX

“As power continued to rise, Porsche was forced to work harder and harder to rein in that tail-happy reputation ”

The MR2 evolved into the more rounded second generation in 1989 and many readers will remember the Autocar cover which claimed it was a sports car “even Italy would be proud of.” The second generation was a bigger seller and is still plentiful today while the Mk1 seems to have disappeared from sight.

There are a couple of very simple reasons for that: First was that midengined layout, which gave the car such nimble handling and allowed it to grip so hard. Until very suddenly it didn’t grip any more and your unlucky MR2 pilot was standing in a ditch shouting into a giant analogue mobile phone for the AA. Autocar’s testers praised the car’s handling in the dry but

72

reckoned it could be more of a handful in the wet and many were caught out after lifting off suddenly mid-bend.

The second reason is the unfortunate propensity of the bodywork to crumble in the British climate when they were a few years old. By then, of course, they were simply old cars and their values weren’t high enough to justify expensive bodywork repair, which makes this 1989 example a really unusual beast indeed.

With just 58,000 miles showing, it’s a real timewarp piece and comes complete with the original dealer sticker in the back window and a thick history file.

It’s the details which so often make the difference and this one comes with the clip-in panels to cover the lift-out glass

panels of the T-Bar roof, plus the original storage bag and the Toyota stereo.

It’s easy to forget how compact the original MR2 is until you’re standing next to it and realise the roof is at chest height: It’s just 49 inches tall.

Inside, the cockpit is styled to give an impression of a fighter jet, with a driver-focused binnacle, deeply dished three-spoke wheel and a joystick-like gearlever sprouting from the high central tunnel. It’s very much a product of the 1980s and in my opinion, all the better for that. It works, too, with the deep-set driving position similar to a Porsche or Ferrari and all the controls laid out in a very modern way.

The injected, twin cam engine fires RETRO JAPAN E S E

“...the odometer shows 126,000 miles and every driver of this CRX over its 25-year life will have driven it like he stole it” on the first twist of the key and it’s a noisy beast although refined in its power delivery. It was the Japanese that taught the world that high-performance sports cars don’t have to be hard work to drive – a philosophy ultimately expressed in the Honda NSX – and the MR2 is no exception, with a light throttle and clutch matched to a nice precise shift action. The lack of power steering does make itself known while manoeuvring for photographs, but at anything above walking pace, it lightens up.

The MR2 has an enthusiastic character to it and revs freely, which is just as well considering maximum torque is 105lb/ ft at a peaky 5000rpm. On the other hand, its light weight and low gearing does mean the car is flexible enough to make heavy traffic an easy business.

The MR2 uses MacPherson struts all round and although it’s a firm setup, the car does manage to provide a decent ride quality – better, for example, than an MG TF and something which road testers praised at launch.

The MR2 scores surprisingly well for practicality too, with space behind the seats for stuffing coats and paperwork, while the rear boot is a generous size and the front boot offers useful storage space in front of the spare wheel.

If you were looking for a taste of Ferrari magic at a real-world price, then the MR2 was just the ticket and that’s something which remains true today.

Behind the wheel, it really does feel like something that little bit different from RETRO JAPAN E S E

the mainstream and its rarity value makes it more exotic than the Ferrari 328 and 348, as witnessed by the number of stares it attracts on the road.

Honda CRX

It’s not often you have a car’s owner sitting next to you exhorting you to keep your foot in until it hits the limiter, and even less often is that limiter at a heady 8300rpm... but CRX owner Mark Rachael just laughed as I made an excuse about not wanting to break his VTEC motor. As he pointed out, the

odometer shows 126,000 miles and every driver of this CRX over its 25-year life will have driven it like he stole it.

Yet, in typical Honda fashion, it’s still in one piece. It’s that kind of car, the CRX: A little go-kart which is as easy to drive as the average blue-rinse Civic but which can be grabbed by the scruff of the neck and thrashed like a touring car racer when the mood takes you.

Like many of the best cars, there was no single thing about the CRX which was in itself revolutionary but it was the rightness of the whole package which created its appeal. »

73

COMPARISONS MR2 v CRX

The story began in 1984 with the first generation CRX, originally badged Civic CRX (or Ballade Sports in Japan) and essentially a coupe sitting on a Civic platform shortened by five inches and two inches lower. Powered by a 1588cc version of the alloy Civic engine, with Honda’s own PGM-Fi injection and a novel (for 1984) 12-valve head featuring two intake and one exhaust valves per cylinder, it was good for 100bhp at 5750rpm and with an 800kg kerb weight it created a brisk car which felt much quicker. Road testers back in 1984 were surprised to find it took just over nine seconds to crack the 60mph sprint. In 1985, the little coupé gained a 1590cc, 16-valve engine good for 125bhp, in which form performance was improved: A top speed of 124mph and 0-60 in just 8.3 seconds.

The original CRX was replaced in Tech Specs

1988 with a car which at a glance looked similar and was again a coupé based on the Civic hatchback. But, under the skin, much was changed. Gone was the coil-over and torsion bar front suspension and beam rear axle in favour of a fully independent set-up using wishbones at all four corners. The new suspension also allowed the designers to lower the bonnet line by 30mm.

UK-market cars retained the 1.6 16-valve engine initially but in 1989, Honda dropped in its famed VTEC technology and made a good thing even better. The acronym stands for Variable Valve Timing and Lift Electronic Control and as the name suggests, it alters the timing and lift of the camshafts, effectively offering two camshaft profiles to allow both good torque at lower speeds and good power at higher engine speeds. And by higher

Toyota MR2

Honda CRX VTEC

Engine

1587cc/4-cyl/DOHC

1595cc/4-cyl/DOHC

Power

122bhp@6600rpm

150bhp@7600rpm

Max speed

122mph

124mph

0-60mph

7.7sec

8.0sec

Economy

30mpg

28mpg

74

engine speeds, Honda meant over 8000rpm, an impressive achievement from a four-cylinder production engine and something which showcased its engineering talents, easily the equal of the established giants like BMW. On the 150bhp B16A1 engine as used in the CRX, the VTEC changeover happens at 5200rpm, which means that many Civic owners must have gone their whole lives without ever having experienced it. Keep your foot in though and there’s an abrupt change in character as the already free revving engine changes its exhaust note noticeably and suddenly takes on a new urge towards the redline, with maximum power not arriving until 7600rpm. The effect is somewhere between a 1980s turbo car suddenly coming on boost, and cracking open the second choke on a carb-fed engine, but is also quite unlike either of them. The need to get some revs on before the engine does its stuff is the reason why VTEC drivers develop the habit of driving these cars so hard and also explains why Honda engineered them to sustain regular bouts of 8000rpm-plus thrashing.

The rest of the CRX’s make-up suits the character of that VTEC RETRO JAPAN E S E

smaller than all its obvious competition.

At a retail price of £11,150 it was priced on a par with the Delta HF Turbo and Reliant Scimitar SS1 Turbo, meaning that apart from the £2000 more costly MR2, its only real competition was from the mainstream hot hatch: The Peugeot 205 1.9 GTi at £10,765, the 16-valve Golf GTi at £12,998 and Ford’s Escort RS Turbo at £12,300. While some of them might have matched the Honda’s pace on paper, none of them offered quite the miniature race-car feel of the CRX.

Verdict

It’s tricky to pick a winner here since these two are very similar in many ways and both are rarities today with equal appeal to anybody who grew up reading Fast Lane magazine at school. After driving the MR2, I’d have picked the Toyota for the way it took the mid-engined idea and made it work as a practical everyday car, which was somehow more exotic than any hot hatch. After revisiting the CRX, though, I’d changed my mind again: I’d forgotten what a blast these little rockets were and any car which can manage over 100,000 miles of being driven that hard gets my respect. n motor superbly too. The interior is spartan and black, in typically Honda fashion, but all the better for it. It’s nominally a 2+2 but the rear seat is little more than a hard plastic shelf with a couple of lap belts and it’s best to view the car as a comfortable twoseater with the capacity to stand in for the school run when required.

It’s been a while since I tried a CRX and like the MR2, they’re a rare beast in the UK. The later ‘Del Sol’ model – dubbed ‘Del Slow’ by CRX enthusiasts – is much more numerous. Like the Toyota, the Honda suffered from body rot but was also frequently modified with 17-inch wheels and Fast and Furious style body mods, with plenty crashed into oblivion over the years.

When Mark offered the keys I jumped at the chance to reacquaint myself with the car and it made me question exactly why it was that back in the mid-1990s, I bought a Peugeot 205 GTi instead of the CRX a colleague was raving about at the time.

Certainly, the quality of the Honda’s interior beats the French plastics hands down. Mark’s car rides on lightly uprated suspension but even so, there isn’t the myriad of squeaks and RETRO JAPAN E S E

rattles you usually hear in a 25-yearold hatchback. Not that the howl of 16 valves hammering away at 8000rpm would let you hear them anyway...

You sit low in the Honda and its firm ride and compact dimensions contribute to the racy feeling, with the car offering superbly usable handling thanks to its firm chassis and short wheelbase.

The go-kart effect is something like a modern interpretation of the classic Mini (long before the idea was a glint in BMW’s eye) and back in 1989, Autocar’s road testers reckoned the car’s tendency to understeer at the limit made it impressively safe, too. Those same road testers did criticise the car’s ride over broken surfaces, though, and there’s no arguing that it does tend to crash and bang over potholes and ruts. But that’s all part of the fun and lets you know you’re in something really quite focused.

One measure of the CRX’s success as a package is that contemporary road tests simply didn’t know what to compare it with. The first generation found itself compared with machinery as diverse as the MR2, VW Scirocco, Silvia Turbo and even the Panther Kallista. The secondgeneration car, though, was in a field of its own, either faster, cheaper or

Thanks

Big thanks go to Mark Rachael for bringing along his 1989 CRX for our photographs, one of only two standard pre-’92 CRXs we were able to rustle up.

Mark’s owned the car for several years now and drove it as his everyday car before tucking it away in the garage after a minor bump and buying himself an S2000. Amazingly, he found the S2000 lacking in excitement after the CRX, which was duly repaired and put back on the road, complete with a superb set of period Rays alloy wheels.

Impressively, Mark’s currently using the CRX as an everyday driver and reckons it’s surprisingly practical, with parts on the whole pretty easy to obtain – the front hubs for example are the same as the Honda-based MG ZS, which means a neat brake upgrade can be achieved simply by bolting up the MG parts. Clearly a Honda convert, Mark’s only regret is that he didn’t buy an NSX back when they were still affordable...

Thanks also to Cherished Classics in Leicestershire for providing this gem of an MR2. It has now sold, but you can check the stocklist at www.cherishedclassiccars. com or call 01509 881106.

75

HISTORY FAR EAST INVASION

THE FAR EAST INVASION We chart the rise of the Japanese manufacturers during the 1980s and 1990s, and how they came to conquer Europe.

WORDS: IAN SEABROOK

J

apanese cars began to be exported in the 1950s, in very small numbers to start with. In fact, it wasn't until the 1970s that sales seriously began to rise, led by the Datsun 240Z and first generation Honda Civic.

Yet by 1980, the annual output of the Japanese motor industry surpassed that of the mighty United States. Two years later, Honda even established its own factory in the US, to produce the Honda Accord. Other manufacturers would soon follow.

It was a similar story in Europe, with joint developments and independent operations bringing varied degrees of success. It wasn't all plain sailing – one manufacturer ended up admitting defeat and retreated back to the Far East.

Far from just assembling Japanese products in Europe though, we'll see

that the real key to success was to adapt to local conditions and expectations.

Nissan – the first Britishbuilt Japanese car?

The Nissan Bluebird T12 has the distinction of being the first Britishbuilt Japanese car, but it's a bit questionable, as we'll see. For a start, very early T12s were actually built in Japan and imported as normal, but it wasn't long before the Sunderland plant was churning out Bluebirds by the thousand – the first left the production line in the summer of 1986.

Now it must be said, the Bluebird was no match for an Austin Montego or Vauxhall Cavalier when it came to driving dynamics. The handling, while safe, was not exactly inspiring and there was little for the enthusiastic driver to enjoy – until the arrival of the ZX Turbo.

But, the public didn't really mind. Most people didn't drive like they were on a race track and just admired the excellent build quality and unquestionable reliability.

The Bluebird was well equipped too. When the Bluebird was mildly facelifted in 1988, all but the base LS had power steering, and even that had four electric windows, a sunroof and central locking. It certainly helped the Bluebird gain a foothold in the all-important fleet markets, where toys equalled bragging rights. The Bluebird became a very regular sight on minicab fleets too, where its tough nature was broadly welcomed.

Oddly, the estate version had different styling, and was still built in Japan. Technically, this was the only genuine Bluebird as really, the British version was a secondgeneration Stanza. As we'll see

Bluebird was the first Nissan to be built in Britain, for the European market. A facelift did little to disguise the very-clear Japanese roots.

The K11 Micra was also built in Sunderland, and was a massive sales success.

The all-new Primera of 1990 was far more tuned to European tastes.

76

Anthony Reid battled hard in the BTCC in his P11 Primera.

RETRO JAPAN E S E

Honda Ballade was built in Longbridge by Rover. Unlike the first-gen Ballade, the secondgen was sold in the UK.

with the Accord, deciphering this history can be difficult, as you find unrelated cars with the same name.

167,671 Bluebirds were assembled at Sunderland before the Primera P10 took over – a car much more tuned to European tastes with cleaner styling and better road manners. It was very well received, aided by entertaining exploits in the British Touring Car Championship.

Anthony Reid in particular did much to raise the car's profile, though Laurent Aïello managed to take the drivers' championship in 1999 – by which time most manufacturers had pulled out.

876, 172 Primeras were built here.

From 1993, the Micra K11 was built in the UK too, and nearly 1.4 million had been produced by the time production of that model ended nine years later.

Quite a hike in production. It was the first small Japanese car to be produced in Europe and again, it was very much tailored to European tastes. It helped that it was partly inspired by the Mini, right down to identical engine options of 998cc and 1275cc. Japan continued to build its own version, the March,

Concerto was a full joint-development with Rover, who built Concertos alongside its own 200 R8.

back home. For Nissan in Europe though, there was no looking back, and the Sunderland factory continues to be one of the best in the world.

Honda – the other Britishbuilt Japanese car While the Nissan Bluebird certainly has a strong claim to be the first British-built Japanese car, technically the Triumph Acclaim predated it. The Acclaim had a lot more British content of course, including seats that used Ford Cortina frames, but the engines and transmissions were shipped in from Japan. Even with Triumph badges, there was no hiding its Oriental origins, though buyers minded not at all. It meant a car that generally behaved itself and warranty claims were far lower than the rest of the British Leyland pack.

Launched in 1984, the Rover 200 (SD3) replaced the Acclaim, and was based on the second-generation Ballade. More than 400,000 200s were sold in just five years, proving how well the relationship with Honda Is this a British-built Japanese car? A Honda Land Rover.

was going. The difference was that Rover was trusted to build the badgeengineered Honda Ballade alongside its own cars from 1986, about the same time as Nissan began building Bluebirds. The Ballade was only available with a 1488cc engine that was not used in the SD3 – the Rover made do with a 1.3-litre Honda engine or Rover's own 1.6-litre S-Series engine.

73,842 Ballades were built by Rover, and it gave strength to the alliance.

Rover was allowed a much stronger say in the development of the next Rover 200 (R8) and again, Honda's Concerto would be built on the same production lines. Sadly, things soured when Rover was suddenly sold to BMW in 1994. By this time, Honda had got itself established in the UK anyway, with the Accord and Civic built in Swindon.

One final British-built Japanese car that shouldn't be overlooked is the Honda Crossroad. This was developed at the height of the Honda/Rover alliance, and was nothing more than a Land Rover Discovery with Honda badges, so a reversal of the Acclaim principle.

Perhaps unsurprisingly, this wasn't a huge success, with fewer than 1000 sold. While the Discovery certainly has remarkable off-road ability, far more than any Honda at the time, the build quality and refinement were not really in the same class as Honda's saloons.

Honda goes it alone The Accord of 1992 would also share its underpinnings with a Rover – the 600 – but this time, the cars would be built in separate factories. Sadly, the Honda was dumpy and bland in a way the sharp-suited Rover just wasn't, so it didn't really generate much of a following. To confuse matters, different Accords were built in America and Japan, with estates and coupés from » RETRO JAPAN E S E

77

HISTORY FAR EAST INVASION

Fifth-generation Civic was a huge British-built success.

Four-door saloon was also built at the Swindon plant.

Fifth-generation Accord was perhaps a bit too plain. Sporty accessories did little to raise the appeal.

America being sold in the UK alongside the British-built saloon. Honda tried to up the glamour of the Accord by taking part in the British Touring Car Championship, though without notable effect. The best result was James Thompson finishing third in the drivers' championship in 1998.

More of a sales success was the fifth generation Civic, also launched in 1992 with an unusual split-tailgate on threedoor models. Again, specifications around the world could get confusing.

As well as being built in Swindon, the Civic was also built in Japan, the USA, Pakistan, Taiwan, South Africa, The

Philippines and even New Zealand.

The fifth-generation Civic was a bit softer than earlier versions, again a Japanese manufacturer adapting to local conditions. Styling was less radical, suspension was more compliant and sales became stronger as a result. A shame for enthusiasts, as it was the hardcore, edgy nature of the sportier third- and fourth-generation Civics that really appealed. Even the CRX became a softer vehicle, more about style than outright pace. The new CRX Del Sol was built only in Japan.

The Swindon factory currently produces the Civic, Jazz and

The Carina E â&#x20AC;&#x201C; E for Europe.

Toyota's first British-built car.

78

James Thompson raced the Accord in the BTCC.

CR-V, and has built more than two million vehicles since 1992.

Toyota â&#x20AC;&#x201C; Carina E Toyota was the last of the big Japanese manufacturers to gain a foothold in the UK, opening its plant at Burnaston, Derbyshire and an engine plant on Deeside in North Wales in 1992. While the previous Carina models had been unmistakably Japanese in design, the Carina E was again tuned more to European tastes. Still, it was hardly the final word in excitement, but it soon began to replace the ageing Bluebird on

Julian Bailey takes out team-mate Will Hoy in the 1993 BTCC.

RETRO JAPAN E S E

minicab fleets around the country, and also proved popular as family transport.

More than 216,000 Carina Es had been produced by the time the Avensis replaced it in 1997. There were British Touring Car Championship exploits for the Carina E too, and the battles between team mates Will Hoy and Julian Bailey became the stuff of legend.

Sadly, there wasn't very much success, but these were highly competitive times, with many manufacturers involved.

Like the Bluebird, the first Carina Es were actually Japan-built, with saloons constructed in the UK from December 1992 and hatchbacks from 1993. Estates joined the range from 1995, but again were available as Japanese-built prior to this. It was a massive success for the new factory, which now builds Auris and Avensis models for supply around the world.

Nissan in Spain The UK isn't the only European foothold for Japanese manufacturers. In fact, the first Nissan built in Europe (A Patrol 4x4) was built in Spain, not Sunderland, with Patrol production commencing in 1983. Nissan had bought into truck maker Motor Ibérica from 1979 onwards,

The first Carina E is still retained

by Toyota. A significant milestone car.

and Nissan badges began to be seen on Motor Ibérica's Ebro range of trucks and vans – we even got the Nissan Ebro forward-control van in the UK for a short time. When did you last see one? Primarily, the factory would build light commercials at first, such as the Vanette and Cabstar. In 1992, car production began with the Serena people-carrier – and its Vanette Cargo

van spin-off. The following year, the Terrano II 4x4 was added, and the badge-engineered Ford Maverick was also built at the Spanish factory.

The Terrano II was a successful attack on the family 4x4 market that was being exploited to good effect by the Mitsubishi Shogun and Land Rover Discovery. While it appeared a bit softer than the agricultural Patrol, the Terrano »

Left: Beating the Bluebird by three years, the 1983 Patrol. Centre: When did you last see an Nissan Ebro Trade van? Right: Serena spawned the Vanette Cargo, another Spanish-built success.

Left: Nissan's answer to the Discovery was Spanish built, and very capable. Right: Practical Serena was a Spanish-built MPV. And a slow one.

RETRO JAPAN E S E

79

HISTORY FAR EAST INVASION

II packed genuine off-road ability into its smooth lines, though few owners would really put them through their paces. A shame because with selectable fourwheel drive, a proper low-ratio gearbox and a limited-slip rear differential, these 4x4s were definitely capable.

The Nissan factory in Spain has proved very successful, and currently manufacturers light vans, the e-NV200 electric van/ taxi and the Pulsar family car.

Nissan's failed Italian adventure While Nissan had enjoyed success in Spain, a joint venture with Alfa Romeo went rather less well. Nissan hoped to add glamour to its model range, as its products were seen as rather dreary.

Alfa Romeo just hoped for anything that might bring a bit of profit in. It wasn't an entirely Italian build, as Nissan shipped over completed bodies for Alfa to fit its own running gear to. That consisted of a 1490cc flat-four boxer engine from the Alfasud, which gave 75bhp and 0-60mph in around ten seconds. The Cherry Europe did not hit the spot though, with a mere 27,900 built. The identical Alfa Romeo Arna sold more than 60,000, but it was still hardly a success and production ended in 1984. There would not be a follow up. This is unfortunate as once you get beyond the rather bland styling, there's a great car lurking beneath.

Mitsubishi – The Netherlands Mitsubishi didn't want to miss out on all the Euro-excitement, but went about

things in a different manner. It formed a joint venture with Volvo (and the Dutch state) and both manufacturers took on the former DAF factory in Born. This factory had produced rubber-belt drive DAF cars before Volvo took it over in the mid-1970s, where it then produced the 340, 440 and 480 passenger cars.

The first fruits of the new Volvo/ Mitsubishi relationship were the S40/ V40 and Carisma. These cars shared a platform and Mitsubishi hoped it would help them gain a foothold in Europe. Perhaps they overdid the conservatism though, as the Carisma was seen as having no charisma. A competent car, but one which seemed a little ungainly and uninspiring.

Things didn't get any better either, as Mitsubishi next entered into a relationship with DaimlerChrysler (as it was at that time) to build the Smart ForFour alongside the Mitsubishi Colt.

That wasn't a massive success either, and Mitsubishi was left on its own after just two years. The Colt remained in production, and was joined by the Outlander, which led to another joint venture, this time with Peugeot and Citroën. Badge-engineered versions of the Outlander were due to be built at the Born factory, but sales of the Peugeot Citroën pair were so slow that it never happened. Mitsubishi pulled out of The Netherlands in 2012 and the site was sold to VDL, which now builds MINI convertibles there. In fact, Mitsubishi Motors was also forced to close its factories in Australia (2008) and the USA (2015). The Japanese invasion is not immune to failure, it seems. Not that they abandoned European production entirely; the 2000 Shogun Pinin was so named because

A better car than its reputation, but Cherry Europe didn't bring desired glamour.

Mitsubishi simply got Pininfarina to build it for them in Italy instead.

Final Thoughts As a direct result of the quota system, which restricted the number of cars Japan could export to Europe, the Japanese brought their highly efficient production techniques here instead.

Domestic manufacturers here must have hoped that the quota system would protect them. It didn't, though it did inspire some of them to up their game. Ellesmere Port, home of Vauxhall, is one such example.

Yet it's Nissan's Sunderland plant that is the most productive in the UK. It has been a huge success and while it produced only slightly more than 5000 vehicles in its first year of production, it now churns out twice that every week and keeps 6700 people employed.

The Japanese invasion may have been catastrophic for some manufacturers, but it neatly demonstrates that with the right management and attitude, the UK is capable of competing with the very best the world has to offer. n

Left: Mitsubishi found success harder to achieve. Carisma didn't quite hit the spot. Right: Ex-DAF factory built the Outlander, but a tie-up with Peugeot Citroën failed. Mitsubishi's answer was simply to ask Pininfarina to build the Shogun Pinin.

80

RETRO JAPAN E S E

RETRO JAPANESE ROADTRIP

Gathered at Rockingham Motor Speedway in blissful sunshine.

THE RETRO

JAPANESE ROADTRIP Five blokes, five cars, and not enough maps to go around. Here's how not to do a roadtrip. Contains Isuzu Piazza.

WORDS: IAN SEABROOK PLUS OTHERS PICS: IAN SEABROOK AND CHRIS HOPE

Y

ou know how silly ideas sometimes happen? Well, this was one of those. It was actually Kelsey Media managing director Phil Weeden's

82

idea, though as he's the big boss, it may not be wise to point that out. It seemed simple enough. The team on Classic Car Buyer owns a great many Retro Japanese treats. So, why not

get them all together and enjoy a nice drive out to a few choice locations?

And so, we found ourselves gathered at Kelsey Media's Peterborough office one very chilly afternoon in February for a spot of 'let's have a look at yours then.' I'd bought my Honda Prelude specifically with this trip in mind. I have a lot of enthusiasm for Japanese tin and I was interested to see what the others thought of it. I was also very keen to try their cars. I mean, opportunities to drive an Isuzu Piazza don't come along very often and I hadn't driven a Subaru Impreza since my own Sport many years ago.

I had absolutely no preconceptions about Phil's Honda S2000, other than I knew they liked to rev. A lot. I had driven Suzuki Cappuccinos before and adored them. Have they stood the test of time? It was time to go, and the first destination was just 6.4 miles away â&#x20AC;&#x201C; Peterborough Services for fuel. I decided to take the Impreza first, mostly because I knew it'd have a good heater. Of course, things went wrong straight away when young James took a wrong turn, before admitting he didn't actually know where the services where. This really set the scene for the whole day...

It's amazing how quickly a really small car can just disappear when you're behind the wheel of an Impreza Turbo.

We eventually got to the services, cars were filled, and I decided to clean the windows of the mile-munching Impreza so I could actually see out of it. Then, we were underway properly.

RETRO JAPAN E S E

This was to be a day of frustrating traffic jams.

Cappuccino really is tiny.

Jon discovers that the Prelude's huge doors are not good in a tight spot.

James Howe Thoughts on the Prelude

Ian Seabrook My Honda Prelude 2.0i Automatic I adore Hondas of this generation.

Though Mr Honda passed away in 1991, you can still feel a heritage in these cars that goes all the way back to his earliest cars. For a start, you sit so low down that it immediately feels sporty, especially when you start chucking it into bends. To be honest, I bought it almost entirely for this feature, but it's been a great buy. In three days, including this feature, I covered over 700 miles

Invisible Cappuccino Our destination was Rockingham Motor Speedway, and we decided to go via the pretty town of Oundle.

Phil was now behind the wheel of the tiny Cappuccino, and he knew where we were going, so I decided to stick with him. Now, I know the Cappuccino really is tiny, but even I was surprised RETRO JAPAN E S E

in it. Great fun when you want it to be, but it'll just sit back and eat up the miles when you need to cover ground. Why are they so worthless?!

As I discovered in Shropshire recently, when the perfect driving road crops up, it's very capable indeed. Just nudge it into third when you want a bit more engine braking and control for a bend, but otherwise, just keep your speed up and enjoy. Wonderful.

when a lady in a light blue Vauxhall Agila pulled straight out in front of him at a mini-roundabout, having clearly not seen it. Having survived that, we then hooked up with the A427, which is a very entertaining road. I was fast falling in love with the Impreza's fierce acceleration and fabulous noise. The ridiculous-looking exhaust seemingly does have its plus points. It's the Âť

My first impressions of the Prelude car weren't great. Climbing into the car's grey-on-grey interior didn't exactly set the pulse racing.

I'll concede that it is solidly put together and, unlike the rather talkative cabin in my own car, doesn't exhibit any rattles or buzzes when on the move. I'm not a fan of the sweeping dashboard layout (it looks like it belongs in an MPV) but the OLED gauges and readouts within are utterly charming and perfectly legible. I'm very fond of the seats in the Prelude, though, and in typical Honda fashion it's easy to get into a near-perfect driving position. Really though, the Prelude's interior is of little consequence; if you are a Japanese car fan, you'll know that it has a good reputation for being fun to drive.

The fourth-generation Prelude is renowned for its prowess in the corners and with our convoy on the move, it doesn't take long to get a sense of the car's talented chassis. Even on cheap Chinese tyres, the Prelude turns in sharply and grips well, while body control is good and there's something about the feeling of balance in the chassis that inspires confidence.

The automatic gearbox suits the character of the surprisingly grunty, non-VTEC engine rather nicely.

Overall, I was pleasantly surprised.

I wasn't expecting the Prelude to present itself as an excellent budget GT, but that's exactly what it is.

83

RETRO JAPANESE ROADTRIP

Phil Weeden My Honda S2000

I’ve always enjoyed roof-down motoring, so was hankering for a sports convertible of some description, costing no more than £5k. The obvious candidate at the time was a Mazda MX5, BMW Z3, or Audi TT. But that was the problem – they are obvious choices. I wanted something a little left of field, but no less competent. That’s when the Honda S2000 popped up on the radar. They somehow feel more special than a Mazda MX5 (and are certainly rarer).

I love the uncompromised approach to the engineering. This isn’t a Honda Accord in a pretty dress, it’s a pure

sports car, with an in-line engine at the front, driving the rear wheels through a short-change six-speed manual gearbox. The steering is direct, the ride is firm but not too unforgiving, and the handling is entertaining. The S2000 has a reputation for being a bit tail-happy, but in truth a lot of that will be down to dodgy tyres, drivers or roads – or a combination of all three. The VTEC engine feels so strong. It’s frenetic and generally rewards an enthusiastic driving style.

And lastly, I think it’s a gorgeous looking car that looks contemporary now, 17 years on from launch.

One of Seabrook's scenic routes. We'd lost two cars by this point.

84

soundtrack that's so missing from the current World Rally Championship.

That flat-four bark that just eggs you on into the upper reaches of the rev range – until you realise you're about to drive over a small Suzuki.

We'd managed to get split up again, and somehow Jon ended up in front of everyone in my Honda Prelude. We reformed at the entrance to Rockingham, and I had great fun accelerating the Impreza through the tunnel that allows access to the inner paddock. Rockingham is the venue for the upcoming Japfest2 event on 26 June and it was fun to imagine what the place would feel like with drift and race cars in action. A lot noisier, I suspect. Hopefully warmer too!

I decided to wrap up warm and hop aboard Phil's S2000 next.

The roof had been dropped for photos, and I decided to keep it that way. After all, the sun was shining and I am British. The ambient temperature is just not important.

Taking the S2000 back through the tunnel was good fun – the exhaust has a good growl to it beyond 5000rpm,

Jon Burgess Thoughts on the S2000

How refreshing that we didn't end up with a Mazda MX-5 in our convoy. Boxster-baiter or no, the S2000 was a proper sports car from the get-go. First out of the blocks in the 1990s roadster revival though Mazda was, I feel the MX-5 was always a vanilla Roadster first and a serious drivers' car after you'd spent a lot of money honing the basic ingredients.

During our Japfest convoy, the S2000 was the car which worried me the most. Imagine you're handed the keys to a car renowned for snap oversteer, which also belongs to your boss. We'd like you to drive it and not get lost. No pressure.

Despite a relatively high mileage, Phil's S2000 felt utterly taut and docile. I'm not sure I'd have explored the outer reaches of its cam profiles had the roads been damp. On the boil, the S2000 would have given the Impreza a hard time on a twisty road, although I hardly felt skilled enough to exploit it.

RETRO JAPAN E S E

Chris Hope Thoughts on the Subaru Impreza

“Out on the road, we quickly got split up and lost with various degrees of hopelessness.”

My time behind the wheel of the Impreza during the road trip came once the trip was over – I drove it from Silverstone back to Peterborough after we’d called it a day. I’d enjoyed acquainting myself with it the previous weekend, during a drive down to an autojumble near Bristol via South Wales, so was happy for Ian, Phil, Jon and James to spend some time behind the wheel. It’ll surprise no-one when I say that I stepped out of the Impreza once I was back home with a big smile across my face. It isn't a refined car. The turbo-charger, for example, isn’t in the slightest bit sophisticated, with boost coming on all at once, while the ride transmits road imperfections almost unfiltered into the cabin. These aren’t complaints, these are the hallmarks that make the Impreza an iconic modern classic. Even off boost, the 208bhp from the Subaru’s flat-four is entertaining. A positive gearchange and steering only add to the fun factor. I didn’t think I’d like the Impreza, as its image and reputation can make it a bit yobbish for some, but it’s something I’d happily drive again and again.

when the acceleration really picks up, and it revs willingly beyond 8000rpm. With the roof down, I could hear the Impreza making its angry noise behind me. Delicious.

Out on the road, we quickly got split up and lost with various degrees of hopelessness. We'd decided to stop north of Northampton on the A508 for a driver change. Our ultimate destination was Prodrive in Banbury, Oxfordshire. After all, we had an Impreza and it only felt right to go and visit the home of the rally-prepared cars.

The problem was, the spot we'd identified on the two maps we had didn't seem to correspond very well with the two Sat Navs we had between us. My Sat Nav is also so old that it gets very confused about the route of the A43 near Kettering. I had Jon (Impreza) and James (Prelude) with » RETRO JAPAN E S E

Jon finally catches up with us at Silverstone in the S2000.

Chris Hope My Subaru Impreza

First things first, this isn’t strictly my car: It’s the equivalent of the backup car you’d see during a challenge in an old episode of Top Gear, only it’s a million times better than a Volkswagen Beetle. I was supposed to bring along my first gen Toyota MR2, however it failed its MoT and there was no time to do the necessary welding work before this trip came around. With that out of the way, the Impreza is a company pool car – and a fantastically entertaining one at that. It was bought at the beginning of the year with a little over 65,000 miles on the clock. The two previous owners have resisted the temptation to mess with it. Aside from its big aftermarket exhaust pipe, our 2000 Turbo is

completely standard. As such, it catches a lot of people off guard.

Free of the typical decals and gold wheels, and capable of making the 0-60mph dash in a smidge over six seconds, its easy to surprise middlelane-hogging German saloons. So far it’s been treated to a full service by Peterborough-based LP Performance (01733 268206), which at the same time sorted a flat spot under acceleration (old HT leads which were replaced) and a judder from the steering wheel at dual carriageway speeds (a loose rear caliper). Most Imprezas have led tough lives as council estate supercars so first impressions are that we’re on to a winner, especially so with those minor issues now put right.

85

RETRO JAPANESE ROADTRIP

me, while Chris (Cappo) was utterly, utterly lost, and Phil (Piazza) had seemingly gone an entirely different route. Presumably because his Sat Nav actually recognises the roads of today.

I'd managed to get my mobile phone set up for hands-free operation, though hearing the person the other end was tricky in a roadster with the roof down. I was trying to guide Chris, while also trying to fathom out where my Sat Nav was heading, and all the time wondering where Phil had got to.

Sat Nav shenanigans

Jon Burgess My Isuzu Piazza Turbo

D955 GYP is my third Piazza, though sadly I had to scrap the other two.

Isuzu's not-a-Scirocco normally comes in two flavours â&#x20AC;&#x201C; terminally rusty or offensively mint. Mine's even rarer â&#x20AC;&#x201C; it's about halfway in between. It's a 150,000 mile example, built before Lotus fine-tuned the suspension at the behest of importers International Motors (IM). It passed into my hands from the Isuzu Piazza Turbo Owners' Club (IPTOC) nine months ago.

Piazzas became my 'thing' from the first moment I saw one. I'd never seen a car with headlight 'eyebrows' before. I wasn't aware that the Alfa

We weren't on the A14 for long, thankfully, because my Sat Nav reckoned it'd be more fun to come off at Rothwell and join a bendy, twisty road that runs alongside the A14 for a while, before veering off to join the A508 further south. When it comes to good driving Montreal, Iso Lele and Lamborghini Jarama had got there first. Although prices are steadily hardening as the 1980s becomes fashionable again, the 1662 Piazzas we ended up with were never particularly valuable.

Isuzu's only UK road car (rather than 4x4s) remains the cheapest of the Japanese turbo coupe club, long overtaken by the likes of Nissan's Silvia and Mitsubishi's Starion.

Also, the indicator's on a mad puck thing to the right of the steering wheel. Wilfully different and a bit crude: Yes, I get on fine with my Piazza. It's not going anywhere.

Arriving at Prodrive's hugely impressive new HQ.

86

Ian Seabrook Thoughts on the Isuzu Piazza Turbo

I picked Jon's Piazza to focus on here as I thought I'd probably be the kindest to it. Sure, it's a little tired and yes, it feels quite ancient in some ways, but I found it a very charming car to drive. Mind you, I'm a big fan of the Vauxhall Chevette too, and there's a lot of shared heritage here. Despite the turbocharged engine, the overall soundtrack of the car reminded me very much of 1970s Vauxhalls.

The engine is quite remarkable too.

It doesn't have the wham-bam explosive effect of the Impreza.

In fact, it doesn't even have the marked change in power of the S2000's VTEC powerplant either.

It's a very progressive turbo.

Then you must consider the looks. This is one of those cars that looks like a concept car they just decided to put into production.

Probably because that's what happened. 1979's Giugiaro 'Ace of Clubs' concept car became 1981's production reality, and I really like it for that. It also proves how much older this car really is than the rest of the gathered motors.

It may only be five years older than the Prelude, but it's really from a different generation.

RETRO JAPAN E S E

Other Subaru rally legends. Richard Burns won the 2000 Safari Rally in this Impreza. Legacy is Prodrive's first Subaru WRC car.

roads, my ancient GPS often comes up trumps, and this was no exception. I had great fun driving a bit too quickly in the S2000. While it does certainly rev very highly indeed, you can maintain great speed without having to rag it senseless.

That said, I found the six gear ratios were unnecessarily close, so I swiftly started skipping gears. Several times, I went for a higher gear only to find I was already in sixth. The ride is surprisingly refined though, better than my Prelude I reckon, and it's a very enjoyable place to sit. I'd even had to turn the heater down because it was melting my shoes.

Eventually, having entirely lost the others, I pulled up in the centre of Northampton. It was just pure chance that this happened to be outside a sex shop and don't let the others convince you otherwise. Phil appeared after not too long, but we had a bit of a wait for Chris. Spotting a tiny Suzuki in a sea of traffic is tricky.

I now transferred to the Piazza, Phil was in the Prelude, James the Impreza, Jon the Cappuccino and Chris would have a chilly time in the S2000. The drive to Banbury was a frustrating business, with traffic jams and trucks conspiring to remove any thought of fun. Neither the A45 nor the A361 delivered much driving pleasure.

Sitting at temporary traffic lights at least allowed me plenty of time to take in the radical, and baffling, dashboard layout of the Piazza. It really is like nothing else, with even more controls gathered around the steering wheel than you'd find in a CitroĂŤn with those wacky satellite control pods. Extending your fingers allows you to control the heating and ventilation, wipers, lights, Âť RETRO JAPAN E S E

Chris, Ian and James are more thrilled than they look.

This is where Colin McRae sat to win the 1996 Rally Catalunya.

87

RETRO JAPANESE ROADTRIP

indicators and even the cruise control – which works perfectly. The problem is that the steering wheel (a Japanesespec example) obscures most of the controls, so you end up trying to peer around it to see what you are doing.

Automotive Mecca Prodrive

James Howe My Suzuki Cappuccino

My Suzuki Cappuccino represents the realisation of a small dream. Ever since my childhood exposure to the stranger corners of the Japanese car industry via Gran Turismo on the Playstation, my fascination with kei cars and the sporty derivatives thereof has only strengthened over time. A lifetime spent coveting all manner of tiny, turbocharged threecylinder wonders like the snappilynamed Daihatsu Mira Avanzato TR-XX R4 only served to cement my need to own such a machine.

I bought my Cappuccino in mid2015, somewhat blinded by love.

At the time of the test drive on a balmy summer's evening in Kent,

the car seemed to tick all boxes. It drove well, the roof folded away as it should and it looked fantastic in that rare dark green (official UK cars were only available in red or silver).

Sadly though, the little car began to unveil a few problems within the first few weeks of ownership.

A rather stressful and expensive few months ensued, but now the Cappuccino is transformed. Welding to the floor pans, a complete and thorough service, four new tyres and a set of differential mounting bushes have injected a new lease of life into my frothy little car. Some leaky, squeaky roof seals and a mystery driveline shunt are next on the list for attention.

Phil Weeden Thoughts on the Suzuki Cappuccino I thoroughly enjoyed piloting James’ diminutive Cappo around the lanes of Northamptonshire. In so many ways it reminded me of the Smart roadster I once owned… just without the poor reliability. The compact Suzuki boasts the same peppy three-cylinder soundtrack. There’s a lot of vibration through the cabin when you’re buzzing along a bumpy B-road, but you soon get used to that. There was also a disturbing knocking noise when I first got into the dark cabin. But that turned out to be Radio 1, so I soon

88

located the off switch and I could get on with the drive. From the driver’s seat, looking at the narrow fascia, it feels small, but when you’re ambling along the Suzuki feels remarkably mature for a car of its age and dimensions. The steering is direct but lacks weight at speed, the five-speed gearbox has a nice feel with a short, clean change, the controls are close to hand. It feels light and perhaps gutless at times, yet for real world thrills, the Suzuki Cappuccino really is my cup of tea. Or should that be coffee?

Eventually, we managed to stay pretty much in convoy (it's harder to get lost when you're barely moving) all the way to Banbury, and what a destination!

Prodrive has recently moved to a new, much larger premises, and stepping inside was truly remarkable. An ex-McRae WRC Impreza greets you immediately, parked next to a racing Aston Martin and a WRC MINI. We tagged onto the back of a tour to enter the inner sanctum, where race and rally cars are meticulously prepared, watched by cars such as a Rothman's Porsche 911 rally machine, an MG Metro 6R4, and an Impreza and Legacy WRC pairing. We weren't allowed to take photos of what was going on in this holy of holies, but Prodrive's wonders never cease to amaze. But, we had more visiting to do. Reluctantly, we had to leave and push on to Silverstone.

A further raft of driver changes saw Phil board the Impreza, Chris the Prelude, Jon the S2000 and James the Piazza. I finally got the Cappuccino and even in this exalted company, it was the car I'd been most looking forward to.

That's because I adore small cars, especially when triple-cylinder engines are involved. Add a turbo into the mix and the appeal is clear enough. The Cappo really doesn't disappoint either.

It's an incredibly manic little thing, with a red line that only begins at 8500rpm. The noise it makes is rather like a two-stroke Wartburg trying to be a Porsche 911. You just can't quite believe how high it'll rev, nor how quickly it'll accelerate given that tiny engine.

Sure, the ride is pretty unrefined, and

For Your Diary

Japfest, Silverstone Circuit, 24 April 2016, www.japfest.co.uk Japfest2, Rockingham Motor Speedway, 26 June 2016, www.japfest2.co.uk Japfest Motorsport Heroes, Hop Farm, 26 September 2016, wwwjapfestmotorsportheroes.co.uk

RETRO JAPAN E S E

The group gathers for the final time at Silverstone Circuit.

made all the more so by the number of trim rattles and creaks on the move. It just doesn't matter though, because it handles superbly and encourages you to really push on. As I was chasing Phil in the Impreza, I had plenty of opportunity for exactly that.

When we reached Silverstone, I didn't want to get out, and that wasn't only because it's actually quite difficult to do. I'd truly fallen in love with this car's charms. Size, it seems, really doesn't matter. There was no rush. Jon had got lost in the S2000. Note to self: Better route planning needed!

As we arranged our final photoshoot, we listened to the sounds of a track day in action around us. It was amusing to see the Evo V that features in this magazine's Buyer's Guide hurtling around the track. Perhaps if we'd planning things a bit better, we could have enjoyed a little track time ourselves. Certainly, I would have felt better able to exploit the significant

performance of the Impreza and S2000 out on the circuit. Perhaps I'll have to ask if I can borrow them for Japfest on 24 April, where there will be public track sessions right here at Silvestone.

The idea of playing with these cars free of roadworks, traffic jams and trucks is certainly very appealing!

And it's those cars' need for unrestricted race track that means that when it comes to picking my favourite of this five, it's the Cappuccino that's going to win. It's manic, magical charm can be enjoyed even on city streets, and it totally won me over. Not that my colleagues necessarily agreed! â&#x2013;

A much-needed tea break, where Jon, James, Chris and Ian discuss their findings.

Ian tries the Cappuccino for size...

...and it's a thumbs up!

RETRO JAPAN E S E

89

Road test Honda Civic

Honda Civic first generation The first generation of the Civic was one of the spearheads of the ‘Japanese invasion’, but is there more to it than tedious practicality and quality? We drive one to find out.

Words: Jack Grover

“C

ivic (adjective; before noun): Of a town or city or the people who live in it.” So goes the dictionary definition of the word, anyway. Suddenly Honda’s choice for what would become one of the best-selling automotive nameplates of all time begins to make a lot of sense.

The city-dweller I’m driving around Peterborough on an overcast Tuesday is a 1975 model, registered in April 1976, and so represents the Civic as it was first launched.

A facelift in 1978 would remove many of the little details inside and out that, to the discerning Honda enthusiast at least, instantly mark this out as an early car, such as the untrimmed steel wheels, the chrome trim strips, the black grille and the single circular door mirror.

Rising in the East

The Japanese car industry rapidly upped its game in terms of design quality in the early 1970s and when fuel prices suddenly quadrupled following the oil embargo of 1973, more and more people were willing to entertain the idea of

90

Pics: Chris Hope

a small, economical, reliable Japanese car. With the British motor industry in seemingly terminal decline, the Japanese could also offer cars ‘off the showroom floor’ or at the least guarantee a short delivery time, while the patriotic buyer could be kept waiting for months for his Austin or Hillman to arrive. As the 1980s dawned, things had changed so much that British Leyland, the world’s fifth-largest car maker 10 years earlier, had been forced to sign a corporate partnership with Honda to drag itself back into contention. The first fruit of this coupling was a Honda Civic saloon badged as a Triumph.

All that was only just beginning when this particular Madrid Red Civic was first unloaded from the ship that had brought it over from Japan. This was early days for Honda cars in the UK and this Civic wasn’t snapped up by a frustrated Brit, but by a wealthy Japanese expatriate living in London.

An eminently sensible choice it was too, in contrast to her other car, a Jensen Interceptor. Both cars were kept in a commercial, heated, underground car park. The Jensen was used for most long journeys, leaving the Civic to do what it was designed to do; tool around the metropolis. However the owner spent much of her time outside the UK, so neither RETRO JAPAN E S E

The Honda’s interior is basic but, crucially, doesn’t look or feel it. Right: For smoothness, the unusual two-speed Hondamatic transmission takes some beating.

car accumulated many miles. She paid extra to ensure the car park staff regularly started and moved the cars.

Pampered

One time, she left for Japan and never returned but the cars remained cosseted and exercised as required. The car park owners were obviously very tolerant, because it wasn’t until 2002, 26 years after the owner was last seen, that they finally took things to the courts to recover the (very extensive) charges she had amassed. They were awarded ownership of the Jensen and the Honda, which had by then covered only 8500 miles.

Both cars were sold off and the Honda was bought by a dedicated Honda enthusiast and in ten years, it covered less than 1000 miles.

That this Civic spent most of its life being pampered, out of the elements, is why it exists at all. Japanese cars may have set new standards of ownership reliability, but even by the decidedly mediocre standards of mass-market cars of the time, they all rusted badly. In the wrong climate, a Civic could be reduced to ferrous scrap in three years and in America it had the dubious honour of being the first car to have a recall forced on it by the government for corrosion problems.

Having covered one of the big stereotypes of old Hondas – the rust – it seems appropriate to cover the other, which is the ownership demographic. Let’s be blunt; since day one the Civic has been the archetypal car for older drivers, attracted by the ease of ownership, ease of driving and the good equipment levels. All worthy, eminently sensible stuff, but it’s never going to gain the Civic much kudos in the public eye.

a standard fitment, added by Honda UK at the import stage.

The Civic was a small car back in 1976 and seems almost toylike now (for the record the current Civic is 21 per cent longer, 17 per cent wider and twice the weight of the original, which tips the scales at 680kg and is less than seven-and-a-half feet long) but the interior feels wonderfully airy and spacious.

The basic ergonomics are leagues ahead of any British small car of the period, especially the supportive seats, complete with headrests. Incidentally, this car is so original that the trim cards in the back still have their protective plastic covers on.

With the Civic, Honda finally began to become a ‘proper car company’ rather than a company that made motorbikes and tiny city cars powered by motorbike bits.

However the ethos of a motorbike builder – minimal weight, precision build and high-tech engineering – runs through the Civic like the letters through a stick of rock.

The power unit is a sweet 1169cc, four-cylinder, EB Series engine with an overhead camshaft and an alloy head. The frantic starter motor sound is straight from a bike, as is the curiously raspy exhaust note. After needing only half choke to start from cold, the engine can be run at its low idle speed after only a couple of minutes.

“The basic ergonomics are leagues ahead of any British small car of the period, especially the supportive seats, complete with headrests.”

Well equipped

This one isn’t going to persuade anyone of Honda’s youthful or sporting credentials, despite its louvred bonnet and twodoor bodywork. It boasts two-speed wipers, as well as a fresh-air heater and a heated rear window. The interior also manages to look more modern and luxurious than it actually is, complete with a strip of something that looks like wood running across the dash and instruments in a neat binnacle. A pair of aftermarket Smiths dials (volts and oil pressure) sit in the middle, looking a little out of place, but these were in fact RETRO JAPAN E S E

Civic duties

For most of our road tests, we try to head for the open roads as quickly as possible. However, the Honda was purposebuilt for city driving and it seemed as wrong to subject it to an extensive back-road thrash as it would be to test a sports car by shuffling along a traffic queue. Therefore I headed under the graffitied concrete flyovers of the parkway that surrounds Peterborough and headed inwards towards a skyline where a medieval cathedral and ornate Victorian copper domes compete with pylons, chimneys and tower blocks.

The transmission is typical of Honda’s approach. As urban congestion became more and more of a problem in Japan, demand for automatic gearboxes grew but the conventional units sapped a lot of power. Unable to find a suitable offthe-shelf unit, Honda designed its own auto ‘box in the form of the Hondamatic, which is a wonderfully elegant solution. Instead of planetary gears, the ‘box has cogwheels sliding on parallel shafts, like a normal manual gearbox. An »

91

ROAD TEST HONDA CIVIC

Good handling isn’t just for country back roads – roundabouts can be a test for many classics but the Civic breezes through.

adjustable stator in the torque converter controls both the hydraulic pressure in the converter (essentially the same as the clutch in a standard transmission) and selection of the two forward gears, dependent on the amount of torque being delivered by the engine. In effect the Hondamatic is like a manual transmission with a driver pegging the throttle and always slipping the clutch, only because it’s hydraulic, this doesn’t matter. In doing so, it provides similar advantages to a continuously-variable transmission in that the engine is always kept close to its ideal speed when accelerating but once cruising, the clutch locks up for maximum efficiency.

Marks for effort

The engine suits the gearbox well, because it’s not blessed with a lot of low-down torque and needs to be revved to make even moderate progress. Fortunately it’s generally smooth and pleasant with none of the coarseness that many small 1970s engines exhibit when pushed.

Pulling away from junctions needs a little forward planning: Squeeze the throttle pedal, build up the revs and then, with the engine at a near-constant speed, you pick up speed and off you go with a refined electric motor-like hum from the transmission. Once up to speed you can pilot the Civic with restrained bursts of power, the engine zinging away in response to each prod of the pedal but the actual torque delivery lagging a little behind the revs. The change between the two fixed gears is literally imperceptible, masked completely by the hydraulic clutch that handles most of the ‘ratio’ changes.

Actual performance is, when stated in bald terms, lethargic, but the engine is so responsive and eager that it feels better than it is. Once you’ve overcome the initial ‘mush’ as the car takes up drive, the performance at low speeds (up to around 30mph) is perky enough, which makes the Honda ideal for its intended environment. Above this, things get less eager and the engine’s peaky torque delivery and the low overall gearing conspire to make a car that makes a lot of noise and not a lot of progress. A quick jaunt onto the ring road proved a rather tense experience – a Honda Civic doing 50mph and not really accelerating, a juggernaut doing 56mph and a short slip road should be all you need to know. Once in the flow of traffic the Civic seemed happiest at 60mph, as at 70mph the pleasant ‘zing’ of the engine became a rather less attractive scream – it just felt out of its comfort zone.

The 1.2-litre overhead cam engine is a sweet and willing performer.

Super mini?

There are hints of the earlier N and Z series city cars in the Civic’s rear styling.

92

I try to avoid simply equating one car to another in road tests, but I could not help sensing a lot of BMC Mini in the Honda’s general deportment and the way it went about things.

The Civic was one of the first generation of ‘superminis’; cars that aimed to take the fundamentally sound concept of the Mini and improve on it where it was lacking.

The Honda takes this brief very literally, with its spacious and practical interior, front-wheel drive transverse drivetrain and compact dimensions. It also had a very Mini-esque ride/handling balance. I was expecting the Honda to be quite a soft, roly-poly sort of thing like most cheap nonsporty cars of its era. In fact, its cornering and handling are pretty much exemplary, not just for a supermini but any car. While most of the Civic’s competitors made do with a beam rear axle, the Civic has fully independent suspension with MacPherson struts at the front and coil-sprung struts at the back. The ride is surprisingly taut, with a short travel RETRO JAPAN E S E

The Civic is unmistakably Japanese in its styling, but soon became a familiar sight around the world.

Thanks

This unique Mk1 Civic was provided by KGF Classic Cars of Peterborough, though has now been sold. Visit: www.kgfclassiccars. co.uk or call: 01733 425140 for other low-mileage delights.

and a fair amount of pitching as you’d expect from a short car on small wheels and firm springs. In fact it’s small scuffs, blemishes and joints in the tarmac that the Civic notices most of all as the primary ride is quite good.

On rails

That sophisticated and firm suspension lead to superb cornering, and I don’t mean this in a lairy, on-the-limit, highspeed sense. The speeds may be low in the middle of a town, but the corners are tighter and you actually do a lot more steering than you would out on the open road. Therefore, even a city car can benefit from, and show off, good handling, which the Civic has in spades. The Civic is entirely vicefree, fully deserving of that overused epithet ‘cornering on rails’.

Even on damp roads and narrow tyres, the Civic didn’t exhibit any latent understeer. It just goes around corners in an entirely neutral fashion, rather like a Mini. The steering is, dare I say it, better than a Mini. It has the same direct, linear, tactile feel combined with a high degree of precision and lightness.

All this makes the Civic amazingly easy to drive. The Mini parallels must continue, because just like that car the Civic is well-suited to those who don’t want to put any effort into their driving and just want a little car to punt around town and that’s easy to park, while the same factors that make it so neutral also mean that there’s more to it. While its speed won't raise the pulse, the handling and the way the car is so precise and feelsome to operate can still be savoured by the more active driver.

Cars conceived and built as carefully-pitched commercial products may be excellent as functional transport but they are imbued with as much character as any other functional consumer product, like a fridge or a washing machine – and you don’t get many washing machine enthusiasts.

Equally, I don’t hold to the often-stated view that character comes from a car’s flaws. That’s a rather lazy cop-out and one that this Civic perfectly demonstrates to be false, because it has no discernible flaws at all and yet has bags of character.

In my reckoning, character comes from cars that are built with a mind to something other than shifting metal and making money. They come from some intrinsic and unique thought process that underpins everything.

Consider things like old Citroëns, birthed by a corporate culture of functional engineering perfection at the expense of anything else.

Porsche, against all logic, has stuck to making rear-engined sports cars for 50 years because it believes that layout has a particular set of advantages that outweigh its disadvantages.

All too often there is one personality behind all this, and that bleeds through into the cars. The Issigonis-designed BMC cars were mobile expressions of that man’s beliefs and preferences (for better or for worse). Lotuses are still built to Colin Chapman’s ‘simplify and add lightness’ dictum. And Hondas still exhibit the thoughts of Soichiro Honda (it is telling that Honda is the only major Japanese car maker to be named after a person), who began as a motorbike engineer and never let go of that ethos of sophistication and engineering, as this Civic perfectly demonstrates.

It could just be another tinny Japanese city car, churned out from a factory in Kobe at the whim of marketing analysts and accountants, but it is so much more. Of course the Civic is, at the end of the day, a commercial product designed to tick certain boxes, but the fact that even this - a cheap supermini for people who don’t really like driving to drive around town - has aeronautical levels of engineering precision and running gear worthy of a sports car speaks volumes about the people that created it. And that’s character. n

“All too often there is one personality behind all this...it is telling that Honda is the only major Japanese car maker to be named after a person."

Character study

It is a common criticism of Japanese cars that they lack character. That may seem a rather ill-defined thing to complain about that, perhaps, smacks a little of sour grapes from fans of the British and European cars, but it’s a valid point to anyone who classes themselves as a car enthusiast.

RETRO JAPAN E S E

93

AFFORDABLE FUN £1500 JAPANESE COUPÉS

AFFORDABLE FUN:

£1500

JAPANESE COUPÉS

The best thing about Japanese classics is that many of them do not cost the Earth to buy. We tell you how to find budget-busting fun.

WORDS: PAU L GU I N ESS

Left: Honda Prelude Mk3 £1000 - £2500.

Below left: Honda Prelude Mk5 £500 - £2000.

Below: Honda Prelude Mk4 £500 - £1500.

W

ith classic car values having increased substantially in recent years, the canny buyer will often look ‘outside the box’ when it comes to finding bargains. That’s true of classic coupés, particularly of the Japanese kind. The days are long gone when you could pick up a Datsun 240Z or 260Z at a bargain price, or snaffle a

first-generation MR2 for not much more than the cost of a night out. But even with a budget as small as £1500 (or substantially less in some cases), it’s still possible to pick up a stylish Japanese coupé that’s good to drive, well preserved and, hopefully, has many more years of life left in it.

At this price, we need to be concentrating on models from the 1980s

through to the early 2000s, the kind of modern-classic coupés that offer great value compared with their predecessors.

And one of the most successful was, of course, the Honda Prelude, a model that is still fairly prolific, depending on which generation appeals the most, and can be picked up for extremely sensible money.

The second- (1982-87) and thirdgeneration (1987-91) Preludes offer

Mazda MX-3 £500 - £1400.

Toyota MR2 Mk2 £1000 - £2500

94

RETRO JAPAN E S E

Honda CRX Mk1 from £1500.

Honda CRX Mk3 £700 - £1500.

“The days are long gone when you could pick up a Datsun 240Z or 260Z at a bargain price” good value, with decent examples available for £1500-2500 and MoT’d runners from just a few hundred pounds. This good looking 2+2 is capable of providing reliable classic motoring, with both versions sharing similar two-door wedge-inspired styling, with pop-up headlamps and other sporty attributes adding extra appeal, not least a surprisingly entertaining driving experience.

For real value, however, it’s worth looking at the fourth-generation Prelude, the 1991-96 model that introduced a softer, more curvaceous look and added sophistication. With eager performance from its 2.0- and 2.3-litre engines (the most powerful being the 183bhp 2.3 VTEC) combined with 58/42 front/ rear weight distribution, it’s a great driver’s car and an effortless longdistance cruiser. We recently spotted a solid-looking (but not immaculate)

2.0 EX from 1993 for a reasonable £600, although nearer the £1000 mark will get you a smarter example.

A fifth-generation Prelude was launched in 1996, a sleek model that ran for five years and also offers great value as a modern classic, with prices starting from as little as £500 and rising to £2000 for a well-presented late-model car.

Prefer it quirky?

If something of similar size but with real quirkiness appeals more, then Mazda’s RX-7 and RX-8 models are worth considering, although with a budget of around £1500, you need to be particularly careful of the state of the super-smooth Wankel rotary engine – see our guide on Page 22. The only RX-7 that might come within budget is the Mk2 of 198591, but even then it’s unlikely to be in the best condition, as prices of the finest examples are on the rise.

Offering better value is the 2003on four-door RX-8, available in 192 and 231bhp guises and featuring rear-hinged back doors for easier entry and exit. RX-8s can be picked up now from as little as £500, with £1500 buying a decent example with

60-70,000 miles under its wheels.

Just make sure you’re aware that the RX-8 is uneconomical and expensive to tax before you take the plunge.

Toyota is another big name when it comes to coupés, one of the most popular being the 1984 MR2 midengined two-seater. Prices of the wedge-shaped Mk1 cars have increased strongly, however, which means that our £1500 budget will no longer buy an excellent example. Canny buyers will therefore look towards the secondgeneration MR2, a car that’s still in the doldrums value-wise despite being a handsome machine offering good performance. UK-spec models came with 2.0-litre normally-aspirated power, plus a choice of coupé of targa-top body styles. And with prices starting at less than £1000, it’s well within budget.

Another Toyota coupé with a big following is the Celica, with the bestvalue modern-classic version being the final ‘T230’ generation of 1999-2006.

As the last of the Celicas, it has ‘future classic’ written all over it, and with its 1.8-litre, DOHC, four-pot engine pushing out 140-192bhp, it offers superb performance, particularly in top-of-the-range VVTi guise. Latemodel cars command up to £5000, but £1500 will buy an early example »

Mazda RX-7 Mk2 from £1500.

Mazda RX-8 from £500.

RETRO JAPAN E S E

95

AFFORDABLE FUN £1500 JAPANESE COUPÉS

Nissan 100NX £600 - £1200.

with a reasonably sensible mileage.

One of the most popular Japanese coupés of the 1980s was the 1984 Honda CRX, a handsome fastback coupé that was also a real driver’s car, with impressively flat handling, loads of grip and great performance from its 100bhp, 1.5-litre engine. As early as 1986, however, the Mk2 CRX was being launched, with slightly more curvaceous styling and a lot more power – up to 150bhp in the case of the VTEC version. Examples of either generation can fetch far more than this feature's budget, which means your £1500 might buy only a rolling project.

The solution is to look at the Mk3 CRX instead, the model that arrived in 1992 with a completely different approach thanks to its two-seater targa-roof design and low-slung looks.

With the roof panel stowed in the boot, Honda’s latest compact coupé offered open-top entertainment to match its tenacious front-drive handling and lively 1.6-litre, 123bhp performance.

Prices now start at around the £700 mark, with £1500 buying an excellent example with a sensible mileage.

Another compact coupé that’s an unusual sight nowadays is the Mazda MX-3 of 1991, overshadowed by the MX-5 roadster but with its own unique appeal. Buyers had a choice of

Mitsubishi FTO £800 - £2000.

1.6-litre, four-cylinder or 1.8-litre, V6 power, resulting in 108 and 134bhp respectively – and for the most fun you’ll want the latter. It's one of the smallest-capacity ‘vee’ engines of its time and an absolute gem in terms of performance and soundtrack. Not only that, a well-maintained MX-3 should be reliable and affordable to run; with asking prices starting at just £500 and rarely heading anywhere near our £1500 maximum budget, it’s also cheap to buy.

Rare survivors

Whilst we’re on the subject of overlooked coupés, let’s not forget the Nissan 100NX and Toyota Paseo, either of which can be yours now (assuming you can find one for sale) for £600-1200 depending on condition. But why should you consider this pair of oddballs, neither of which was a huge hit in the UK? Maybe because of their rarity appeal (when did you last see one?), and also because neither was actually a bad car. The 1991-96 Sunny-based 100NX was sold in the UK in 1.6-litre, 112bhp guise and was reasonably lively, although its sales success wasn’t great

by Nissan standards. The Tercel-based Paseo, meanwhile, launched in 1995 offering just 89bhp from its 1.5-litre lump, making it more ‘show’ than ‘go’.

Livening things up by comparison is the Mitsubishi FTO, another frontengined (and front-wheel drive) coupé that arrived in 1994. Or rather it didn’t, because for a long time Mitsubishi refused to sell the FTO in the UK, which explains why so many survivors were brought here as ‘grey’ imports. The car proved to be such a hit amongst coupé fans that Mitsubishi eventually gave in, selling the FTO here as a cutprice cousin to the 3000GT flagship.

And the good news now is that the FTO still offers great value, with this 2.0-litre, V6-engined looker being available from as little as £800. For a car that’s cosmetically better, however, and with a low(ish) mileage and some history, £1500 is the target price.

Finally, returning to the Mazda theme, there’s one last model to consider in the stunningly sleek shape of the Mazda MX-6. Sharing the same floorpan and running gear as the Ford Probe, the MX-6 was a looker and a goer, with 165bhp from its 2.5-litre V6. It wasn’t one of the best-selling executive coupés of the 1990s, but it’s well worth trying to track down a decent survivor – particularly as prices are fantastically low. We’ve just spotted an 80,000-mile example with a full service history and an asking price of just £790… and that’s surely tempting? ■

Left to right: Toyota Celica 'T260' from £1000, Mazda MX-6 £700 - £1500, Toyota Paseo £600 - £1200.

96

RETRO JAPAN E S E

Policies from

£76

****

**

Classic insurance redefined.

Tailor your classic car insurance policy to suit your needs.

To discover the Footman James difference, call our friendly UK team for a quote today.

0333 207 6011 or visit footmanjames.co.uk

Classic benefits included*: Salvage retention Shows and events Spare parts cover (up to a limit of £250) European motoring (up to 35 days per trip)

Cover options*: Breakdown with options to include European cover and Homestart Agreed value Driving other classics Drive to work Track day cover Wedding hire cover and many more

Specialist rates for club members Part of the Towergate Group

Classic Car | Classic Bike | Modern Car | Modern Bike | Kit Car | Collectors | Classic Motor Trade | Household *All cover is subject to insurers terms and conditions, which is available upon request. **Premium example based on: 1957 Morris Minor 1000. Value: £3000.

Main policy only and does not include any FJ+ cover options. All premiums assume the vehicle is not the main car and includes Insurance Premium Tax. Male driver aged over 25 years old, 2000 annual limited mileage, and full clean driving licence with no claims or convictions. Member of associated club. Postcode OX10, vehicle garaged with no modifications. Includes a £10 arrangement fee.

Footman James is a trading name of Towergate Underwriting Group Limited. Registered in England No. 4043759. Registered Address: Towergate House, Eclipse Park, Sittingbourne Road, Maidstone, Kent ME14 3EN. Authorised and regulated by the Financial Conduct Authority. Telephone calls may be recorded. FP ADCC203.11.14

HISTORY CRAZY CONCEPT CARS

CRAZY

HONDA

CONCEPT

The super-sleek shape is certainly stylish, but the load bed is only useful if you're transporting small sheets of glass. Practical it certainly isn't.

MAZDA

CARS Words: Ian Seabrook

W

hen it comes to concept cars, Japan has never disappointed. Far from just creating astonishing looking machines, the Japanese manufacturers often had serious points to make â&#x20AC;&#x201C; usually ground-breaking technology that we would later see in production cars. Though sometimes, they did just seem to get a bit carried away.

Here are some concept car highlights.

DAIHATSU

Sneaker

Fuya Jo

The Fuya Jo is a car designed for people who like to party, with lots of big speakers and a steering wheel that looks like a turntable. First seen in 1999, this is very much a car for the DJ generation, though even ravers might find the styling a little questionable. It does perfectly demonstrate how the Japanese completely ran away with the concept car format, to design cars that didn't give even the slightest concession to actual practicality. Bonkers.

ISUZU

No, it isn't so called because it looks like a shoe. Instead, the 1989 Sneaker gets its name because a fifth wheel can sprout from its backside to help it sneak into tiny parking spaces. When you think about it, that's not such a bad idea, is it?

TA-X80

This should win an award just for the windscreen wiper, but the TA-X80 was powered by a one-litre 24-valve V6, so that's pretty cool too. It was first seen in 1987 and is certainly one of the better looking concept cars.

98

MX-03

Unveiled in 1985, the MX-03 was brimming with tech. The interior was ablaze with digital displays and controls, while the steering was by a Knight Rider-esque yoke rather than a wheel. Four-wheel steering was part of the package and while there were probably handling reasons to choose such a layout, the picture appears to show that you can use it to four-wheel drift. In a straight line. A triple-rotor Wankel engine provided power.

Como F1 Super Truck

When designing a pick-up, obviously the thing to do is install a V12 Formula One engine in the loadbay. That's what British designer Simon Cox decided to do in 1991, demonstrating that he could be just as crazy as the Japanese when it came to implausible designs.

HR-X2

Not content with already building rotary engines, Mazda used this 1991 concept to prove that you could run one on hydrogen. This was a time RETRO JAPAN E S E

before fuel cell technology, and the 150-mile claimed range might have been an issue given the lack of infrastructure. The body is made from recycled material, and can easily be recycled itself. That hasn't happened though, as the car now lives in Mazda's own museum in Hiroshima, Japan.

TOYOTA

Proto

I've included the 1957 Proto just because it keenly demonstrates how Toyota

NISSAN Judo

The Judo was first seen in 1987, and was a lifestyle vehicle well before the phrase had been coined. It was a two-seater, four-wheel drive car with a roof that could slide backwards to give it the appearance of a hatchback. With no side windows. It may have served no real purpose, but it did seemingly encourage Suzuki to unleash its X90 on the world.

Apparently the world wasn't really

ready for a two-seater 4x4, so Nissan was right to keep the Judo a concept.

began by aping the glazed concept cars of the USA. Look at all that glass, though unlike American concept cars, the Toyota remains steadfastly practical.

It even has windscreen wipers.

RAV-FOUR

First seen in 1987, the Rav Four concept is an intriguing insight into what would later become a regular production model. This concept seems rather more characterful though, looking as it does like a Land Rover built out of Lego.

DMT

The Dual Mode Traveller was unveiled in 2001, shown as having a practical office space in the rear. Toyota missed a trick really. If they'd fitted a chequerboard floor and some unnecessarily large alloy wheels, they could have had the perfect answer to Volkswagen's ubiquitous Transporter. Day vans are now all the rage, but sadly Toyota opted not to put the DMT into production. Missed opportunity. n

NX21

It's never a good idea to accuse a company of making dull cars. That could certainly be said of Nissan in the early 1980s, and it responded with this insane concept car.

RETRO JAPAN E S E

Powered gullwing doors and a rear mounted, twin-shaft gas turbine certainly made it a more entertaining prospect than a Sunny, and ensured it could run on a variety of fuels.

99