Well that's impressive. Steve Whittaker here, the owner from 2001-2005 when it was featured in classic Ford magazine.
I remember seeing it for sale a few years ago looking quite neglected, shame as it was in decent nick when I had it, but so pleased to see it's survived (even if it is a re-shell). Great job on the restoration.
Wish I could have kept it but I had a bit of a collection then and had just bought a new house so they all had to go apart from the Capri that I still have.
It was a hell of a weapon, I hope to see it at a show in the future.
Great to see a lovely collection of 993s taking your cover slot. Having owned four 993s myself over the past 20 years, I still believe the 993 to be the best era of the 911: last of the air-cooled, with exceptional build quality and engineering. If you wanted to, you could still drive a 993 every day (I believe one of the owners in your test still does), and its size and power-to-weight means it’ll always entertain on a spirited drive. I’ve never quite understood why 964s seem to garner such widespread adulation among fans when really the car was a stop-gap to the 993, but I accept my view may be biased. In any regard, great work underlining the merits of the 993 – we look forward to seeing more.
Vehicle Engineering’s Oletha, based on the Z4, from your November issue simply blew me away. I always wondered what more BMW could have done with the Z8 and the Oletha pretty much answers that question. The opening quote in the feature from Willem Smit: “It’s the car we wish BMW had made,” made sme realise that it’s cars like this that I wish BMW were making too, not the utter, ugly rubbish they are churning out these days. In my view BMW has lost its way, thank goodness there are still some fans out there like the Smit brothers with a genuine passion for the brand – and some vision.
At 79 years old, I use my late auntie’s Anglia 105E (Buying Guide) as my shopping car. She bought it new in 1966 and drove it all of 14,000 miles until she surrendered her licence in 1986, after which it came into my care. Now with 41k on the clock it’s a joy to drive – never restored, nor driven in rain. It’s totally original bar a few period accessories. You’re right, the Ford carb was rubbish. I have fitted a single SU which gives 40mpg and flat-spot-free acceleration. Now the Allard (The Hot 30). I well remember the day in the early Fifties when a family friend drove my father and I to a small car sales unit in Manchester and there was NKT 17. I never knew if it was a J2 or J2X, but what a sound when the Cadillac flathead V8 fired up! Dad campaigned the Allard at Oulton Park, Silverstone, Shelsley Walsh and Prescott with great gusto but little success. After a couple of years it was replaced by a 1925 Bentley 3 Litre. I seem to remember the Allard had a propensity to shear off driveshafts. Some years ago and with the help of the Allard club, the car was traced to the USA, its UK NKT 17 plate still in place. Happy days!
As a volunteer for the peugeot sport club uk and the owner of a 205 GTI [pictured] for some 22 years, it was fantastic to see fellow 205 owner Adam Towler’s 106 Rallye ‘Icon’ story and Stephen Dobie’s 208 GTi by Peugeot Sport join the Fast Fleet. However, it also saddened me thinking about the death of the Peugeot GTI and Rallye badges and the affordable small hot hatch as a whole. As a ’90s kid I grew up in the time of the 106 Rallye, 106 GTi, Nova GSi, Fiesta XR2, 5 Turbo and, of course, the 205 GTI. Then as an adult I saw the string of fantastic hot Renault Clios, the Fiesta ST… heck, even the Corsa VXR was supposed to be a good steer. Today, of those only the Fiesta survives, joined by the Hyundai i20 N, but at £25,000, and the Toyota GR Yaris, which is £30,000! Then there are several larger hot hatches that are even more expensive. Hardly the affordable hot hatch replacements to my ’90s pocket rockets.
RIP GTI
I think that the loss of the affordable small hot hatch will in turn be the death of the young car enthusiast. They simply won’t have performance cars that they can afford so they will spend their money on the latest iPhones and making sure their avatar in the metaverse has the latest accessories instead. RIP Peugeot hot hatches, RIP the affordable, small hot hatch and RIP the young car enthusiast. Yours cynically.
Your feature on the Rolls-Royce Silver Shadow reminded me of my late grandfather’s Bentley T. When his building business, Siggs & Chapman in Croydon, took off, he wanted to treat himself with a Rolls-Royce but my grandma thought it too ostentatious and forbade that choice… so he bought a Bentley! The T was in fact his second Bentley, replacing an S2 Continental Flying Spur, ‘2 TPA’, and he kept it until he gave up driving many years later.
I well remember how big it seemed in the 1970s but now they look quite modest and those lines so clean and simple. Funny how cars like this, in the doldrums for years, along with the likes of the Lamborghini Espada and Ferrari 400/412, are now appreciated – and appreciating. It’s just a pity that fuel prices are so high.
Grandad was always being asked ‘What’ll she do?’ – miles per gallon, not miles per hour. He always replied ‘Eight around town and ten on a run’! The way the rear end sat down like a speedboat as he launched it down the road might have been a factor.
Richard Meaden’s throwaway line about one of the works MGC GTS cars being driven by ‘the less-than-stellar’ pairing of Craig Hill and Bill Brack at Sebring in 1969 does both of them a serious disservice.
Bill Brack was the Canadian distributor for Lotus and a BMC dealer in the Toronto area, who competed successfully in Minis, a Lotus 47, ex-Graham Hill Lotus 42B Indycar and Lotus 70. He won the Player’s Challenge Series in 1973 and ’74 and, when the series was upgraded to Formula Atlantic, he won it two more years in a row. It took some kid named Gilles Villeneuve to finally beat him to the championship.
Craig Hill is also a member of the Canadian Motorsport Hall of Fame. Having cut his racing teeth on dirt tracks and asphalt, he was the Canadian Formula B champ in 1969 and ’70 and graduated to the Player’s Challenge Series in a Lotus 69B and then a Brabham BT 40, and finally a March 75BT in Formula Atlantic.
Meaden’s research must have come solely from the results sheet because, in qualifying, Hill and Brack were almost four seconds faster than Hopkirk and Hedges. Yes, sister car ‘699F’ finished 26 laps ahead, but I cannot imagine that was all due to driver talent.
Thanks for a lovely article on Bill Collins and his Ferrari 250 Lusso. Robert Coucher kept the reader interested till the very end, with Collins showing no signs of egocentrism. Then came that final paragraph, quietly letting us know his famous sisters’ names and therefore their occupations. It was so informative, without modern media edginess and brashness.
What great memories were brought back by Emma Woodcock’s feature on the Fiat X1/9 Lido (Pioneer in Miniature) I bought the same model new in 1998, part-exchanging a year-old rubber-bumper MGB that was already showing signs of corrosion. The Fiat was everything the road testers of the time admired, it was like a mini Ferrari with a targa top and handling no reasonably priced British sports car could live with. My first road trip was to the nearby North York Moors on the B1257, hoping to impress my new girlfriend. On this road we were spotted by an RAF jet fighter that seemed to continuously use us as target practice but the little Fiat’s handling on that day must have surely impressed the pilot because he tipped his wings as he left, probably to RAF Leeming. I hope owner Neal Gibbons has as much fun in his car as we did in ours. My girlfriend became my partner of 38 years and I still have the original Lido brochure, Carello covers and a Lido luggage bag if Neal is interested.
Firstly, I want to welcome in the new editor. It’s a shame to see Paul Walton leave, but it seems he’ll still be writing for the magazine and fresh faces are always a good thing. I was moved to write by Sam Skelton’s piece about the 2.9-litre XJ40. This is a car that so many people over the years have told me was utter rubbish and that there was no point in owning such a slow and thirsty car. But I bought my first one in 2005 – I was still a university student, which shows how cheap they once were. And I didn’t keep it for long, because it failed the MoT on rust in 2007. I’ve had other Jaguars since, and nowadays I have an X350 2.7 diesel. But I’d like to find another good 2.9 if I can find one to relive the days that got me into Jaguars. Ideally it’d be Signal Red like mine was, a manual, and have a cloth interior. My car had a digital dashboard, so I’d like that if I could. Does anyone know of a car like this for sale anywhere? Thank you to Jaguar World for rekindling an old spark with your article.
According to Google Jaguar sales continue to historically be within a couple of thousand cars year over year between the US and UK and even though it’s a British marque I think your mag would do well to devote a section every issue or possibly one or two complete issues a year to what’s going on in the US market and possibly special adverts for parts and services in the colonies. Currently I don’t see one single service or parts provider based here less SNG Barrett’s US outlet. After all it does say Jaguar World.
Several fond memories were brought back when I ready our comparison feature between the Jaguar XJ-S and the Porsche 944 – because as a company director in the late 1980s and early 1990s I actually owned and ran examples of both. My 944 was an early 2.5, and my XJS was a late Celebration convertible, and at the time the two cars seemed so very different in focus. I had a BMW 635 CSi E24 between them, and at the time I thought that it did a good job of bridging the two:more sporty than my Jag and yet more of a grand tourer than the Porker. Do I agree that the Jag’s a better car? 35 year old me with his used 944 in 1988 wouldn’t have thought so, but another decade of life certainly meant that the XJS made more sense in middle age. Nowadays I drive an F-PACE, but part of me wishes I still had a sporty car sitting outside.
2002 Project I really enjoyed the feature on the 2002. I have followed the project in BMW Car from the start and eagerly anticipated each new instalment to see how it was going to develop. So often these days modified classic cars seem to lack a plan or any kind of thought in their execution, things get thrown together without consideration for the final look and feel, or how the thing will drive. Rob Richardson’s car seems to have been well thought through and exceptionally well engineered – well done Rob! I think Rob’s car might well be one of the best ‘02s in the country, if not the world, and I’m looking forward to seeing where the project goes next.
You didn’t mention the Porsche 996 cylinder bore scoring (Porsche 996 at 25 years), another known issue for the 996 and first generation 997. It’s serious, costly and painful. Early 996s (3.4s) had gearbox issues and 996s tend to eat radiators too.
I own a 993 C2 manual coupé and so I was surprised that Sam Dawson quotes the 996 as ‘better built than their predecessors’. I think he’s seeing that from only one perspective, the body perhaps? Granted that key areas of an Eighties 911 — kidney bowls, sills, B-pillars – would rust from the inside out but I reckon the aircooled engines were more robust.
If I were looking at the Porsche 996 era, it would be a 986 Boxster because it’s lighter and more fun to drive in the 3.2 form, though they do suffer the same type of issues as the 996.
Reading about the Lynx Eventer brought back many memories, but I thought Penelope Keith borrowed the Eventer for a very late episode of To the Manor Born, and then the awful Sweet Sixteen.
Another thing I want to point out is that the name Lynx was chosen by me at age 17 in 1966 when trying to get a discount at the local BMC agent for spare parts – the storeman wanted to know the name of the company I worked for and because I owned a 1934 Riley Lynx, I thought Lynx Engineering would do. Jaguars did not appear for a number of years after, because I started out by restoring (on my own) vintage Bentleys and other cars, until a local owner asked me to restore a Jaguar C-type; that is the point I left a job at Weslake & Co and set out on my own. Later, Chris Keith-Lucas joined as an employee and I subsequently realised he was a major asset to the business. We got on well, so I offered him a partnership, which he paid for by selling his dreadful Hyper Lea Francis, which threw oil everywhere whenever it was run. Finally, the picture of the ‘French Chateaux’ is actually our UK family home and has been for 45 years.
Wonderful article on Lynx Eventer and stories about the gifted owner Rupert Hine. Especially fun comments were from Sir Bob Geldof, including saying he was never interested in cars. A decade or two ago I used to live in Chelsea and often drove down the M4 on Friday evenings to spend the weekend in the country. More than once I saw Sir Bob in a Ferrari 308 or possibly a 328. It looked clean to me and he had a grin on his face!
Apologies if our editorial led you to believe Porsche will create a Turbo S Targa, because this is not the case. Porsche has only used the Targa body style on its Turbo for the late 930 generation, and since the 997.2 era, has offered either Coupe or Cabriolet body styles for its Turbo S offering. It is highly unlikely Porsche will again turn to the Targa body style for its Turbo engine, and DrivesToday knows of no plans to introduce this for the upcoming 992.2 generation.
Porsche plans to revive the Turbo S Targa. My question is: will this materialise from Porsche? It would be nice if it will also have an option of a manual transmission.
’88 desperation Whilst I must admit the recently announced F-PACE SVR Edition 1988 looks tremendous, I can’t help thinking Jaguar’s marketing people are going to run out of obscure anniversaries fairly soon. Personally I fancy a Cannonball edition to commemorate the 1979 coast-tocoast run in an XJ-S. Don’t laugh, it could happen.
I’m glad you mentioned the Audi R8 in your Lamborghini Huracán Buyers’ Guide. Considering that the Lamborghini is essentially an R8 under the skin, I wonder what could possibly justify a price difference of 2.5 times on the used car market, as your pricing guide suggests? I even prefer the way the R8 looks compared to the Lamborghini, which is painful to admit considering I’m an Italian car fan through and through. Should I now hide my shame and type ‘Audi’ into the search field on Autotrader? Maybe that’s a step too far…
Well that's impressive. Steve Whittaker here, the owner from 2001-2005 when it was featured in classic Ford magazine.
I remember seeing it for sale a few years ago looking quite neglected, shame as it was in decent nick when I had it, but so pleased to see it's survived (even if it is a re-shell). Great job on the restoration.
Wish I could have kept it but I had a bit of a collection then and had just bought a new house so they all had to go apart from the Capri that I still have.
It was a hell of a weapon, I hope to see it at a show in the future.
In praise of the 993
Great to see a lovely collection of 993s taking your cover slot. Having owned four 993s myself over the past 20 years, I still believe the 993 to be the best era of the 911: last of the air-cooled, with exceptional build quality and engineering. If you wanted to, you could still drive a 993 every day (I believe one of the owners in your test still does), and its size and power-to-weight means it’ll always entertain on a spirited drive. I’ve never quite understood why 964s seem to garner such widespread adulation among fans when really the car was a stop-gap to the 993, but I accept my view may be biased. In any regard, great work underlining the merits of the 993 – we look forward to seeing more.
Oletha Z4 Smit
Vehicle Engineering’s Oletha, based on the Z4, from your November issue simply blew me away. I always wondered what more BMW could have done with the Z8 and the Oletha pretty much answers that question. The opening quote in the feature from Willem Smit: “It’s the car we wish BMW had made,” made sme realise that it’s cars like this that I wish BMW were making too, not the utter, ugly rubbish they are churning out these days. In my view BMW has lost its way, thank goodness there are still some fans out there like the Smit brothers with a genuine passion for the brand – and some vision.
Two of “my” cars in the Nov issue
At 79 years old, I use my late auntie’s Anglia 105E (Buying Guide) as my shopping car. She bought it new in 1966 and drove it all of 14,000 miles until she surrendered her licence in 1986, after which it came into my care. Now with 41k on the clock it’s a joy to drive – never restored, nor driven in rain. It’s totally original bar a few period accessories. You’re right, the Ford carb was rubbish. I have fitted a single SU which gives 40mpg and flat-spot-free acceleration. Now the Allard (The Hot 30). I well remember the day in the early Fifties when a family friend drove my father and I to a small car sales unit in Manchester and there was NKT 17. I never knew if it was a J2 or J2X, but what a sound when the Cadillac flathead V8 fired up! Dad campaigned the Allard at Oulton Park, Silverstone, Shelsley Walsh and Prescott with great gusto but little success. After a couple of years it was replaced by a 1925 Bentley 3 Litre. I seem to remember the Allard had a propensity to shear off driveshafts. Some years ago and with the help of the Allard club, the car was traced to the USA, its UK NKT 17 plate still in place. Happy days!
As a volunteer for the peugeot sport club uk and the owner of a 205 GTI [pictured] for some 22 years, it was fantastic to see fellow 205 owner Adam Towler’s 106 Rallye ‘Icon’ story and Stephen Dobie’s 208 GTi by Peugeot Sport join the Fast Fleet. However, it also saddened me thinking about the death of the Peugeot GTI and Rallye badges and the affordable small hot hatch as a whole. As a ’90s kid I grew up in the time of the 106 Rallye, 106 GTi, Nova GSi, Fiesta XR2, 5 Turbo and, of course, the 205 GTI. Then as an adult I saw the string of fantastic hot Renault Clios, the Fiesta ST… heck, even the Corsa VXR was supposed to be a good steer. Today, of those only the Fiesta survives, joined by the Hyundai i20 N, but at £25,000, and the Toyota GR Yaris, which is £30,000! Then there are several larger hot hatches that are even more expensive. Hardly the affordable hot hatch replacements to my ’90s pocket rockets.
RIP GTI
I think that the loss of the affordable small hot hatch will in turn be the death of the young car enthusiast. They simply won’t have performance cars that they can afford so they will spend their money on the latest iPhones and making sure their avatar in the metaverse has the latest accessories instead. RIP Peugeot hot hatches, RIP the affordable, small hot hatch and RIP the young car enthusiast. Yours cynically.
A subtler Shadow
Your feature on the Rolls-Royce Silver Shadow reminded me of my late grandfather’s Bentley T. When his building business, Siggs & Chapman in Croydon, took off, he wanted to treat himself with a Rolls-Royce but my grandma thought it too ostentatious and forbade that choice… so he bought a Bentley! The T was in fact his second Bentley, replacing an S2 Continental Flying Spur, ‘2 TPA’, and he kept it until he gave up driving many years later.
I well remember how big it seemed in the 1970s but now they look quite modest and those lines so clean and simple. Funny how cars like this, in the doldrums for years, along with the likes of the Lamborghini Espada and Ferrari 400/412, are now appreciated – and appreciating. It’s just a pity that fuel prices are so high.
Grandad was always being asked ‘What’ll she do?’ – miles per gallon, not miles per hour. He always replied ‘Eight around town and ten on a run’! The way the rear end sat down like a speedboat as he launched it down the road might have been a factor.
Canuck champs
Richard Meaden’s throwaway line about one of the works MGC GTS cars being driven by ‘the less-than-stellar’ pairing of Craig Hill and Bill Brack at Sebring in 1969 does both of them a serious disservice.
Bill Brack was the Canadian distributor for Lotus and a BMC dealer in the Toronto area, who competed successfully in Minis, a Lotus 47, ex-Graham Hill Lotus 42B Indycar and Lotus 70. He won the Player’s Challenge Series in 1973 and ’74 and, when the series was upgraded to Formula Atlantic, he won it two more years in a row. It took some kid named Gilles Villeneuve to finally beat him to the championship.
Craig Hill is also a member of the Canadian Motorsport Hall of Fame. Having cut his racing teeth on dirt tracks and asphalt, he was the Canadian Formula B champ in 1969 and ’70 and graduated to the Player’s Challenge Series in a Lotus 69B and then a Brabham BT 40, and finally a March 75BT in Formula Atlantic.
Meaden’s research must have come solely from the results sheet because, in qualifying, Hill and Brack were almost four seconds faster than Hopkirk and Hedges. Yes, sister car ‘699F’ finished 26 laps ahead, but I cannot imagine that was all due to driver talent.
Classic writing
Thanks for a lovely article on Bill Collins and his Ferrari 250 Lusso. Robert Coucher kept the reader interested till the very end, with Collins showing no signs of egocentrism. Then came that final paragraph, quietly letting us know his famous sisters’ names and therefore their occupations. It was so informative, without modern media edginess and brashness.
I had an X1/9
What great memories were brought back by Emma Woodcock’s feature on the Fiat X1/9 Lido (Pioneer in Miniature) I bought the same model new in 1998, part-exchanging a year-old rubber-bumper MGB that was already showing signs of corrosion. The Fiat was everything the road testers of the time admired, it was like a mini Ferrari with a targa top and handling no reasonably priced British sports car could live with. My first road trip was to the nearby North York Moors on the B1257, hoping to impress my new girlfriend. On this road we were spotted by an RAF jet fighter that seemed to continuously use us as target practice but the little Fiat’s handling on that day must have surely impressed the pilot because he tipped his wings as he left, probably to RAF Leeming. I hope owner Neal Gibbons has as much fun in his car as we did in ours. My girlfriend became my partner of 38 years and I still have the original Lido brochure, Carello covers and a Lido luggage bag if Neal is interested.
Entry level
Firstly, I want to welcome in the new editor. It’s a shame to see Paul Walton leave, but it seems he’ll still be writing for the magazine and fresh faces are always a good thing. I was moved to write by Sam Skelton’s piece about the 2.9-litre XJ40. This is a car that so many people over the years have told me was utter rubbish and that there was no point in owning such a slow and thirsty car. But I bought my first one in 2005 – I was still a university student, which shows how cheap they once were. And I didn’t keep it for long, because it failed the MoT on rust in 2007. I’ve had other Jaguars since, and nowadays I have an X350 2.7 diesel. But I’d like to find another good 2.9 if I can find one to relive the days that got me into Jaguars. Ideally it’d be Signal Red like mine was, a manual, and have a cloth interior. My car had a digital dashboard, so I’d like that if I could. Does anyone know of a car like this for sale anywhere? Thank you to Jaguar World for rekindling an old spark with your article.
US Jaguars
According to Google Jaguar sales continue to historically be within a couple of thousand cars year over year between the US and UK and even though it’s a British marque I think your mag would do well to devote a section every issue or possibly one or two complete issues a year to what’s going on in the US market and possibly special adverts for parts and services in the colonies. Currently I don’t see one single service or parts provider based here less SNG Barrett’s US outlet. After all it does say Jaguar World.
Porsche memories
Several fond memories were brought back when I ready our comparison feature between the Jaguar XJ-S and the Porsche 944 – because as a company director in the late 1980s and early 1990s I actually owned and ran examples of both. My 944 was an early 2.5, and my XJS was a late Celebration convertible, and at the time the two cars seemed so very different in focus. I had a BMW 635 CSi E24 between them, and at the time I thought that it did a good job of bridging the two:more sporty than my Jag and yet more of a grand tourer than the Porker. Do I agree that the Jag’s a better car? 35 year old me with his used 944 in 1988 wouldn’t have thought so, but another decade of life certainly meant that the XJS made more sense in middle age. Nowadays I drive an F-PACE, but part of me wishes I still had a sporty car sitting outside.
2002 Project I really enjoyed the feature on the 2002. I have followed the project in BMW Car from the start and eagerly anticipated each new instalment to see how it was going to develop. So often these days modified classic cars seem to lack a plan or any kind of thought in their execution, things get thrown together without consideration for the final look and feel, or how the thing will drive. Rob Richardson’s car seems to have been well thought through and exceptionally well engineered – well done Rob! I think Rob’s car might well be one of the best ‘02s in the country, if not the world, and I’m looking forward to seeing where the project goes next.
Porsche 996 frailties
You didn’t mention the Porsche 996 cylinder bore scoring (Porsche 996 at 25 years), another known issue for the 996 and first generation 997. It’s serious, costly and painful. Early 996s (3.4s) had gearbox issues and 996s tend to eat radiators too.
I own a 993 C2 manual coupé and so I was surprised that Sam Dawson quotes the 996 as ‘better built than their predecessors’. I think he’s seeing that from only one perspective, the body perhaps? Granted that key areas of an Eighties 911 — kidney bowls, sills, B-pillars – would rust from the inside out but I reckon the aircooled engines were more robust.
If I were looking at the Porsche 996 era, it would be a 986 Boxster because it’s lighter and more fun to drive in the 3.2 form, though they do suffer the same type of issues as the 996.
The first Lynx Eventer
Reading about the Lynx Eventer brought back many memories, but I thought Penelope Keith borrowed the Eventer for a very late episode of To the Manor Born, and then the awful Sweet Sixteen.
Another thing I want to point out is that the name Lynx was chosen by me at age 17 in 1966 when trying to get a discount at the local BMC agent for spare parts – the storeman wanted to know the name of the company I worked for and because I owned a 1934 Riley Lynx, I thought Lynx Engineering would do. Jaguars did not appear for a number of years after, because I started out by restoring (on my own) vintage Bentleys and other cars, until a local owner asked me to restore a Jaguar C-type; that is the point I left a job at Weslake & Co and set out on my own. Later, Chris Keith-Lucas joined as an employee and I subsequently realised he was a major asset to the business. We got on well, so I offered him a partnership, which he paid for by selling his dreadful Hyper Lea Francis, which threw oil everywhere whenever it was run. Finally, the picture of the ‘French Chateaux’ is actually our UK family home and has been for 45 years.
Geldof in a Ferrari
Wonderful article on Lynx Eventer and stories about the gifted owner Rupert Hine. Especially fun comments were from Sir Bob Geldof, including saying he was never interested in cars. A decade or two ago I used to live in Chelsea and often drove down the M4 on Friday evenings to spend the weekend in the country. More than once I saw Sir Bob in a Ferrari 308 or possibly a 328. It looked clean to me and he had a grin on his face!
Apologies if our editorial led you to believe Porsche will create a Turbo S Targa, because this is not the case. Porsche has only used the Targa body style on its Turbo for the late 930 generation, and since the 997.2 era, has offered either Coupe or Cabriolet body styles for its Turbo S offering. It is highly unlikely Porsche will again turn to the Targa body style for its Turbo engine, and DrivesToday knows of no plans to introduce this for the upcoming 992.2 generation.
Porsche plans to revive the Turbo S Targa. My question is: will this materialise from Porsche? It would be nice if it will also have an option of a manual transmission.
’88 desperation Whilst I must admit the recently announced F-PACE SVR Edition 1988 looks tremendous, I can’t help thinking Jaguar’s marketing people are going to run out of obscure anniversaries fairly soon. Personally I fancy a Cannonball edition to commemorate the 1979 coast-tocoast run in an XJ-S. Don’t laugh, it could happen.
HURACÁN VERSUS R8
I’m glad you mentioned the Audi R8 in your Lamborghini Huracán Buyers’ Guide. Considering that the Lamborghini is essentially an R8 under the skin, I wonder what could possibly justify a price difference of 2.5 times on the used car market, as your pricing guide suggests? I even prefer the way the R8 looks compared to the Lamborghini, which is painful to admit considering I’m an Italian car fan through and through. Should I now hide my shame and type ‘Audi’ into the search field on Autotrader? Maybe that’s a step too far…