The British automotive industry magazine • Spring 2011

ANDY WALLACELe Mans legend on the Jaguar XJR-9 and the future of endurance racing

BRITISH MUSCLE

Is ‘simplify, and add lightness’ still the Lotus way?

Driven off the roads: Where will the fuel price rise stop?

THE ORIGINAL BIG CAT

We celebrate 50 years of the iconic E-type

Automotive

TAXING TIMES

LOTUS POSITION

•LTI: Britain’s forgotten hero?•UK news round up

Plus:

How to buy a 150 mph MG ZT 260 for just £5k

Plus: Eagle’s reborn E-types

BRITISH MUSCLEHow to buy a 150 mph MG ZT 260 for just £5k

01 cover.indd 1 06/05/2011 14:37

The awardThe Autocar-Courland Next Generation Award is a national competition to identify, support and develop top automotive talent of the future. Entrants from UK universities are invited to answer a brief set by Autocar’s editor-in-chief, Steve Cropley – with a view to winning a ‘money-can’t-buy’ experience in the British automotive industry and a substantial cash prize. The judgingThe six best entrants will attend a Dragon’s Den-style judging day at the home of Autocar, where they will have the chance to present their ideas to a panel of leading industry executives. Three fi nalists

will be invited to the Society of Motor Manufacturers and Traders’ annual dinner, where the winner will be announced.

The winnerThe winner will receive a substantial cash prize plus work experience at the leading automotive organisations supporting the award. This will be a unique opportunity for the winner to acquire contacts, experience – and perhaps even a job offer!

For more details and to register for updates, go to

www.autocar.co.uk/nextgen

Calling all students.THE AUTOCAR-COURLAND NEXT GENERATION AWARD 2011

THEY SAY ALL GOOD THINGSSTART WITH ANIDEA···

Sponsored bySupported by

E-typE annivErsary

EaglE E-typE

FuEl duty hikE

Mg Zt 260

thE london taxi CoMpany

CyClists

andy WallaCE

thE FuturE oF lotus

past MEEts prEsEnt

ContentsnEWsAll the latest and greatest of the British motor industry.4

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We say happy 50th to the eponymous Jaguar E-type.

Bringing the big cat up to date with the 21st century.

How the forthcoming fuel duty increase will affect UK motorists.

The ultimate wolf in Rover clothing? Here’s how to buy one.

Two Coventry greats side by side, with 70 years between them.

Largely forgotten, completely significant. Where to, guv?

Are the roads big enough for both of us?

The Le Mans legend talks about his career and the colossal Silk Cut Jag.

We’ve come a long way since. Read to find out more.

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Greetings, salutations and welcome to the 2011 edition of Automotive, Coventry University’s MA Automotive Journalism magazine. We

want to prove that the British motor industry is not as dead as some people think, so in this issue we celebrate the Jaguar E-type’s half-century and take a look at its past, present and future. How will the fuel tax hike affect us? What does the future hold for Lotus? We will also be looking at the largest independent British manufacturer LTC and finding out how to buy a performance bargain, the MG ZT 260. We also speak to Le Mans legend Andy Wallace about his exploits at La Sarthe.

So read on and enjoy. The British motor industry is dead. Long live the British motor industry!Thanks to: Steve Cropley and Haymarket Media Group, the Guild of Motoring Writers, Scottish County Press, Coventry University Graduate Centre and Department of Media and Communication, and journalism lecturers Andrew Noakes, Fred Mudhai and John Lister.

EditorialMeet the

Automotive team

Philip Shoulder

Jonathan Tan

Daljinder Nagra

Tim Kendall

Joe Breeze

James Richardson

Sean Carson

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McLaren’s Ferrari-Fighter is go

News

McLaren’s answer to the Ferrari 458 Italia has gone into production. Manufacture of the snappily-

named MP4-12C began on 17 January at the McLaren Technology Centre in Woking, Surrey.

The McLaren is 30 bhp more powerful than the Ferrari and, at £168,500, almost £5000 cheaper. The launch of this new car from the makers of the legendary F1 has also seen the creation of an entirely new company, McLaren Automotive whose sole aim is to build road cars. The new

car will see the creation of 35 new dealer-ships worldwide, including the USA, the Middle-East, South Africa and the UK.

The MP4-12C features many innova-tions in a bid to keep the environmental impact of the car as low as possible. It has a carbon fibre chassis, weighing just 80 kg and a McLaren-designed 3.8 litre twin turbo V8 producing 592 bhp and 443 lb.ft. Despite these astronomical figures, the car will produce only 279 g/km ofCO2, thanks largely to its low kerb weight of 1340 kg and the engine which has beendesigned with maximum efficiency to power ratio in mind. The very light engine uses forced induction, unlike its

The new F1?

Tech-Spec• power: 592 bhp• Torque: 443 lb.ft• Weight: 1340 kg• Top speed: 205 mph• 0-62 mph: 3.3 secs• cO2: 279 g/km• MpG: 24.2

“The MP4-12C features many innovations in a bid to keep the environmental impact of the car as low as possible”

Issue 1. March 2011. 005.

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McLaren’s Ferrari-Fighter is go

Land Rover have released details of the most ex-pensive Range Rover ever made. Priced at £130,000, the Autobiography Ulti-mate Edition comes with a swathe of luxury finishes as standard. These include: a pair of Apple iPads for the rear passengers, two individual rear seats with a machined aluminium console extension, a hand-

finished teak-decked boot and a drinks fridge.

The car is offered with a choice of two engines, the 4.4 litre TDV8 or the Supercharged 5.0 litre V8, producing 313 and 510 bhp respectively. The diesel V8 is the first Range Rover to have official fuel consumption figures of more than 30 mpg, weigh-ing in with 30.1 mpg. Both

engines come with ZF’s new 8-speed automatic transmission.

This new super-luxuri-ous Range Rover also has exclusive body colours, woods and leathers for its interior, not available any-where else in the Range Rover line-up, ensuring the exclusivity that its astronomical price tag deserves.

Is this the ultimate Range Rover?

Aston Martin have announced a new sport-scar that is set to sit between the DB9 grand tourer and the DBS su-percar.

The car will be called the Virage and features a 490 bhp version of the company’s ubiquitous 5.9 litre V12, sitting directly between the 470 bhp DB9 and the 510 bhp DBS. The car will also feature carbon-ceramic brakes, unusual for this sector and will sit on another modi-fied version of Aston’s VH architecture.

The CEO of Aston Martin, Dr. Ulrich Bez said that: “100 years of automotive history has demonstrated that evolution delivers the best solutions in time.So it is with Virage; it is the next level of evolution in our VH architecture strategy and it does everything with the perfection that you would expect today. It is the perfect balance of opposites.”

The car will have a Touchtronic II automatic transmission mounted on the transaxle to give it a

50:50 weight distribution.The Virage is almost

certain to be priced in between DB9 and the DBS

Jaguar, meanwhile have announced the new XKR-S, which is set to be the fastest Jaguar ever.

Lighter, nimbler and more agile than the XKR, it is likely to be a serious sportscar hav-ing more power than the standard XK, probably with between 520 and 540 bhp, thus moving away from the genteel grand-tourer image of more recent Jaguars.

Aston Martin and Jaguar unveil new cars at Geneva

main rival, the Ferrari 458. Dick Glover, the Technical director said: “We’re intensely proud of the 12C and how it stands against its key competitors: cars that are, in their own rights, some of the best sports cars the world has ever seen. The really exciting challenge for us was that to set new performance benchmarks against these cars, we had to introduce innovative new technologies.”

The cars will be built at the McLaren Technology Centre whilst a new produc-tion facility, the £40 million McLaren Production Centre, is being readied. McLaren hope to build up to 4000 cars per year by 2015. One thousand MP4-12Cs are set to be built in its first produc-tion year and deliveries are expected to begin in May of this year.

Bentley have broken their own world speed record on ice at more than 205 mph. Finnish rally ace Juha Kankkunen drove a Continental Supersports running on biofuel, smashing the previous record of 199.83mph, set in a Continental GT in 2007. Guinness Book of Records officials and the Finnish Traffic Police were on hand to verify the rallying legend’s speed of 205.48mph, measured over an aver-age of two runs.The Bentley was lightly breathed on, with a fully welded-in roll cage, Pirelli SottoZero winter tyres and a parachute mounted in the rear bumper

to aid stability in an emergency. The four-time World Rally Champion said: “200mph came up after 5km on sheet ice. Then it was just a question of getting

everything right in the timing zone and hoping the snow kept away.”

Bentley ran the Continental Super-sports on E85 bioethanol. Bentley Chief Executive, Wolfgang Dürheimer, indi-cated that the Crewe-based firm would be celebrating Kankkunen’s victory with a limited run of 100 ‘extreme’ Bentleys which will be the most powerful models ever to wear the winged B emblem. Set to be unveiled at the Geneva Motor Show on 1 March, there is no word on the exact spec, but the fastest Conti yet should have well in excess of 600bhp.

Caterham Cars, best known for their iterations of the venerable Lotus Seven, chose the Autosport International show to unveil their latest model.

Dubbed the SP/300.R, it’s a radical departure for the company. Not only is it the first mid-engine car in their history, but also their first sports prototype.

Designed with British race car manu-facturer Lola, the car features an alumini-um monocoque chassis and a seven piece lightweight Polyurethane body.

It uses a supercharged version of the 2 litre Ford Duratec inline four. Developing 300bhp and mated to a six-speed paddle-shift ’box, it manages 0-60 mph in 2.8 seconds and a top speed of 180 mph. The

Lola designed aero kit provides the car with 450kg of downforce at 155mph.

Speaking on why Caterham chose to collaborate with Lola, Ansar Ali, Cat-erham Cars’ Managing Director, said: “Lola continues to be the most popular choice for private entrants in sportscar racing and its record at Le Mans speaks for itself.”

At £59,995 + VAT, it will be the most expensive car Caterham has ever made. Customers will be required to lay down a £10,000 deposit before being allowed a test drive.

Production will be strictly limited to 25 cars per year and will begin at Caterham’s Dartford factory in September.

The Guild of Motoring Writers aims to play a major role in supporting the future of automotive journalism through initia-tives such as its backing of the Coventry Automotive Journalism MA course.

“We believe in supporting the future of quality automotive journalism,” said Charlotte Blight, chairman of the Guild.

Students on the course enjoy all the benefts of Guild membership, includ-ing free AA cover and tailored insurance options, and are eligible to enter Guild-organized awards. Chief among these is the Sir William Lyons Award, open to all UK residents under the age of 23, and the Phil Llewellyn Award, open solely to stu-dents of the two Guild accredited courses, in Coventry and Cardiff.

Ms. Blight urged aspiring motoring journalists not to give up and to maintain their standards. “Don’t fixate on the obvi-ous, there’s a wealth of opportunity be-yond simply road testing cars,” she said.

Guild backs Cov Automotive Journalism MA

Caterham’s New Clothes

THE GUILD OF MOTORING WRITERSThe leading association for automotive journalists, authors, photographers and

broadcasters. To find out more about the Guild see www.gomw.co.uk or contact Patricia Lodge, General Secretary tel 01202 422424 or email generalsec@gomw.co.uk

Driving the motoring journalism of today

– and tomorrow

Guild ad.indd 1 19/05/2010 14:20

Bentley boys beat the world – on ice

Specialist Journalism MA Automotive JournalismMA Global JournalismMA Health Journalism

Communication, Culture & MediaMA Applied CommunicationMA Digital Media & CultureMA Film & Visual Cultures MA Global Media & Communication

Media Production MA Media Production

PhotographyMA Photography

The Department of

Media & CommunicationPostgraduate Courses

www.coventry.ac.uk/csad/mediacomm

In a rapidly changing media world, Coventry University’s postgraduate courses continue to innovate and inspire.

MCad4.indd 1 13/04/2011 05:52

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GenevaConvention

Enzo Ferrari once called it “the most beautiful car in the world.” Fifty years on and the Jaguar E-type still unquestionably fits the moniker awarded to it by

the great Italian.Standing in front of 77 RW, the original

Geneva motor show E-type convertible, or Open Two Seater (OTS) as Jaguar termed it, there’s no doubt you’re in the presence of true automotive greatness. As you lower yourself into any E-type you’re initially met by the delicate, three-spoke wooden wheel but your eye is then immediately drawn to surely one of the most evocative sights any petrol head could wish to experience.

Penned by legendary Jaguar

designer Malcolm Sayer, the E-type’s seemingly never ending bonnet is framed beautifully by the wrap-around windscreen, with the car’s wings flowing effortlessly away from the cramped cockpit in a way that modern metal never seems to be able to recreate.

Unveiled at Geneva in 1961, for many the Series 1 represents the purest of all the E-type guises. The original cars were powered by the renowned XK engine, and having led Jaguar to a total of five Le Mans wins, in 3.8 litre form endowed the Series 1 with 265 bhp (SAE) at 5500 rpm and 260 lb.ft of torque at 4000 rpm. Mated to the infamously recalcitrant four-speed Moss gearbox (the units on Series 1 cars lacked syncromesh on first), the XK engine meant 77 RW could

knock off the 0-60 sprint in 7.1 seconds, according to The Motor magazine’s original road test of the car, with its sister Fixed Head Coupé, 9600 HP, figured at 6.9 seconds to 60 mph.

The improved aerodynamics of the FHC also saw it exceed the convertible’s maximum speed by 1.4 mph. Not a massive increment, but enough to tip it over the 150 mph threshold, a factor Jaguar’s marketing machine exploited massively and a big deal in 1961, especially given the E-type’s unique selling point. Price.

The E-type went on sale for a scarcely believable £2,256 15s, including purchase tax and the all-important optional wire wheels, the equivalent today of just £38,000. At less than half the price of its

Issue 1. March 2011. 009.

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GenevaConvention

This March sees the 50th anniversary of the launch of Jaguar’s stunning E-type at the Geneva motor show.

Automotive celebrates the original big cat and reflects on a true British

motoring icon.

rivals, the E-type still had the pace to take on and outrun the established players from the stables of Modena and Stuttgart.

According to Ian Callum, Jaguar Design Director, “It is impossible to overstate the impact the E-type had when it was unveiled in 1961. Here was a car that encapsulated the spirit of the revolutionary era it came to symbolise. The E-Type is a design that even today continues to inform the work we do in styling the Jaguars of the future.”

Early performance figures for the E-type came under strong fire from rival manufacturers however, as the original road tests were conducted in the two production-prototypes from the Geneva show, running on Dunlop R5 racing tyres. The two cars reportedly had

lightweight alloy body panels and much stronger engines – something road testers at the time pointed out and was later proved when 9600 HP was restored. Its engine was found to be a run in XK150S item, with a gas-flowed head and exhaust ports carefully matched to the manifold, good for an extra 20-25 bhp.

Even so, Norman Dewis, Jaguar’s test and development engineer of the time, believes the secret behind the E-type was that Jaguar was way ahead of the curve. “We were trialling and experimenting with things that had Jaguar way ahead of the likes of Aston Martin, Porsche and Ferrari. Part of my job was to test the aerodynamics of the prototype with Malcolm, and when we got it in the wind tunnel, it was beautifully smooth. The

body created hardly any turbulence.” Innovations such as the disc brake,

pioneered by Jaguar’s motorsport exploits at Le Mans, carried over to the E-type and gave it a massive advantage over its rivals. Coupled to the punchy 3.8 litre XK motor and brilliant aerodynamics, it saw the car realise ground breaking levels of performance back in 1961. “Don’t forget this was a production car,” says Dewis. “Ferraris were a one off back then, you had to order one. You could go and buy an E-type. It was a real revelation.”

Dewis drove 77 RW from Coventry to the Geneva show in ’61 after receiving a call from Sir William Lyons asking him to deliver the car. He managed the trip in a staggering 11 and a half hours averaging 68 mph in a time before motorways,

Words: Sean Carson

50 years of the iconic E-type shape. 1961 3.8 E-type OTS is the purist’s

car of choice.

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cruising at around 125-130 mph.The E-type’s brakes may have been

grabby and the ‘box reluctant to comply, but the chassis handled sweetly. Dewis preferred a bit of weight over the nose of the car to aid turn in (E-types ran cross-plies) so naturally, that’s how the production cars were signed off. Running on cross-plies meant the direct and communicative steering could be used to tame the understeer; “the steering was so accurate, it meant you could slide the car and really drive it though the corner” says Dewis.

So what’s the ultimate incarnation of E-type for the man who did all the development work in the early prototypes and signed off the chassis for production? “I like the open top cars but for me, the fixed head Series 1 is the real beauty.”

Five years on from the launch of the original car at Geneva, a third E-type derivative was announced. Only available in FHC form, the Series 1 E-type 2+2 featured a wheelbase lengthened by 9 inches, a taller windscreen, larger doors and ‘room in the back for two children’ according to Jaguar. For many, the 2+2 was stylistically a disappointment but to Jaguar, the addition of a third derivative proved a great success. In 1966 over 6800 E-types rolled off the production line, marking the most successful year of E-type production, with the 2+2 proving the most popular model.

Revisions to the Series 1 came along in 1969, with the XK motor bored out to 4.2 litres in the Series 2, as well as a host of minor cosmetic changes that added together, robbed the E-type slightly of its effortless looks.

The new car took on a more bloated stance thanks in part to conform to US legislation. New open headlights and larger repositioned front indicators were introduced, as well as a more gaping mouth complete with twin electric fans to partly provide capacity for the new option of air-conditioning, but primarily to aid cooling of the enlarged motor.

Although maximum power was unchanged, but now produced at 5400 rpm, torque was improved to 283 lb.ft, still produced at 4000 rpm. Attention was also turned to the drivetrain, with the gearbox gaining a syncro on its primary ratio to help reduce baulking between first and second.

Unfortunately, the Series 2 wasn’t any faster than its older sister due to the increased kerb weight of the later cars.

The Series 2 only lasted two years before the introduction of the Series 3,

and with the new car came an all new power plant for the E-type. William Heynes, technical director of Jaguar at the time and designer of the XK engine, made the executive decision to move to the 5.3 litre V12 as the motor of choice for the last E-type.

By 1971 the E-type had conceptually evolved from sportscar to more of a big GT and as such inherited the chassis of the 2+2. The increased wheelbase gave improved luggage capacity and addressed one of the major gripes of previous iterations of the E: the cramped and poorly-ventilated cabin.

The turbine-like V12 pumped out

314 bhp (SAE) at 5850 rpm and 304 lb.ft of torque at 3600 rpm. Ford of Britain Chairman and former Chairman and CEO of Jaguar Land Rover, Joe Greenwell, owns the Series 3 E-type OTS press car as tested by Autocar in 1973 (see original Autocar cover opposite). “The car has a lot of provenance” says Greenwell. Originally a Warwickshire car, an influential factor in Greenwell’s purchase, it was owned by William Heynes, then later his son, and a further two owners before Greenwell became custodian of FHP 730L.

“I had a red E-type Dinky toy when I was a boy. I thought some day, some day…I always knew what colour it’d be” says Greenwell, admitting the wonderfully smooth and torquey engine, big brakes and power steering drew him to the Series 3.

Greenwell uses his car too. “It’s all

Series 1 OTS, chassis number 094 recently restored by CMC of Bridgnorth, Shropshire.

Issue 1. March 2011. 011.

Automotive.

original apart from the modern radial tyres.” The car has done over 85,000 miles with little in the way of problems apart from the clutch failure Greenwell encountered on the way back from Le Mans: “I drove back mostly in top gear – another advantage of the torquey engine.”

The V12 cars are still quick today, as Greenwell attests: “You just ride along on a wave of torque from the big V12. It makes a lovely muted burble unlike the XK that has a bit more of a blare.”

The V12s could crack the dash to 60 mph in 6.7 seconds but were also extremely tractable as shown by the original Autocar road test: “As a further demonstration of the remarkable flexibility of the engine, the V12 proved capable of accelerating from rest to 110 mph in top gear in 36.4 seconds. In practice this means that very rapid

progress can be made without continuous use of the gearbox and this contributes considerably to one’s relaxed enjoyment of the car.”

This gave the E-type more of a big GT feel along with the introduction of power steering as standard for the Series 3 and another first for the E-type proper in the optional three speed automatic gearbox (2+2s were offered with a similar three-speed Borg-Warner unit as the Series 3).

Fifty years on from the launch, the E-type’s illustrious history is set to be celebrated by a contingent of 50 cars emulating the journey of Dewis and 77 RW from Coventry to Geneva, finishing at the Parc des Eaux Vives, Geneva – the location of the original press launch of the E-type.

Owned by Michael Kilgannon, 77 RW has just undergone extensive restoration ready for the anniversary, with a ball park figure of £100,000

of work commissioned. Classic Motor Cars of Bridgnorth have worked wonders with the car and the result is an all original E-type restored to better than new condition.

To the purist, Series 1 cars like 77 RW mark the pinnacle of the E-type and in truth, were the fastest of all the incarnations of the car – lightweight panels and tuned engines or not. The E-type defined the era, helped by celebrities such as Brigitte Bardot and Steve McQueen among the lengthy list of stars on the E-type ownership roster.

Whatever the model though, the E-type still remains a British motoring icon. “Half a century of progress has not diminished the significance of the E-Type. It was a sensation when it was launched, and remains Jaguar’s most enduring and iconic symbol. The E-type

is simply one of the most exciting cars ever created and a legacy to the genius of Jaguar’s founder, Sir William Lyons” believes Mike O’Driscoll, Managing Director Jaguar Cars and Chairman Jaguar Heritage.

Half a century of progress may not have diminished the significance of the E-type but it certainly has meant the sportscar has come a long way. Back in

the ‘60s the dynamics and speed of the E-type may have been a revelation but today, the original big cat shows its age. “You have to remember they are old cars though,” says Tony O’Keeffe, Curator and Events manager at Jaguar Heritage.

There is an answer, however. E-type enthusiast turned business man, Henry Pearman and his company Eagle will breathe new life into your E-type. “I really welcome what Henry is doing with the E-type. The purists might not like it, but I think it’s great what they’re doing. I like the cars to be driven and it means the cars can be used more often, like they were designed to” believes O’Keeffe.

So, can you teach an old cat new tricks? Let’s find out…

Thanks to Joe Greenwell, Tony O’Keeffe, Norman Dewis and CMC of Bridgnorth, Shropshire for their time and co-operation.

Main and left: Carmen Red, Series 1 3.8 FHC pictured at the E-type’s home - Browns Lane.

Above: Original Autocar road test of Series 3 V12, FHP 730L.

“The steering was so accurate, it meant you could slide the car and really drive it though the corner.”

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If you put Enzo Ferrari, Michael Flatley and Martin Brundle in a room together, what would they have in common? For the avoidance of confusion, this is not a continental variation on

the Englishman, Irishman, Scotsman scenario. No, they would all be talking about E-type Jaguars, believe it or not. Mr. Riverdance and the former F1 driver-cum-pundit are customers of Sussex-based E-type specialists Eagle, and ardent enthusiasts of a modern take on the original icon. Meanwhile, the late Ferrari founder proclaimed the original E-type to be the most beautiful car in the world in 1961, some accolade considering the sculptures which have left Maranello’s hallowed gates.

Fast forward 50 years and the E-type remains an unutterably beautiful, iconic shape. If English Heritage could preserve cars like they do listed buildings, it would be unlikely that anyone could do

anything more adventurous than wipe an oily rag over an E-type. Yet whilst it may have been, and still is, a jaw-dropping sight, it is not by modern standards a great drive. This is where the expertise of E-type gurus, Eagle, comes in.

Eagle walk on dangerous ground, as not only do they restore, but they modify the original ’60s sports car. As is the way in the classic car world, originality is a treasured commodity and restoration is normally just that – painstakingly bringing a car back to how it was when it rolled off the production line, staying faithful to every nut, bolt and foible. And there is the operative word, foible.

A baulking, noisy Moss gearbox and brakes which worked when they felt like it, as opposed to when you wanted to slow down, were two of the idiosyncrasies of the original E-type driving experience. Headlights which struggled to illuminate anything beyond the end of the bonnet, let alone light the road ahead, were

another. Why not improve on it then? Technology has moved on a bit in 50 years, which is why the Eagle approach is such an appealing one – taking an icon, retaining the character but making it safer, more powerful, more reliable, and crucially, more useable.

Proprietor Henry Pearman believes the Eagle USP comes from being able to offer fully restored cars whilst ‘dialling out the worry’ for those that would love to own a classic, but are petrified of owning an old car. They have been working exclusively on E-types for nearly 30 years meaning they should know a thing or two about them. So, how does Eagle improve on a flawed icon?

In pretty much every way apart from the looks, is the answer. Bespoke is the nature of the Eagle approach, meaning there are endless permutations of specs and upgrades available, limited only by the size of your wallet. What is common to all Eagle E-types is a

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Words: Tim Kendall Pictures: James Lipman

Eagle engineer the 1960s compromises out of the E-type. Does that make it as close to automotive perfection as it’s possible to get?

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“An Eagle commission can take up to 4,200 man hours or 18 months”

breathtakingly thorough approach to the rebuild. A full commission can take up to 4,200 man hours or 18 months, bringing new meaning to the ‘nut and bolt’ restoration cliché.

And if you commission an Eagle, they will upgrade the nuts and bolts to stainless steel items should you so wish. Starting with the body and chassis structure, Eagle address the corrosion-prone original areas with wax cavity injections to prevent future corrosion, and fit new braced and reinforced chassis frames. The result is the production of what is essentially a ‘new’ monocoque structure with considerably more torsional rigidity. Subtle modifications can also be made, such as reshaping the lower front valance to reduce ‘nose lift’ at speed. However, Eagle are keen to stress that none of the modifications carried out ever dilute the unique spirit of the original, and even to the trained eye an Eagle is virtually identical to the standard E-type.

This faithfulness to the original car means that, should you want to install a modern Jaguar V8 unit, you will be politely told it is not on the cards. But whilst they work within their own strict parameters, there is still enormous scope to refine the original concept. Eagle can re-engineer the XK engine to 4.7 litres, by taking an original 4.2 block, and adding a bespoke billet crankshaft and reworked

head with special cylinder liners to increase capacity. They quote a ‘useful’ power increase to around 300 bhp, but the increase in pulling power to well over 300 lb.ft of torque is what would grab your attention in real world conditions. Compare this to the original 1964 S1 4.2 E-type which mustered 265 bhp and 283 lb.ft, and you begin to understand there is less likelihood of being embarrassed by a modern hot hatch. These are approximate figures though – given the various options available no two engines will produce identical figures. Exact power output depends on variable criteria such as porting, valve size, induction system, sequential fuel injection or carburettors, and ECU spec. You can also choose an aluminium engine block to save weight.

As much for the sake of design purity as to satisfy the classic car beards out there, all the options result in a visually identical engine. Although, if you opt for the ram-air intake system and carbon fibre plenum, you are likely to spot the difference if you glance under the mile-long bonnet. It’d be hard not to take a peek now and then - the shiny XK straight-six is almost as good looking as the car itself.

Beyond the engine, a number of key dynamic changes pull the E-type into the 21st century to make it a credible alternative for those on the horns of

that Ferrari/ Lamborghini/ Aston Martin dilemma, not least of which are the brakes. Tweaking a 50 year-old design to well over 300 bhp would be somewhat cavalier if they didn’t uprate the stopping power. The Kelsey Hayes vacuum servo and Dunlop discs of the original E-type were not the sharpest tools, slowing down from low speeds being a hit-and-miss affair. So, to prevent you creasing six-figures worth of classic Jag, Eagle can equip your ‘E’ with four-pot AP Racing calipers, drilled and vented discs, high-power brake servos and braided steel hoses to provide more effective stopping power.

Steering and suspension too, can be enhanced in stages. Revised springs, dampers, torsion and anti-roll bars are available to make the car more sure-footed through corners. You can go even further to refine the handling, with Rose-jointed suspension arms and polyurethane bushes both on the options menu. In conjunction with the suspension upgrades, modifications such as speed-sensitive power steering (mapped to the ECU), and a high ratio steering pinion make the E-type a much sharper tool than when it rolled out of Browns Lane. Likewise the gearbox, which can be upgraded to Eagle’s all-synchromesh five-speed unit, coupled to an AP clutch. Surely a good choice if you aren’t keen on spoiling the ambience

Main picture: Series 1 4.2 upgraded to Eagle ‘Sport’ spec, including a huge list of upgrades. It’s currently listed for sale on Eagle’s website

Born AgAin

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by crunching the old four-speed 'box.Driving a classic car is often about

compromise, and putting shortcomings down to that old chestnut – ‘character’. Nowhere does a classic car manifest itself as a compromise more obviously than on a hot summer’s day. Having to prise exposed flesh off hot leather seats may give you the authentic period experience, but it’s best left in the ’60s. As you might expect, Eagle can engineer an air conditioning system into the E-type to get around this little gripe. Other ‘comfort’ options include reclining sports seats, high output halogen headlamps and bespoke audio systems complete with retro-look CD player, iPod connectivity, and component speakers installed behind the original grilles.

If you are beginning to marvel at the thought of an E-type that can rival much more modern and predictable machinery, you may want to know what they cost. Unless you subscribe to the ‘if you have to ask you can’t afford it’ school of thought, you might be disappointed. Eagle are discreet about prices, citing a loyal client base and the completely bespoke nature of

each build as the primary reasons for not publishing them. The other salient point is that you cannot turn up in your own car and ask for the Eagle upgrades to be applied to it. To gain access to the various enhancements, the starting point has to be an original E-type from Eagle stock. Should you decide to turn it into an Eagle E-type, there are four upgrade stages to choose from – Classic, GT, Sport and SuperSport - all with varying degrees of engine and handling enhancements. Pearman quotes the Classic and GT packages at around £10,000 + VAT in addition to the cost of an E-type from stock. To give you an idea of the whole picture, a 1970 Series 2 4.2 Roadster, upgraded to ‘Sport’ specification, comes in at £145,000. But, you can go much, much further than that and a quick glance at Eagle’s website reveals a Series 1 Roadster up for sale at £295,000. But, what price exclusivity?

When you are well into six figure territory, the burning question is why not a Zonda or an Aston? Amongst other compelling

reasons, Pearman cites the character and the driving experience, along with the friendly response from other road users. And it’s true, you can’t imagine white van man flicking the ‘V’ sign to one of these, it would be an insult to a national treasure, and about as tasteful as ringing up Andrew Sachs and questioning the virtue of his grand-daughter.

Just picture that hackneyed, archetypal British summertime scene; you roll up to a pub in a sports car, plenty of spectators outside chewing the cud. Now imagine making your entrance in another piece of exotica you can buy for around £150k, let’s say a Ferrari 599 GTB. You can almost hear the resentful whispers - ‘flash git’, they murmur. Then imagine the same entrance, this time in an exquisitely restored classic British sports car, with looks that would melt the most hardened car-hater into submission. Which one would you rather arrive in?

Nevermind the palpable sense of cool this car

Above Amongst the upgrades available are drilled disc brakes and AP calipers, combined with uprated servos and braided hoses, which substantially improve the stopping power over the original Dunlop brakes. Rose-jointed suspension arms and polyurethane bushes can be specified, along with uprated steering, sharpening up the 50 year-old dynamics.

Below If you are the impatient sort, the 18 months taken to build an Eagle E-type from commissioning to final sign-off, might prove difficult.The Sussex-based Eagle workshops look more like an operating theatre than a classic-car restoration business. Customers are invited to get involved in all aspects of the build, aside from actually getting their hands dirty of course.

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has, it could also make more financial sense to choose the old-timer, Eagle claiming that depreciation can be far less savage than modern exotica.

But really, it’s the hand-built nature of the thing that draws you in. Moreover, the craftsmanship that goes into the 4,200 hour build puts it on a different plain to contemporary 'rivals'. To quote a certain celtic dance legend whose feet move as if possessed of independent thought, “this is not from some production line – this is a truly hand built car; it’s the real deal”.

Thanks to: Henry Pearman & Paul Brace of Eagle GB, (01825) 830966. www.eaglegb.com

“You can’t imagine white van man flicking the

V-sign to one of these”

Main picture: A late Series 1 4.2 coupe - this 1968 example underwent a full bare-metal restoration in 1995 and still looks fabulous. Yours for £110,000

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FUel For ThoUghT?James Richardson investigates the proposed

April tax hike and how it will affect British motorists.

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Bad news, I’m afraid. On Friday 1 April, Fuel Duty will go up by one pence per litre. Whilst this may not sound like an awful lot, with the increase of

two pence per litre that came in January and the rise of VAT from 17.5% to 20%, this increase is likely to hit the British motorist hard. This is no April fool.

This has caused outrage from motoring organisations around the country, with the Road Hauliers Association stating that any further increase could seriously threaten the UK’s economic recovery. As an isolated incident, this may not cause too much of an issue but the Govern-ment’s plans mean that this rise is likely to happen every April until 2014 and with oil prices on a seemingly never end-ing rise, this can only mean trouble for British drivers. We must remember, also, that we have the fifth highest fuel prices in Europe and pay more than double what the Americans do.

Not unexpectedly, it is those for whom driving is their livelihood (especially HGV drivers) who are likely to be most affected by this proposed rise. “Typically, a heavy goods vehicle will do 8 miles to the gallon, making fuel the highest cost

element of road freight operations,” said Lynne Beaumont from the Fair Fuel UK Campaign. “For medium sized compa-nies, this 1p rise could increase costs by up to £30,000 and even the very largest haulage operations are likely to feel the pinch, costing jobs and reducing the number of goods that can be transported around the country, affecting the supply of consumer goods to the retail sector. Not only this, but the customers of these haulage customers are refusing to ac-cept the inherent rise in prices that this increase will bring about.”

Between 2000 and 2010, the aver-age price of unleaded petrol rose from 80.5 pence per litre to 111.9 pence per litre (72.9 pence of which went to the treasury) and with prices now hovering around 130 pence per litre, it is clear that in the last 12 months, fuel costs have shot up and that this is not a sustainable rate of growth. Fair Fuel UK said that they “would introduce a fuel stabilisation mechanism that would decrease duty when oil prices increased and operated inversely when oil prices fell” and would consider a different rate of VAT on petrol.

There have been hints from the Chan-cellor that the Treasury is considering scrapping the forthcoming increase, but

Average price of unleaded petrol (pence per litre)

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80.87 79.9

Average price of Diesel(pence per litre)

Fuel prices seem to be on an inexorable rise yet oil companies are still making massive profits

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FUel For ThoUghT? 119.75

nothing has been confirmed and the Government has been strangely reticent in making comment about this issue. “It’s great news that the Chancellor is actively considering taking action,” said Peter Carroll from Fair Fuel UK. “We welcome that. However, every day that passes freight companies are going under, motorists are struggling and the economy is suffering. The price of fuel is strangling growth and pushing up inflation.”

As an impoverished student and a motorist myself, I must confess to being absolutely flabbergasted by this news. With oil companies making mas-sive profits and people’s budgets being stretched enough as it is, surely it is a deeply unwise move for the Government to continue with these plans? We are going to have to wean ourselves off fossil fuels eventually and the car manufactur-ers are doing their best to introduce fuel saving measures, but the Government must realise that, for many people, cars are essential.

Public transport, noble as it is, cannot hope to compete with the immediacy, directness and downright convenience of private transport. There are jobs on the line as well. If freight businesses go under as a result of this rise, jobs will go and so will those who rely on their car to make a living. Surely this cannot be good for an economy in serious strife. If the Govern-ment wishes the private sector to pick up the slack left by public service cuts then surely it should be encouraging growth in whichever areas it can rather than threat-ening jobs with ill-advised tax hikes?

“The Government’s plans mean that this rise is likely to

happen every April until 2014”

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You can picture the scene – an all too familiar one on British roads – you’re trundling along behind slow moving traffic. The road ahead opens up

… you drop down into 3rd, floor the throttle, the V8’s deep-throated rumble mutates into a hardened bark. The car surges forward; speedo whirling round the dial like a greyhound chasing a hare - you’re now well over the limit. For a second you have to remind yourself what car it is you’re driving. A look under the bonnet reveals a Ford Mustang 4.6 litre V8. This isn’t any ordinary MG ZT.

Rover made a total of 883 V8 powered saloons and estates. 716 were ZT 260 V8s, with the remaining 166 being the equally powerful, but less sporting Rover 75 4.6 V8 Connoisseur saloon and tourer variants. Additionally, there are two more powerful ZT V8 versions - a 385 bhp ‘Ultimate Engineering’ test vehicle and 500 bhp model, featuring a 32 valve version of the Ford Mustang engine and

uprated running gear. Known as 001, this currently resides with the MG Owners Club.

While it was never regarded as an M5 basher, the V8 powered ZT 260s were nonetheless ridiculously quick versions of staid family models that your granddad might drive down to Tescos in.

Turning a civilized front wheel drive Rover into a rear wheel driven, V8 powered muscle car was no mean feat. The process involved designing and incorporating completely new front and rear sub frames to house the much larger power plant – then incorporating these into the existing Rover 75/MG ZT chassis. This saw extensive changes made to the under floor and transmission tunnel to accommodate the bigger gearbox. A new multilink rear axle configuration was also designed to drive the rear wheels and a Dana Hydratrak limited slip differential system used to ensure the chassis was capable of handling the extra power and torque provided by the 4.6 litre V8.

MG Rover went to considerable lengths to tune the car’s handling. Thanks to this clever reworking, both ZT variants enjoy good weight distribution, with the saloon having 53% front, 47% rear, and the Tourer (estate) fairing even better thanks to a heavier aft section: 51% front, 49% rear.

The geometry of the ZT’s MacPherson strut front suspension was tuned to the requirements of the new chassis platform. The setup features Eibach linear rate springs and a larger diameter anti-roll bar used in conjunction with Bilstein monotube dampers. The result is a ride that highlights the road’s imperfections, but offers superb handling with very little body roll. On the road the MG ZT 260 feels composed and belies its size. You can throw this 1,740 kg family car into tight corners with minimal fuss. The standard traction control almost seems unnecessary for the most part; such is the car’s inherent high level of grip.

The steering also impresses with a sharper more responsive feel than on the

Words and Photography: Philip Shoulder

It looks like any MG ZT and costs no more than a second-hand supermini, but the ZT 260 packs the punch of a muscle car. Automotive investigates.

155mphfor £5k

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front wheel drive ZT models. Combined with the stable chassis, the ZT 260 really inspires confidence when driven quickly. Even at 135 mph it remained solid, stable and planted. Save for the rather intrusive wind noise, it didn’t feel much different than 80 or 90 mph, such is the level of composure. The claimed 155 mph top speed seems entirely credible.

Little goes wrong with the suspension. The only glitch is that on early cars (up to VIN number 250) the rear coil springs can snap. These fail at the top where they’re covered by plastic, so require careful inspection. They’re easy to source and replace and are available from a variety of different outlets – the cheapest being The Two-Sixties group (affiliated to The MG Owners Club), who charge £220 a set plus postage.

The car’s ventilated front 325mm brakes are from the V6 powered ZT 190 and use AP callipers. They do a good job, being responsive with no fade.

The rears, also ventilated, are actually larger than the fronts at 332mm. The

benefit of this unusual configuration is that the car doesn’t lurch forward under heavy braking.

Obtaining front discs is not an issue, whereas the rears - which are unique to the ZT 260 - can be. Many internet sites incorrectly advertise ZT 190 rear brakes as suitable. Sourcing options boil down to Rimmers at £700, or £322 from The Two-Sixties group. Genuine brake pads available from X-Part are expensive at £125, but fortunately Mintex offer a considerably cheaper alternative at £25.

The ZT260 uses Ford’s proven 4.6 litre V8 engine widely used in North America to power the iconic Mustang.

The single overhead camshaft, 2 valves per cylinder configuration is basic by modern standards and pushes out a comparatively modest 256 bhp, but even in standard form delivers impressive torque – 302 lb. ft at 4000 rpm and propels the big car to 60 in 6.3 seconds.

More importantly, the engine’s generous torque and normal aspiration, means the ZT 260 delivers eminently

useable and progressive performance – a feature which proved very useful for overtaking slower moving traffic.

Owners yearning for more power are able to get 320 bhp from fitting a modified throttle body and different pulleys. Those wanting even more power can opt for a supercharger option, which boosts output to 400-450 bhp, depending on configuration. The upgrade is available through Scottish tuning specialist Dreadnought. All this extra oomph comes at a price though. The cost of the upgrade is a £8,000 – around the price of the car itself.

However, even when increasing power to this extent, the rest of the car can be left unchanged thanks to the chassis and running gear being designed to take up to 450 bhp. During the development stages, MG Rover planned on making a higher powered version, but it was soon realised there were insufficient funds to develop two sets of running gear, so the higher power rating chassis was used as default on all the cars.

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The unstressed V8 is extremely reliable. Change the oil every 5000 miles and it should run and run without complaint. Parts are standard Ford and readily available from American parts companies. Typical service costs range from £220 for a minor service to £450 for a major overhaul.

The air-con compressor isn’t so durable, and is prone to seizing. This problem affects other ZT and 75 models also. If you hear a droning noise after switching on the air-con, it could mean imminent failure. Replacement is the only option at a cost of £400.

Before buying check that the differential oil was changed after the first 5000 miles, as it was filled with running-in oil at the factory. Replacement differentials cost around £450. Subsequent oil changes are also recommended to prolong life. It’s a relatively straight forward job for a DIY mechanic, although the drain plug is located in a difficult position, so requires the car to be jacked to the correct height to gain access. Garages charge around £80 to £100.

The Tremec TR3650 five-speed manual gearbox is from the Ford Mustang, although MG modified the ratios specifically for the ZT 260. The unit has proved reliable. However, if there is a problem and it does need repair or replacing, the engine and front sub frame have to be removed from the car. This is a big expensive job, best entrusted

to a specialist, as many garages don’t understand the parts required. It’s a similar story with the clutch, which although good for 70 – 85,000 miles depending on use, requires engine and sub frame removal to gain access. A new clutch from Ford will cost £420 and a further £400 to fit. To check condition of clutch, watch out for oil leak through an inspection plate.

In use, the clutch in the ZT is heavier than in most modern family cars – including a front wheel drive ZT, but shouldn’t pose a problem for the average driver. The gearshift also feels slightly different with a longer travel, but the V8’s more than ample torque means that unless you’re attempting to exploit full performance from the engine, cog changes are not that frequent. The car’s party trick is being able to pull away from rest in 5th, resulting in the boast that it can go from 0-155 without changing gear.

At tick over and at low revs, the V8 isn’t that noticeable, although when you change down and accelerate the engine’s unobtrusive rumble changes turns into a more vocal roar. For owners in search

of a louder soundtrack – even at lower speeds - aftermarket exhaust systems provide the answer. MG official tuning arm, X-Power offer an exhaust upgrade, but this rasps and pops and doesn’t suit the car’s understated character.

The Two-Sixties Group co-developed a ‘Zero’ exhaust option, which gives a more purposeful engine note at all revs. The

price of the upgrade is £500 including fitting. They can be purchased directly from Zero Exhausts.

The styling of the MG ZT 260 is very understated and gives little clue to the extent of the reworking underneath. Externally the only give-aways being quad tailpipes and small V8 and 260 badges adorning the rear boot.

The bodywork is well built and isn’t the source of any serious problems. However it is worth carefully checking the paintwork around the car as everything is body coloured, so any scrapes will remove paint. On the subject of scrapes, the 260 sits lower than the smaller engine ZTs, which makes it vulnerable to speed bump damage, so it is advisable to check the underneath of the car for any damage to the sills and exhaust system.

When inspecting the car, check that the engine tray is in place, as direct replacements are currently unavailable. The Two-Sixties Group is looking into finding the original moulds with a view to re-manufacturing spares.

The 18 inch alloy wheels are specific to the 260 and are difficult to source, so check that they’re not damaged. Tyre sizes are standard, so a wide range of makes can be used. Commonly used are Continental M3 Sport, Michelin Pilot Sport and Toyo Proxes T1Rs.

Some owners fit wider (245x45 R18) wheels and tyres, which along with giving better traction, last longer, although it’s important to check that the mounting studs are far enough back to avoid digging into the wheel/tyre assembly.

The interior makes a strong attempt at sporting ambience with a distinctly British flavour. There’s plenty of chrome but it shuns the use of wood for the

Turning a civilized front wheel drive Rover into a rear wheel driven, V8 powered muscle car was no mean feat

Left: 4.6 litre Ford Mustang V8 built to last: (Engine pictured has optional Kenny Bell

supercharger fitted)

Top left: No major faults with switchgear. Wide tunnel means no left foot-rest. Top right:V8 badge only interior clue. Below: Quad exhausts

separate ZT 260 from less powerful brethren

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dash instead using meaty looking, high-quality plastics for a more modern effect. At night the dials are backlit in an electro-illuminescent blue glow which looks particularly pleasing. Some of the switchgear lacks the tactile quality of German brands but on the whole it’s a classy place to be. The seats are well cushioned and supportive, with plenty of space up front, although the deep rear bench does limit rear legroom.

The 75 on which it’s based was originally engineered by BMW which is good news for ZT 260 reliability. Additionally, the ZT 260s were removed from the main ZT production line and assembled by hand so build quality is generally of a high standard. However, towards the end of the production life of the car MG Rover went into administration. The fact that the assembly workers putting the cars together knew they were facing redundancy may have affected build quality of cars from VIN 0865 onwards.

Naturally you would expect a performance car to have high running costs and the ZT 260 is no different. Where most owners will feel it most is at the fuel pumps. When it was launched MG Rover claimed it had a combined

mpg figure of 21.5. However, in the real world expect this to be considerably lower. Many owners report figures in the mid teens. Additionally, the high C02 output of 314 g/km means that annual road tax 2006 onwards is a whooping £400. Cars up to 2004 fare better at £245. From this perspective, it makes sense to go for an earlier model. They say bad things come in threes – and here it is – the ZT 260 weighs in at insurance group 18-19.

However, thanks to heavy depreciation- ZT 260s started from £23,668 when new. Second hand examples can now be picked up for as little as £5,000. It is likely that these cars will have around 100,000 miles or more, but this doesn’t necessarily mean they should be avoided. If well maintained, the mechanicals are well up to withstanding these sorts of mileages.Around £7,000 buys a better 40,000 mile example ZT saloon, whereas you’ll need at least £9-10,000 to secure a tidy ZT-T estate. Prices have levelled off, so now is a great time to buy.

The ZT 260 combines American muscle car performance with Rover 75 looks, but there’s nothing Rover 75 about the way it goes. MG got its chassis near enough perfect, with a balance

that provides bags of grip and sports car handling that belies its size and weight.

This makes the 260 a rather interesting car, because it has two sides to its character - being equally happy cruising comfortably and taking care of family duties, as it is blasting along B roads and putting a huge grin on your face. In effect you’re getting two cars in one.

For five grand who can ask for more than that?

When you meet MG enthusiast and Two-Sixties Group administrator Tim Hayton, several words spring to mind: passionate, dedicated, expert. “You could even go as far as say anorak”, he jokes. The Two Sixties is the world’s expert – no one knows more about the car than us.”

Tim has a penchant for all things Rover and MG. “I’ve got a 25, 420, 75 diesel and this… a ZT 260 V8. It’s my fun car and it’s even more fun now I’ve fitted a supercharger.” Tim reckons his modified V8 now pumps out 410 bhp.

But surely the standard car is fast enough? “The standard 260 is still a quick car. Even without the charger the engine’s got massive torque, which means it’s perfect for overtaking. The only thing is the power delivery is slightly lazy. The supercharger gives it more urgency. I reckon it’ll now do 0-60 in about 5.3 seconds, but I am not really interested in 0-60 times. What the charger does is give you instant power on tap.”

In addition to a social scene members also benefit from tips on how to maintain and fix little niggles on their cars. The group also sell cheaper parts, such as radiator hoses and rear brake discs. According to Tim, although ZT 260s are to be found in Autotrader, the best places to find well sorted examples are through either the MG Owners Club or ‘The Two-Sixties group.”

The group has access to all sorts of useful information, including checking the history of cars. Tim also has links with breakers yards and can tell whether your prospective purchase has been involved in an accident. “Our forum is a great source of information. Members can ask questions concerning the providence of a prospective purchase. The Two-Sixties website should be every prospective ZT 260 buyer’s first port of call.”

The Two-Sixties

New OTR Prices £23,668 - £28,565

Second Hand Values £5,000-£10,000

Engine - 4.6 litre V8 SOHC, 16V

Max Power 256 bhp @ 5,000 rpm

Max torque - 302 lb.ft @ 4,000 rpm

0-60 mph - 6.3 secondsTop speed – 155 mph

Combined fuel consumption - 21.5 mpg

(manufacturer’s claim)Insurance Group - 18-19

Gearbox - Five speed manualUnladen weight – 1,740 kg

MG ZT-T 260 V8 Fact File

TAXI!

Cabs are cars too – last time I checked. But this is surprisingly easy to forget and often neglected by automotive media, possibly due

to the fact that few of us ever actually purchase or get to drive one.

Being driven in one is a different matter. Most of us, even if we have our own cars, will have travelled in a taxi at some point or another. Of course, they count as public transport, but they will always remain that in the most private, personal and privileged sense. Indeed,

there was a time when hansom cabs were a stylish, luxurious means of getting to the theatre and back, afforded only by the more affluent members of society. Eliza Doolittle aptly illustrates this with her “Would you tell him I come in a taxi?”

Now that the motor car is readily available to the general public, that glamour is somewhat lost. We ‘cab it’ if we’re too drunk to drive home from the pub. But this only holds true outside of London, where car ownership makes practical sense. Taxis are an expensive way of getting around the capital.

And the finest and most famous of

them all is the black cab.A lasting symbol of London and an

instantly-recognisable design icon, the black cab as we know it has been in service on its streets and those of several other British cities for more than 60 years. Understandably, we take them for granted, but experiencing a ride in a London taxi is on many a tourist’s must-do list, right up there with beefeaters, red double-decker buses and the Queen.

As desperately as Britain tries to shake off its olde worlde image of tea rooms and thatched cottages, there’s no denying that it has international appeal and

Amidst the rubble of the economic slump, the iconic black cab could be the British motor industry’s unsung hero.

Jonathan Tan cabs it to find out.

CAB FACTS

• Ablackcabhasaturningcircleofonly25ft

• Morethan130,000havebeenbuiltsince1958

• Ifacabbiehashisorherseatbelton,thetaxiisnotforhire

• Allnewcabbiesgivethefirstjobfree.Itisconsid-eredunluckytokeepthefirstfare

• TheBBCuseablackcabinRussiaasamobilestudio

generates cult followings. The London Taxi Company (previously London Taxis International), makers of the black cab, know this and certainly capitalise on it.

The company internationally markets the London Taxi Service which combines professionally trained drivers with the taxis themselves. The premium concierge-based service is hailed as the best in the world, based on the age-old workings of the taxis in London, and has been found to be a boon in countries whose taxi services are not so desirable. Drivers are uniformed and offer drinks and newspapers to occupants.

LTC have introduced their retro-styled taxis to over 60 countries. The latest TX4 model is also manufactured under license (as the Shanghai Englon TX4) in eastern China, as part of a joint venture with Geely Automobile, resulting in lower production costs as well as cheaper components from Chinese suppliers. LTI Shanghai began exporting SKD (semi-knocked down) kits to the UK last August, at a planned rate of 160 a month.

Although the Coventry manufacturing facility on Holyhead Road is still operational, does this mean that a number of black cabs on our roads will

be (or are already) Chinese-made?Or does it even matter? It’s still the

same taxi inside and out, and inevitable in today’s world when overseas manufacture is the route to take if you want to stay alive. LTC remains the only home-grown automotive brand of this scale that hasn’t fallen into foreign ownership, and still produces the only purpose-built taxi in the world. For that we should be proud.

We’re quick to say the British motor industry is on the decline, but the black cab simply will not go gentle into that good night. Eh guv’nor?

1947 Austin FX3

Built by Carbodies in partnership with Mann & Overton

and Austin.

1958 Austin FX4

The original black cab. Early models gained reputation for unreliability.

1989 LTI Fairway

Essentially an improved FX4. It had a 2.7 litre

Nissan diesel engine.

1997 LTI TX1

First of the TX series. Major

redesign, retaining FX4 styling cues.

2002 LTI TXII

A TX1 with a Euro 3-compliant

Ford Duratorq turbodiesel engine.

2006 LTI TX4

The latest model is Euro IV-compliant and features ABS

and coil suspension.

“A r e s o m e o f o u r b l a c k c a b s n o w

C h i n e s e - m a d e ? ”

CAB-VOLUTION

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Ben Porter seems a nice enough chap. He lives in London and works as a stagehand. However, beneath this unassuming veneer, lurks a man who

has the ability to make a motorist explode with blind rage in an instant. He is of course, a cyclist.

Ask drivers what their pet hates on the road are and invariably the ‘C’ word gets mentioned. There are an estimated five million cyclists in the UK, and their relationship with non Lycra-clad road users is best described as ‘difficult’. Things aren’t likely to get any easier, after Mr. Porter recently hit the headlines when he managed to secure the conviction of a van driver for careless driving, using video evidence from a helmet mounted camera. He is not alone in his actions, with many cyclists now forking out hundreds of pounds on video recording equipment in a bid to gather evidence of dangerous driving.

This is a highly divisive topic, not least because the video evidence in Mr. Porter’s case was flaky at best, and at worst showed him purposefully antago-nising the situation. Moreover, it has

made motorists feel vulnerable, some-thing which the majority of us – Smart car drivers aside – have never felt when behind the wheel. The idea of an uniden-

Hot ExhaustCyclists videotaping their journeys has led to the prosecution of one motorist and sparked

furious debate. It’s left Daljinder Nagra wondering why we can’t all just get along.

tifiable cyclist recording our every move for scrutiny and then passing evidence of whatever happened to offend them to the Police, smacks of unfairness. But how

have we got to this situation? Of course, that all depends on which side of the debate you’re on.

Despite what you may feel when a surprise Fixed Penalty Notice thuds onto your doormat, there is no doubt that in Britain the car is king. The notion that driving is a privilege and not a right often rings hollow in the ears of motorists, particularly as for many, public transport doesn’t present a viable alternative. This view is in turn supported by society, especially regarding the relatively light sentences handed down for drink and dangerous driving offences. Cyclists argue that this, and a road infrastructure that is heavily biased towards motorists, leads to a number of drivers feeling that they have a right over others on the road. As vulnerable road users, cyclists feel as

though they aren’t being treated as such and are having to resort to videotaping incidents to get their voices heard.

Fine, you may think, but when was the

last time you saw a cyclist acting like a vulnerable road user? How often have you cursed a cyclist that has clipped your wing mirror, or forced you to take evasive action after running a red light? Driv-ers have lost patience with cyclists who use the vulnerability card to act as they please. From riding two abreast, to at-tempting to undertake left turning traffic, the complaints put forward by motorists are endless. It isn’t just road users getting vexed either. Pedestrians bemoan being terrorised by cyclists who flit from road to pavement and then back again, when-ever their path is impeded.

Clearly there is anti-social behaviour on both sides, and tit-for-tat arguments on which camp flouts the most traffic regulations are fruitless. So what’s the solution? Well if you’re Boris Johnson, Urban menace or Lycra-clad fairy?

Warning: Vehicle stand-off ahead.

“Ask drivers what their pet hates on the road are and invariably the ‘C’ word gets mentioned.”

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it involves a ‘cycling superhighway’, or to those of us playing with a full deck of cards, a ‘tarted up cycle lane’. These great blue lines painted around London are all part of Boris’ ‘cycling revolution’ and are aimed at giving cyclists designated road space and a clear path into the city. Again, this is fine in theory, but even the project manager for the scheme, Nigel Hardy, has pointed out that it is only during peak hours that the lanes will be busy. It is exactly these peak hours that a 1.5 metre wide encroachment into space for normal traffic is not appreciated. The result of this is motor vehicles straddling the ‘superhighway’ and has done little to ease the situation for either side.

So why not segregate cycle lanes with physical barriers? This has worked on the continent, most notably in the Nether-lands. Aside from the fact that due to the nature of the British road network, this would be exceedingly difficult to implement in all but a handful of areas, Transport for London research suggests that cyclists object to being treated differ-ently to other road users. There really is no pleasing some people...

One area which cyclists definitely don’t mind being treated differently is that of registration and taxation. In a recent BBC News debate, journalist Zoe Williams, speaking on behalf of cyclists, stated: “anything that made it more difficult, more expensive, more annoying to cycle, I would say no.” This is the nub of the problem – motorists feeling as though they are being impeded on the roads by people who haven’t paid to be there, and

cyclists wanting increased recognition without accepting increased responsibil-ity and accountability.

Due to the belligerence offered by those on both sides, we are missing some vital points. Cyclists who regard motor-ists as criminals just for using a car are forgetting that it’s the money we’re being fleeced of in tax that pays for smooth(ish) tarmac and questionable cycle lanes for them to meander about on. By the same token, motorists need to cotton onto the fact that every cyclist they come across represents one less car in the queue in front of them and competing for that parking space.

Oddly enough, it was the Institute of Advanced Motorists – in one of their ‘driving tips’ releases – that hit the nail on the head. Amidst the usual patronising ‘drive carefully’ flannel, was a useful reminder that when push comes to shove, it’s the motor-ist in his steel bubble that has the upper hand. Obviously they weren’t advocating using this ad-vantage to force cyclists off the road, but rather trying to emphasise the point that a little toler-ance goes a long way. When we stop looking at the situation as ‘them’ and ‘us’, we find that we’re exactly the same, just trying to get from A to B.

No matter what solution is put forward to ease the stand-off between two and four wheels, it won’t work unless our atti-tudes towards each other relax. Animos-ity towards other road users isn’t exclu-sively between cyclists and motorists. The ‘me’ culture in which we live means that an increasing number of us have little time for anyone else on the road. With the number of drivers and cyclists increasing every year, unless we learn to accommodate each other, the situation will only get worse. Perhaps we should take the advice of US chat show legend Jerry Springer? After all if you can settle a dispute between a neo-Nazi skinhead and his transsexual ‘ho’, then the cyclist debate is mere trivia. So, on that note, let me urge you to take care of yourself, and each other.

Main: Cyclists getting in the way, again.Below: Bikes: flawed

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As smooth as silk

An Audi A2. That’s what 1988 Le Mans winner Andy Wallace drives. A far cry from his 248 mph office of old then.

Wallace’s affinity with Le Mans (he likes the place so much he bought a house there) started back in the ’70s after a trip to the legendary twice round the clock race with his father. “Ever since then I was hooked,” says Wallace. Climbing the ranks through single-seaters to F3, winning the British Championship and prestigious Macau Grand Prix in ’86, Wallace’s goal was like any other aspiring racing drivers’. Formula 1.

For 1987, legendary team boss Tom

Walkinshaw rang Wallace offering him a drive with Jaguar at Le Mans, but Wallace politely declined, pursuing his F1 dream. A year later, and no further on with landing a drive in Formula 1, opportunity came knocking for a second time and Wallace duly signed for TWR Jaguar.

Winning the French classic in his debut year, Wallace immediately showed all the traits of a successful sportscar driver: “In the days of the Jaguar, you had to be mechanically sympathetic to the car. If it was going to go, it was always a gearbox problem, so you had to be a little bit careful on and off the throttle and very careful with changing gear. Every single gearshift had to be absolutely perfect. In those days with that much horsepower

and torque, it was a big deal.”“You had to be fit too,” says

Wallace. “It’s quite small, almost a little greenhouse in there; it can get up to something like 55 °C inside so you need to be used to the extreme heat.” Combined with the sweltering temperatures, the G forces created by the car really put the driver through the mill. “Cornering forces could be up to four G, then there’s the acceleration. Now, you wouldn’t have a problem doing that for five minutes, but doing lap after lap at Le Mans where you could be in the car for two and a half hours in one go, you have to do a lot of exercises for your neck and your arms.”

With the physical demands and

Automotive talks to 1988 Le Mans winner Andy Wallace, about the future of sportscar racing and what 248 mph on the public road feels like.

Words: Sean Carson

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massive levels of sustained concentration needed, Wallace, as a new boy, also had to cope with the hopes of Jaguar heaped on his shoulders. “There was a lot of pressure; not wanting to let my two team mates down, but also this was the factory Jaguar team I’m driving for. I had two very good teachers in Jan and Johnny [Lammers and Dumfries, Wallace’s teammates]. They were extremely good, they took me round the track in a road car and we just spoke about everything that could possibly go wrong.”

The moment you mention the letters X, J and R followed by that number 9, Wallace is immediately transported back in time, making little movements with his hands, mimicking the attitude of the car: “One of the things Tony Southgate was absolutely wonderful at was the aerodynamics of the car. You needed a car that had sufficient downforce to corner quickly but also had a very low drag and the Jaguar was extremely slippery so that’s how we achieved those crazy speeds.”

“The engine itself was built on the normal Jaguar production line, so it’s not ideal for racing in that it’s very heavy for a racing engine, but it did have an awful lot of torque and was superbly smooth. You could slot it in any gear and it would just pull and pull, so it was a very driveable car and I think that’s what made it so good at Le Mans.”

The Jag topped a vision blurring 248 mph at the end of the three and a half mile stretch of public road at Le Mans, thanks to its 750 bhp 7 litre V12. According to Wallace, at those speeds the car would weave violently from left to right, spearing off towards the Armco once it crested the crown in the road: “It

required constant correction to keep it in a straight line.” Scary stuff.

Wallace came close to doubling his tally of Le Mans wins in ’95. Driving a McLaren F1 with Le Mans legend Derek Bell and his son Justin, the car hit clutch problems while leading. The team had to drive the remaining two hours of the race with only fifth and sixth gears. Including pitstops. Hampered by their mechanical difficulties, the team ended up coming in a valiant third.

After a brief spell with Audi, blighted by more mechanical woes, Wallace signed with Bentley for their return to Le Mans after an absence of 73 years. As a former Bentley boy Wallace says, “You got a feeling of what the name actually means; when Bentley were winning at Le Mans back in the ‘20s and ‘30s.”

Taking Bentley to first in class and third overall in 2001, Wallace highlights the gap in development between the Jag and the Bentley. “The Bentley was so much easier to drive physically; you’ve got the paddle shift gearbox and importantly, carbon fibre brakes. In the days of the Jaguar, the brakes were still the iron disks you’d find on a road car, and so you’d have to press extremely

hard; the amount of pressure that you had to put on the brake pedal you probably wouldn’t believe.”

On the subject of modern prototypes, Wallace is positive about the way the sport is heading: “I think it’s good that we can all use different fuels and different forms of propulsion. I think the ACO are probably one of the only organising clubs that are actually interested in making this happen or trying to make this happen. Maybe the petrol-diesel gap is a little bigger than it should have been, but I think the ACO know what they’re doing and bit by bit they’re getting the equivalency right.”

Wallace believes the future of sportscar

racing is hybrid power, a factor we’ve seen the ACO adopt as part of this years rule changes. “Le Mans has always been the place where you can develop parts that you could use on road cars.” Discs brakes and direct injection petrol engines were innovations first seen at Le Mans so it’d be only natural to see the development of energy recovery systems at the Circuit de La Sarthe. “It’s the answer,” says Wallace.

It’s not the end of fossil fuels though. With Audi and Peugeot fronting their smaller capacity, more efficient Le Mans challengers this year and Aston Martin set to unveil their first in-house prototype effort – rumoured to be powered by an all new petrol V8 – it’s going to be an interesting year. “The great thing about Le Mans is you should always have assembled lots of different possibilities.”

This year looks to be no different.

“At 248 mph the car would weave violently from left to right, spearing off towards the Armco once

it crested the crown in the road.”

Main: Wallace’s ‘88 Le Mans winning XJR-9LM.Far left: ‘95 Harrods sponsored McLaren F1. Wallace

shared the car with five time Le Mans winner, Derek Bell and Bell’s son, Justin.

Left: Wallace piloted Bentley’s EXP Speed 8 to 1st in class, and 3rd overall, in torrential weather at Le Mans in 2001.Below right: Jaguar, McLaren, Bentley, Lola. Wallace has

made a name for himself driving British sportscars.

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Simplify, and add lightness. A motto coined by Lotus founder Colin Chapman, who very well may have turned in his grave following the events of the opening day of the Paris

Motor Show last year.The day will inevitably go down as a

landmark in Lotus’ history; whether this turns out to be for the better or worse remains to be seen. Obviously, motor shows are expected to be a platform for the latest ideas and innovations, but Lotus didn’t just turn up with a few

new variants of the Evora. Five all-new models were unleashed, along with a fresh design language and (perhaps most controversially) the announcement that they were moving into the competitive luxury sportscar market segment; currently patrolled by automotive giants Ferrari, Porsche and Aston Martin.

The firm’s new direction, despite Lotus attempting to say otherwise, signals the end of the use of Chapman’s four-word mantra. With quality and refinement now at the top of the list of priorities, the new family of sports cars will undoubtedly

gain a few (hundred) kilos as the firm begins to square up against probably their closest future rival, Porsche. Well, at least Lotus have got off to a good start by actually styling their latest offerings, which the Stuttgart giants have seemed reluctant to do in recent years...

The design language of the new fleet combines a sharp and aggressive stance with a dynamic blend of concave and convex surfacing, although some would argue that it has been applied too generically across the range, making the cars difficult to distinguish between at

first glance. However, as McLaren has done recently with the MP4-12C, the new design team (led by ex-Ferrari designer Donato Coco, who was responsible for the 458 Italia) has seemingly paid particular attention to the smaller details.

So, the Norfolk firm’s design department has been particularly productive of late, and the engineering department cannot be accused of slacking either. Twin-clutch gearboxes, hybrid powertrains and aluminium spaceframes have all been promised on each of the five new Lotuses, and since the Paris show

Automotive has learnt that the company is also developing its own lightweight V6 and V8 powerplants. Although it was first announced that three of the new models would be powered by the V8 used in the Lexus IS-F, Lotus has since revealed it will be using its own V8 lump weighing a substantial 60kg less. Maybe Chapman’s ethos hasn’t been completely abandoned?

One “Chapmanesque” trait which cars of the “new dawn” of Lotus are expected to embrace is the ability to handle well, something which the company has deservedly built up a

reputation for over several decades. This could prove particularly useful while moving into the luxury sports market, as buyers in this segment are arguably the most demanding when it comes to a balance between ride comfort and cornering ability. One thing is for sure, Lotus’ engineering department will have to be on the ball with rivals such as the physics-defying 911 and perfectly balanced R8 to compete with.

These developments cost money of course, and with parent company Proton having invested £700m into the

Five new models in one day? No, it’s not a day in the life of Hugh Hefner, but Lotus’s complete future range. But will this bold new vision allow Lotus to fly high and become a ‘British Porsche’, or will the Norfolk firm crash and burn? Joe Breeze investigates.

Flying Lotus...?

“Plans as ambitious as these don’t come without their doubters”

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Five new models in one day? No, it’s not a day in the life of Hugh Hefner, but Lotus’s complete future range. But will this bold new vision allow Lotus to fly high and become a ‘British Porsche’, or will the Norfolk firm crash and burn? Joe Breeze investigates.

new strategy, they cannot be accused of lacking enthusiasm. Lotus has failed to turn a profit for the Malaysian conglomerate since it took the reins in 1996, and last year Proton decided that they had two options; sell or invest heavily.

Following the decision to take the latter approach, a new management team

was chiselled together. Key figures from Ferrari, Porsche and Aston Martin were poached, including 37-year-old Dany Bahar being given the daunting role of CEO despite his tender years. He may be relatively young, but he certainly has experience having worked within Formula 1 and Nascar, as well as a stint as Vice-President of the Commercial & Brand Department at Ferrari.

The ambitious plans for Lotus don’t stop at an entire new model range; a venture into 25 new countries and a sales increase from 2000 to 8000 cars per year is also planned. In addition to this, a new Lotus-badged city car has also been given the green light to begin production in 2013, with the Aston Martin Cygnet firmly in its sights. The yet-to-be-named supermini is the result of a collaboration between Lotus, Proton and a third OEM (thought to be Kia), and is expected to make use of a three-cylinder, 1.2 litre range-extender engine developed in-house at Hethel.

Plans as ambitious as these don’t come without their doubters. Whispers from within Lotus suggest that the new Elan has been put on hold indefinitely; with the bean-counters feeling two mid-engined coupes is an extravagance too far for the Norwich firm.

One thing is for sure, Lotus faces an uphill struggle to bring all the pieces of the puzzle together. But with the financial might of Proton and the combined experience of the luxury sportscar market that the new management members possess, we won’t be betting against them. Not bad for a company Chapman started in his girlfriend’s garage almost sixty years ago... AUTOMOTIVE

The future starts here... Lotus’s model range until 2015 is exciting and ambitious, but is it achievable?Esprit 2 Seat CoupeDue: Spring 2013 £110,000Rivals: 911 Turbo, R8 V10Automotive says: The first of the new models, powered by Lotus 4.8 V8. Expect around 550bhp, with around 620bhp for the R and R+ models.Elan 2 Seat CoupeDue: On Hold £75,000Rivals: 911, R8, V8 VantageAutomotive says: Rumours are that the Elan has been canned already, but should it reach the market it will be powered by a V6 delivering 400bhp+.Elise 2 Seat ConvertibleDue: Spring 2015 £40,000Rivals: Boxster, Z4, Audi R4Automotive says: Lotus’ iconic thrill-seeker grows up. The Elise will gain a twin-turbo 4-cyl 2.0 from Toyota, but also an extra £10k in the process.

City Car SuperminiDue: Autumn 2013 £20,000Rivals: Cygnet, MiniAutomotive says: Lotus hope this will bring their average CO2 emissions down thanks to 3-cyl hybrid power. A hot version is in the pipeline too.Elite 2+2 ConvertibleDue: Spring 2014 £115,000Rivals: DB9 Volante, Continental GTCAutomotive says: The “Gentleman’s GT” will come with a V8 pumping out 600bhp, as well as a folding hard-top. Optional hybrid with KERS.Eterne 4-door CoupeDue: Spring 2015 £120,000Rivals: Rapide, PanameraAutomotive says: The biggest and most expensive of the Lotuses will come with the V8 used in the Elite, and a focus on rear passenger comfort.

new Lotus-badged city car has also been given the green light to begin production in 2013, with the Aston Martin Cygnet firmly in its sights. The yet-to-be-named supermini is the result of a collaboration between Lotus, Proton and a third OEM (thought to be Kia), and is expected to make use of a three-cylinder, 1.2 litre range-extender

in his girlfriend’s garage almost sixty years ago... AUTOMOTIVE

Lotus’s model range until 2015 is exciting and ambitious, but is it achievable?

The Eterne:Lotus’ alternative

to the Aston Rapide

Bold surfacing gives new models a muscular appearance

Kindred spirits: Jaguar XF and Lanchester Eleven, at Coventry University.

Coventry can boast having hosted some of the greatest minds that have shaped the motoring world. Sir William Lyons was the man who, for 50

years, was Jaguar and is most responsible for the cars we all admire today. Following on from Frederick Lanchester’s theories on the fundamentals of aircraft design and automotive innovation in the early 1890s, he formed the Lanchester Engine Company in 1899 to manufacture motor cars to sell to the public.

In 1931 the company merged with the British Daimler company in Coventry. Sadly following the production of the ‘Sprite’ model Lanchester was phased out in 1956 - but the memory lives on.

Coventry University has long-standing commercial and educational links with the automotive industry. University Vice Chancellor Professor Atkins said: “It is great to see the Lanchester alongside the Jaguar. The Lanchester reminds us also of our heritage and that of the City. We are proud of the association and that is why our award winning library carried the name Lanchester.”

Initiated by former Estates Director Bill Woolhead, the university purchased the Lanchester Eleven in 1991. The project involved restoring the 1939 classic in partnership with the Coventry Transport Museum. According to University Estates driver Mike Butler: “It was this venture that established the links with the

museum that we still have today.” “Bill was a classic car enthusiast,

and the main instigator behind the Lanchester project. In the years following his departure, there hasn’t been the time needed to devote to maintaining and using the car,” said University Distribution Supervisor, Rod Edwards. But he added: “The Lanchester remains a very fitting university mascot and it’s great to have been able to show off this wonderful old car once again.”

“The Lanchester’s prime purpose was to cement the links between the past and the present and to serve as inspiration for the future, added Mike.”The Lanchester used to take part in local historic motoring events. Its classic looks turned heads and its recent re-appearance outside Coventry University’s Alan Berry building was a nostalgic one.

Norman Fry has fond memories of the car. “I used to work here 20 years ago, when it was known as Lanchester Polytechnic. The car was bought because of the association of the car’s

name Lanchester with the name of the university, or polytechnic as it was known then. It took part in the Spirit of

Coventry and Stratford Vintage car runs, which certainly attracted lots of crowds and was a great day out.”

Along with enjoying a rich heritage, the Jaguar XF university car is used not only in providing transport to the Vice and deputy Chancellors, but also for Coventry Conversation guest speakers. “Some of the famous people we’ve chauffeured have included Jeremy Vine, Murray Walker and Peter Sissons”, said Mike Butler.

The University also boasts having tangible links with Jaguar’s latest saloon model. Under the leadership of Ian Callum, Jaguar’s Director of Design and a Visiting Professor to the University’s Industrial Design Department, four Coventry University Graduates joined Jaguar and were involved in key elements of the XF saloon’s design, which since its launch, has received numerous awards. “This shows the continuing excellent quality of the Automotive design graduates we produce.” said Professor Atkins.

The XF is widely regarded as being a unique blend of ultra-modern features and heritage qualities, typifying all that the Jaguar brand has represented over the years, since William Lyons started manufacture here in Coventry.

Professor Atkins added: “the Jaguar brand continues the link between the University and its home city heritage and we are delighted to profile the Jaguar as the University car.”

Words and Photography: Philip Shoulder

From left to right: Mike Butler, Rod Edwards, Norman Fry.

Past and Present

“The Lanchester’s prime purpose is to cement the links between the past present and future.”

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Coventry University offers a range of excitingpostgraduate courses ranging from:

Automotive and Transport DesignProduct DesignContemporary Arts PracticeContemporary CraftsGraphic DesignIllustration & AnimationJournalismMedia & CommunicationPerforming Arts

Coventry School of Art & DesignCoventry UniversityPriory StreetCoventry CV1 5FB+44 (0) 24 7688 8248afuture.ad@coventry.ac.ukwww.coventry.ac.uk/csad