Road and competition cars debuted in 1980, both were a success, though it took the later MB-engined model and its successor the RR 20-valve car to dispel the chronic nose-on understeer and confirm the quattro as a highly desirable road car. Ransom Olds developed the automotive production line, but Henry Ford took it to new heights. That GTB's a GTS. Launched in 1989, this little two-seater was derived from great, small British sports cars such as the Lotus Elan, MG Midget and Austin Healey Sprite. The BMW ‘kidneys’ presented in landscape form, adorning a lithe sports car whose stance, shape and implied potency were just so. Devised by John DeLorean, Bill Collins and Russ Gee, the GTO was a Pontiac Tempest with a ginormous 325bhp/428lb ft, 6.4-litre V8 and a standard three-speed manual transmission (four speeds were an option). Exquisite. Pop-up headlights, front-wheel drive and a skyscraper-high price were unusual, but it was the Cord’s so-called coffin nose – and general excellence – that won it acclaim. A long bonnet, a driver positioned uncomfortably close to the rear axle, a short boot and scanty roofing: it must be your classic British sports car.
The American pony car, European style. Beyond the drama of the doors, the SLR also charms you with its slender, low-roofed body, jewellery-like grille, intriguing wheel-arch blisters and staggering top speed of 180mph. The XKSS made modern with a mid-mounted V12 and a stance that seemed to suck this XJ onto the road, years before the era of skirts, splitters and flat underfloors. While the extraordinary pre-Second World War V16-engined cars merit a mention, it is the amazing fins of this fourth-generation 1959 Caddy that are most representative of the excess and sex appeal of the Fifties Cadillacs celebrated in Bruce Springsteenâs Pink Cadillac or Chuck Berryâs Maybellene. Feltham, Newport Pagnell and Gaydon have all produced beautiful Astons, and so has Zagato of Milan, no more so than with this, its rework providing the car with sensuous edge. The GT40, modelled on Eric Broadleyâs Lola GT racer, was built within the chocolatey whiff of the Mars factory on the Slough Trading Estate by Lola craftsmen and was ordered by Henry Ford II in a fit of pique after he was thwarted in his plans to buy Ferrari for $10 million â also as a result of him rescinding the US car manufacturersâ agreement not to go motor racing. The French call them Déesse, or Goddess, and in its day the Citroën DS was the Brigitte Bardot of cars; beautiful, slightly weird and unmistakably French. The bodywork was built by Jensen Motors and the cars were assembled at BMCâs works in Abingdon. Patrician elegance, class, presence (lots of that) and more than a hint of luxuriant power. The latest in a long line of mid-engined Ferrari V8s, the 488 serves a fine blend of raw beauty, aggressive intent and aerodynamic effectiveness. Surely no other supercar has made such eye-widening impact. The 60-degree V12 designed by Giotto Bizzarrini produced 370bhp/266lb ft in early forms and was longitudinally mounted with the engineâs output at the front into the clutch and then the gearbox which sprouted driveshafts, one of which went through the oil sump. Cars were relatively crude devices, often unreliable and Spartan by modern standards. Gordon Buehrig styled this front-wheel-drive, 125bhp Lycoming-engined, aeronautical-influenced luxury car, which although based on its L29 predecessor had completely different styling. He and R&D engineering chief Walter Treser started to develop a B2-generation Audi 80 into an all-wheel drive prototype. In the Fifties he introduced a series of good looking prototype cars, which were well received and ultimately became the two-plus-two Vega using a Chrysler V8 engine and automatic transmission. A fine, updated remake of the 1969 Challenger, the 2008 edition brilliantly captures the essence both of the earlier car and the era for octane-pumped muscle cars. Like the Gordon Keeble, De Tomasa Pantera, Iso Grifo and Bizzarini 5300 GT, the Jensen Interceptor was an attempt to hybridise cheap and reliable American horsepower with Italian styling. The 2CV (deux cheval vapeur, or two steam horses) was Citroën vice-president Pierre Boulangerâs idea to sell cars to replace horses on small French farms; prototypes were called TPV (toute petite voiture, or very small car). Big-engined, big-panelled muscle, but there’s class here, too, from the quad-light rear end to the hidden headlights in the nose, the racey indents in the doors and pillarless side windows. With American car-makers undergoing a self-imposed ban on motor racing, they took the battle to the streets with a new breed of âmuscle carsâ, of which the GTO was an archetype. It might be good and practical, but it was never a looker. Sir Alec Issigonisâs masterpiece. In this case, with the flourish of Testa Rossa-like front arches and an Aston nose. Caterham started with the Series 4, but quickly switched to the previous and better looking series 3 cars, for which there was still demand â and a better supply of hoods and windscreen frames. With a top speed of nearly 200mph, an interior bumping off the sybaritic rev limiter and four full-sized seats, at £110,000 in 2003 this revival of the famed Continental name warped the senses of its competitors as well those of buyers. Handsome car of fine proportions, quiet authority and subtle class, all underlined by a look that has aged slowly. The first example of the Bristol Aeroplane Companyâs plan to move into car-making was based on the drivetrain of the BMW 328 and the body construction of the 326; no one could accuse them of having bad taste.
The definitive ranking of the finest, most culturally significant cars of all time.
The former exists in the world of the 1950s where there were barely four million cars on our roads compared with more than 34 million today, the road travel mileage was a quarter of todayâs and road deaths in the Fifties were accelerating toward a 1966 peak of nearly 8,000 per year compared with 1,800 today. It didnât drive that well, wandering around on its standard shock absorbers and terrible steering, but it was mightily powerful and fast. The innovative cars introduced front-wheel drive, all-round independent suspension, rack-and-pinion steering and unitary monocoque bodies (which were bought in from the US Budd company and saved 70kg per car) to the mass market. By the mid-Twenties, Walter Owen Bentley had realised that he needed a larger chassis than the three-litre and a bigger engine to accommodate and propel the large, heavy bodies that many customers were fitting. This mid-engined Ferrari pre-dated the Miura. Quite simple lines, but the glassed-over headlights, finely wrought grille and air scoops hint at the V12 beneath. Is this a joke? After being bought by Bert Bertelli and Bill Renwick from founders Lionel Martin and Robert Bamford in 1925, Aston Martin set to with what became known as the âBertelliâ cars. One of the best known of the âBig Healeysâ was a successor to the underpowered, 2.6-litre 100 Six.
Criticise the throwback looks if you like, but the 1961 A110 Berlinetta that is the new Alpine’s inspiration directly rivalled today’s retro Porsche 911, too.
The start of Aston’s drift towards a range of too-similar cars but mighty appealing in its own right. Both the new Alpine and original A110 are lithe, compact and pretty cars.
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