TVR is back in the headlines again, although not because it is finally launching the all-new Griffith sports car – originally promised to arrive in 2018.
Making the news this week, the amphibious TVR Scamander concept will make a surprise appearance at the forthcoming London Concours event.
However, it is the auction of another one-off TVR, the 2002 T440R – being sold at this month’s Iconic Auctioneers Supercar Fest sale – that has really grabbed our attention at Retro Motor.
A homologation hero
The T440R sprang from one of the most ambitious plans created by the late Peter Wheeler. The owner of TVR between 1981 and 2004, Wheeler decided to take the marque racing at the 24 Hours of Le Mans in the late 1990s.
To secure homologation for the GT1 class of endurance racing, a car initially called the Tuscan R was developed. Later changes would lead to it being renamed T440R.
A bespoke tubular chassis with an integrated roll cage was the starting point for the T440R. A carbon fibre tub was bonded to it, with carbon body panels bolted on for good measure.
Underneath, a completely flat floor (made from resin-filled aluminium honeycomb), contributed to a low drag coefficient (Cd) of 0.32. The T440R was a thoroughly modern race car with the potential to go beyond 200mph.
The sole survivor
Early plans involved the use of a 4.0-litre version of TVR’s Speed Six engine, producing 400hp. However, this was later upped to a 4.2-litre unit with 440hp – hence the ‘T440R’ name.
A 585hp supercharged Typhon model, with a six-speed sequential transmission, was planned as the ultimate incarnation of the T440R. Sadly, Peter Wheeler had sold TVR before the Typhon came to fruition.
Only two examples of the T440R were produced, with this Candy Apple Red car being the sole survivor.
The first example completed, it appeared in the Jeremy Clarkson filmNo Limits, along with being displayed at Le Mans for promotional purposes.
Blackpool’s best made better
Sold into private ownership in 2008, the T440R has undergone a complete restoration by TVR specialists. This includes a 4.4-litre Speed Six engine being installed, which is close to the ‘aspirational’ 440hp output.
A new close-ratio gearbox, clutch and differential have also been fitted, along with replacement suspension dampers. The unique nature of the T440R meant many parts required custom fabrication.
The exterior has been resprayed in authentic Candy Apple Red, with the interior upholstered in a combination of black and red leather.
A packed folder of paperwork, documenting all the work undertaken, will be supplied with the car when sold.
Putting a price on TVR history
When it comes to a guide price, Iconic Auctioneers has given an estimate of between £190,000 and £230,000.
For a genuine Le Mans homologation special, with endless provenance and coming fresh from a complete restoration, this seems to us like relatively good value.
For comparison, a TVR Cerbera Speed 12 sold by Iconic Auctioneers achieved £601,500 on the block in 2003.
If such prices look too steep, however, the Supercar Fest sale also includes the first of two TVR 350C models commissioned for the 2002 British Motor Show. You could grab a potential bargain, with an estimated sale price of £30,000 to £35,000.
An original Honda NSX first owned by Ayrton Senna is currently advertised for sale on Auto Trader.
This red 1991 coupe is arguably the most recognisable NSX used by Senna, and the late F1 driver was frequently photographed with the car.
Coinciding with the 30th anniversary of Senna’s tragic death at the 1994 San Marino Grand Prix, the sale of the NSX is your opportunity to own a piece of true motorsport history.
A winning partnership
@senna_unofficial
Starting with Lotus in 1987, and continuing until the end of the 1993 season with McLaren, Senna drove Formula One cars powered by Honda engines.
All three of Senna’s F1 World Drivers’ Championships were achieved with Honda power, along with 32 race wins and 46 pole positions.
This success gave the Brazilian driver a close association with the Japanese brand, which led to him undertaking development work on the NSX.
Senna drove several final prototype versions of the V6-engined supercar, providing feedback to improve its suspension and chassis rigidity. This resulted in a number of detail changes, helping to hone the renowned driving machine.
The world’s most famous NSX?
@senna_unofficial
Although he owned two other examples of the NSX, this 1991 coupe is the car most closely associated with Senna.
It was given to him by Honda Portugal for use when in Europe. His two other black NSXs were kept at home in Brazil.
Finished in Formula Red, the NSX up for sale was also made famous by featuring in the 1992 movie, Racing Is In My Blood.
In 2019, the NSX was driven around the Imola circuit by Giancarlo Minardi, commemorating the 25th anniversary of Senna’s death.
‘A real pleasure to own’
The NSX’s current owner, Robert McFagan, purchased the car in 2013 during a trip to the Algarve in Portugal.
McFagan commented that the car has since “sat proudly at my estate in East Sussex”.
He added: “Being a huge Senna fan myself, I was delighted when I was able to get my hands on the NSX. It’s been a real pleasure owning what is one of the most famous cars belonging to a true sporting legend and the thrill of driving Senna’s car never goes away”.
Registered in the UK, the left-hand-drive NSX has amassed just over 39,100 miles from new.
Formula One history for sale
Inevitably, a car owned and driven by one of the greatest drivers in Formula One history does not come cheap. The NSX is advertised on Auto Trader for £500,000.
For comparison, a Honda NSX Zanardi Edition, owned by Canadian superbike rider Miguel Duhamel, sold for £214,000 in 2020.
Following the listing of the Honda NSX, Erin Baker, editorial director at Auto Trader, commented: “Senna’s impact on Formula One and the world of motorsport was immeasurable and Senna’s iconic Honda NSX is a chance to own a rare piece of sporting history that will no doubt turn heads and spark conversations amongst friends, family and neighbours”.
Cupra is now Seat’s standalone sporty sub-brand, producing cars such as the Ateca and Formentor SUVs, alongside the compact Cupra Born EV.
In the not-so-distant past, however, the Cupra name was affixed to the hottest Seat hatchbacks. These racier versions of the Ibiza and Leon were generally more exciting to drive than their Volkswagen Polo GTI and Golf GTI siblings – and more affordable to buy, too.
The second-generation Seat Leon Cupra R, launched in 2010, shared its 2.0-litre petrol engine with the Volkswagen Golf R and Audi S3 of the same era. Thanks to an ECU remap, high-pressure fuel pump and revised exhaust system, it produced 265hp: a useful 25hp more than the regular Cupra and good for 0-62mph in 6.2 seconds.
How does it drive?
With all that power going through the front wheels, the electronics struggle to stave off torque steer if you are indelicate with the throttle. This is obviously amplified in wet conditions, but it’s avoidable – just be smooth with your inputs and the Cupra reacts well.
Take a ham-fisted approach, though, and you must be prepared to lift off gently when you detect a hint of scurry through the steering wheel.
It’s no unruly Mk1 Ford Focus RS, though, and the electronics do a good job of mimicking a proper limited-slip differential on B-roads. Tuck it into a bend, accelerate and the power quickly shifts between the front wheels and then drags you out the other side. The steering is rather light, but it’s communicative enough to tell you when less is more.
Even by today’s hot hatchback standards, the Mk2 Cupra R’s ride is easily unsettled. Around a third firmer than the non-R Cupra, it transmits every minor lump and bump into the cabin. The plus side is, despite its almost MPV-like appearance, there’s little body-roll when you drive enthusiastically.
It feels quick, too – not just in the bends, but also in a straight line. Even in an era of 300hp-plus hot hatches, the 265hp Cupra R still thrills.
Tell me about buying one
Production ended in 2012, so finding a good Cupra R of this generation shouldn’t be too tricky. They didn’t sell in huge numbers, though, so be prepared to travel for the right one. An Auto Trader search reveals prices starting at around £6,000, increasing to £11,000 for a tidy example sold by a dealer.
Don’t assume that because the Leon is a Volkswagen Group product, it will feel solid. The very nature of the Cupra R means it could have led a hard life, so we’d insist on a detailed service record and, ideally, a chat with the previous owner. Buying privately gives you the benefit of finding out how it’s been used. Has it been lapping racetracks or spent its life on the motorway?
Finding four matching premium-brand tyres with plenty of tread is always a good sign. While you’re there, inspect the shapely alloy wheels for signs of kerbing.
Seat Leon Cupra R: verdict
In the era that followed the ‘FN2’ Honda Civic Type-R and five-cylinder Ford Focus ST, hot hatches like the Leon Cupra R became increasingly capable, but struggled to retain the magic of their predecessors.
At the time, many people complained the Seat was too discreet, but it did represent good value for money alongside the related Golf GTI.
Today, it makes for an interesting used car that is fun to drive, still feels relatively modern and shouldn’t cost a fortune to maintain. Just like when new, the Cupra R looks a bargain to buy, too.
Before becoming a large-scale piece of rock and roll memorabilia, ‘WNO 481’ started life as a 1953 Bristol Commercials double-decker bus.
Initially employed in Essex to serve local bus routes, it was converted to have an open top deck in 1966, ferrying holidaymakers to the Butlins resort in Clacton-on-Sea.
In 1972, Paul McCartney leased it as the official Wings tour bus, complete with two drivers and a full support package. The amazing psychedelic exterior paintwork was added to ensure it stood out.
Paul McCartney himself explained the idea behind buying the bus, saying: “If we’re gonna be in Europe in the summer, going to places like the south of France, it’s just silly to be in some little box all day gasping for air. So we came up with this idea to have an open deck, upper deck kind of thing.
“We’ve got some mattresses up there so we can just cruise along, fantastic, it’s great, just lie around and get the sun.”
Band on the Run
The interior of the tour bus included a fully functioning kitchen, individual seats for the band members and even a playpen for children on the upper deck.
Powered by a 7.0-litre Gardner five-cylinder diesel engine with a four-speed manual gearbox, progress on the tour was noted as being relaxed. If the bus was moving too slowly, other vehicles were used to make sure band members made it to the venues on time.
Despite this, the tour passed through 25 European towns and cities, racking up an impressive 7,500 miles during July and August 1972.
Sedate travel certainly gave the band time to write new music, and it is perhaps no coincidence that the theme to Live and Let Die was recorded shortly after the tour.
Wild Life
After the tour, the bus returned to regular duties until 1980. It was saved from being scrapped in 1982, then restored with the Wings Over Europe livery.
The bus made its way to Tenerife in the 1990s, being used as a tourist attraction outside a rock cafe. In 2009, it was rediscovered in a storage area and subsequently returned to the UK in 2017.
Fully restored between 2019 and 2022, the bus now looks exactly how it would have done in the summer of 1972. Wings drummer Denny Seiwell has even donated an original touring trunk, just to add to some authentic appeal.
Paul McCartney’s company, MPL, has officially licensed the use of the Wings artwork, logos, band members’ names and personal photos on the bus.
Just how famous is the Wings tour bus? Famous enough to have a lengthy Wikipedia entry dedicated to it, along with its own website and Facebook page.
Ownership of the website is included as part of the sale. The site has apparently received multiple enquiries from people interested in seeing the bus attend events this year.
Recently restored, in full running order and equipped with genuine Wings memorabilia, WNO 481 will resonate with a broad spectrum of enthusiasts.
Ahead of the auction, which starts on 22 April 2024 and runs for seven days, Car & Classic has provided an estimate of between £150,000 and £200,000 to buy the bus.
This summer’s Silverstone Festival will pay an all-American tribute to the Ford Mustang. The legendary Mustang turns 60 in 2024, making it a special year for the world’s best-selling sports car.
Previously known as the Silverstone Classic, the three-day event takes place between Friday 23 August and Sunday 25 August 2024.
Along with celebrating the Ford Mustang, the Silverstone Festival will boast plenty of on-track racing action, plus music, food and entertainment.
Wild horses running free
The Pure Michigan Mustang Celebration Trophy Race will see a packed grid of pre-1966 Touring Cars take to the Silverstone Grand Prix circuit. They will include numerous Mustangs, all looking to uphold the Blue Oval’s reputation.
Qualifying for the Mustang Celebration race takes place on the Friday, followed by a 40-minute race on the Sunday.
On Saturday, the circuit plays host to a Mustang anniversary parade. The Mustang Owners Club of Great Britain and Northwest Stangs are both already registered to attend.
Other owners are encouraged to coming along and display their car, with a special ‘Mustang Celebration Package’ on offer.
Saluting a true legend
“The Mustang is a true motoring legend and we are thrilled to be saluting such an icon’s 60th milestone with the backing of Pure Michigan,” said Nick Wigley, event director for Silverstone Festival.
“The 1960s were the zenith for all fans of powerful, big-engined American muscle cars and Sunday’s spectacular race will revive that incredible era in style. While a little less dramatic, Saturday’s track parade will be every bit as significant as it will pay tribute to 60 years of continuous Mustang production – and that’s a truly remarkable legacy well worth celebrating.”
Other races taking place at the Silverstone Festival will include classic Formula 1 cars, retro endurance racers and historic sports cars.
The evening music entertainment will feature performances by Sophie Ellis Bextor, Busted and Olly Murs. A choice of ticket and hospitality packages are on sale now, with free entry for children aged under 16.
Want to own arguably the greatest Japanese car ever made? You’re in luck. Here is your opportunity to buy a Lexus LFA, currently the property of actor and comedian, Rowan Atkinson CBE.
Up for sale with The Octane Collection in West Sussex, the 2012 Lexus LFA has a price tag of £874,995.
That six-figure outlay gets you a V10-powered, hand-built supercar capable of revving to 9,000rpm, plus an interior with a suitably crazy colour scheme…
A technical masterpiece
Lexus began developing the LFA in the early 2000s, releasing a series of concept models throughout the decade. This culminated in a full production car, which was displayed at the 2009 Tokyo Motor Show.
Limited to 500 examples, Lexus hand-picked those customers allowed to place an order for an LFA. Only 20 cars were built each month, with the carbon fibre monocoque chassis manufactured in house at Toyota’s Motomachi facility.
At the heart of the LFA is a naturally aspirated 4.8-litre V10, serving up 553hp and 354lb ft of torque. Famously, Lexus had to fit a digital tachometer, fearing that a mechanical dial couldn’t keep up with the engine’s frenzied revs.
A six-speed sequential transmission sends power to the rear wheels, with manual shifts via paddles on the steering wheel. Using launch control allows the LFA to accelerate from 0-60mph in 3.6 seconds, with a top speed beyond 200mph.
A Crystal Palace fan’s dream
First delivered to a Japanese owner, this LFA was imported to the UK in 2022, then was later bought by Rowan Atkinson. The first owner was responsible for choosing the classy Pearl White paintwork, along with a bold interior finished in blue and red Alcantara.
It ain’t subtle, but anyone driving the LFA is more likely to be enjoying the symphony from the trio of exhaust tailpipes, rather than worrying about the colour of the seats.
Standard equipment includes a 7.0-inch central display screen with satellite navigation, along with a 12-speaker Mark Levinson sound system.
With around 3,700 miles on its odometer, the LFA was serviced six times while still in Japan. Since arriving in Britain, it has been serviced twice by Lexus in Milton Keynes, the UK’s official maintenance centre for the V10 supercar.
A very enthusiastic owner
Being one of only 198 Lexus LFA models made in right-hand drive, this is a hugely desirable modern classic from the outset. Having the star of Blackadder and Mr Bean within its history file only enhances the car’s appeal.
Rowan Atkinson is a man of exemplary automotive taste, having previously been the custodian of a McLaren F1, Lancia Delta HF Integrale Evoluzione II and a classic Land Rover Defender.
Prices for the Lexus LFA have come close to the £1 million mark, meaning this particular example looks relatively good value. As long as you can live with that interior, of course…
Remember when the Skoda brand was decidedly uncool? In 2000, the Mirror claimed it was ‘still slightly less embarrassing to be seen getting out of the back of a sheep than getting out of the back of a Skoda’. The newspaper also quoted research suggesting that 60 percent of people wouldn’t consider buying a Skoda. Ouch.
Things had to change. The Volkswagen-based products were good enough, the prices were attractive and Skoda had a strong network of dealers. But many folk still needed convincing. Step forward the famous ‘It’s a Skoda. Honest’ campaign, which set the Czech brand on a journey that would transform its fortunes.
A year later, in 2001, Skoda launched its first vRS model: the 1.8-litre turbocharged Octavia vRS. It was good, but it wasn’t the firecracker Skoda needed. Instead, that task fell to the Skoda Fabia vRS – not necessarily the first diesel-engined hot hatch, but the first to be thrust headlong into the mainstream.
So, what is the hot Fabia and how does it stack up today? As ever, our Retro Road Test explains all…
What are its rivals?
Those who were turned on by the idea of a diesel hot hatchback, but turned off by the Skoda badge, could opt for the Fabia’s cousin: the Volkswagen Polo GT TDI. It offered the same performance figures, but in 2005, when our test car was new, the Polo cost £14,425, while the Fabia vRS weighed in at only £12,380.
The Skoda was a bargain. Honest. Nearly two decades ago you could also opt for the Renaultsport Clio 182 or Ford Fiesta ST, but neither could deliver the torque offered by the Fabia vRS.
What engine does it use?
Two hundred and twenty nine pounds feet of torque. That’s the eyebrow-raising figure when you’re looking at the details of the Fabia’s 130hp 1.9-litre TDI engine. To put it into perspective, it’s more than a 3.2-litre V6-powered Alfa Romeo 147 GTA and only 7lb ft shy of the Porsche Boxster S.
It was an engine commonly found in taxis and fleet cars, offering a terrific blend of performance and economy, not to mention tuning potential. Skoda went out on a limb by offering the Fabia vRS as a diesel-only model.
What’s it like to drive?
Twist the key and you’re greeted with the familiar sound of a taxi waiting to transport you home from a nightclub at 2am. It’s not the most soulful of soundtracks and, at startup and idle, it’s bordering on offensive. But once on the move it gives the Fabia vRS its USP.
You need to adjust your driving style. This isn’t a hot hatch to take by the scruff of the neck and go in search of the redline, not least because the redline is at 4,800rpm. Instead, you learn to keep the turbocharged engine in its sweet-spot between 2,000 and 4,000rpm, playing with all that torque.
Powering out of bends becomes strangely rewarding and helps to mask the small amount of body lean and rather numb steering. And when you need to behave yourself, the Fabia vRS will sit on a motorway in sixth gear, with the engine barely breaking sweat. It’s a terrific all-rounder.
Reliability and running costs
The 1.9-litre TDI PDI engine was, and still is, a firm favourite of taxi drivers up and down the land. Properly maintained, the engine is capable of covering mega miles, while the Polo platform should provide peace of mind. Parts are in plentiful supply and there’s a strong network of independent specialists.
The official combined fuel economy is 52.3mpg, although this rose to 53.3mpg on cars built after 24th October 2005, when the engine became EU4 compliant. We struggled to get less than 42mpg over 500 miles of driving, with a peak of 55mpg on a motorway run.
Could I drive it every day?
The Skoda Fabia vRS arrived in 2003, with production ending in 2007 with the last-of-the-line Limited model. As such, these cars are still modern enough to enjoy everyday, although the interior is showing its age.
We’d recommend upgrading the ancient Symphony radio/single CD player to something that will at least connect a smartphone, while cruise control can be retro-fitted, if long journeys are part of your weekly routine. The fact that the Skoda Fabia offers five doors and a useful 260-litre boot is a bonus.
How much should I pay?
Prices start around £2,000 for a Mk1 Fabia vRS, but these cars tend to be rather tatty, high-milers that are probably best avoided.
Bank on spending upwards of £3,000 to secure a good one, although be aware that the number of cars for sale at any one time is limited. You may have to be patient.
What should I look out for?
These cars won’t have been saved for special occasions, so you need to be looking out for general wear and tear, along with any previous accident damage. The interior is relatively hard-wearing, although the off-white upholstery might need a good clean!
If you’re buying a modified or tuned car, make sure the work was carried out by a reputable specialist. Be sure to check out the excellent Briskoda forum for advice and a good selection of cherished cars for sale.
Should I buy one?
Absolutely. Over the course of our week with the car, we began to appreciate its seven-day appeal. By that we mean, here’s a car that is long-legged enough to provide adequate commuting duties during the week, but is enjoyable enough to tempt you out of bed on a Sunday morning.
A Renaultsport Clio of the same vintage is a better hot hatch, but it lacks the everyday appeal of the Fabia vRS. We also happen to think the Fabia vRS looks great. It’s amazing what a set of 16-inch wheels, a lowered ride height, green brake calipers and a few cosmetic upgrades can do for a car.
Pub fact
Skoda waved goodbye to the diesel-engined Fabia vRS in 2007 and didn’t replace it until 2010. Although the new car offered a twin-charged 1.4-litre TSI petrol engine developing 180hp, enthusiasts breathed a collective sigh of disappointment at Skoda’s decision not to offer a diesel version.
Which kind of shows the impact the original Fabia vRS had. A trailblazer; a hooligan in a Marks & Spencer suit. Add one to your retro hot hatch shopping list – you’ll be the torque of the town.
If a Lotus Elise seems too obvious, the Renault Sport Spider is a much rarer and arguably cooler car than the roadster from Hethel. It was also the first road car to wear a Renault Sport badge.
This particular example, finished in bold Pearlescent Liquid Yellow, will be going under the hammer at the Iconic Auctioneers Supercar Fest sale in mid-May.
A concept car brought to life
The lineage of the Renault Sport Spider can be traced back to the radical Laguna Roadster concept, unveiled at the Paris Motor Show in 1990. This was followed by a production-ready model, displayed at the 1995 Geneva Motor Show.
Beneath the minimalist GRP bodywork was a strong but lightweight aluminium chassis. A 2.0-litre four-cylinder engine was borrowed from the iconic Clio Williams hot hatch, and combined with a five-speed manual gearbox.
The 2.0-litre engine’s 148hp, hauling a kerb weight of less than 1,000kg, meant the Sport Spider could accelerate from 0-62mph in a swift 6.9 seconds.
Early versions of the car were built for a one-make racing series. In the UK, this would support the British Touring Car Championship, and see Jason Plato become the inaugural title winner in 1995.
Through the looking glass
Production of the Sport Spider began in 1996, with the first 400 examples built in left-hand drive and without a windscreen. Instead, a diminutive aeroscreen was fitted, as seen on the racing cars.
Right-hand-drive versions followed later, with the UK only taking Sport Spiders fitted with a full glass windscreen. Only 60 were made, making them a genuine rarity among a total production run of 1,685 cars made at the Alpine factory in Dieppe.
Supplied to its first owner in December 1997, this yellow Sport Spider has amassed only 5,000 miles on its odometer from new.
A true collector’s item
Described as being in ‘showroom condition’, the Sport Spider has seemingly not wanted for maintenance, despite its ultra-low mileage.
The extensive maintenance records show 12 services, with the most recent performed in August 2023. This saw the cambelt replaced by a Renault specialist, removing one concern for the next owner.
Iconic Auctioneers notes the car will come with its original sales invoice, along with old tax discs, MOT documents and the owner’s manual.
Both clear and weatherproof cockpit covers are included, plus the ‘briefcase’ tool kit housed in the front luggage compartment.
Supercar style on a budget
Given the rarity of the Renault Sport Spider, and the low mileage of this particular example, a pre-auction estimate of £35,000 to £40,000 has been given.
Compared to the £55,000 starting price of a new Alpine A110, now produced in the same factory that built the Sport Spider, it makes this example seem good value.
The Liquid Yellow Sport Spider will go under the hammer on Saturday 18 May. Being held as part of the Supercar Fest extravaganza, the sale will take place at Sywell Aerodrome in Northamptonshire.
Welcome to a Retro Road Test special: a face-off between two very different examples of a great (arguably the greatest?) hot hatchback.What else but the Peugeot 205 GTI?
When the 205 GTI was launched in 1984, it wasn’t the first go-faster hatch on the block. It followed in the tyre tracks of the equally legendary Volkswagen Golf GTI, while further competition came from the Renault 5 GT Turbo, Fiat Uno Turbo and Ford Fiesta XR2.
The first car we’ve driven is an original 205 GTI 1.6 in concours condition. While a more powerful 1.9-litre version followed, many purists rate the revvier 1.6 as the ultimate 205.
The apprentices from the Peugeot Performance Academy, who created the second (black) car here, felt differently. They were given a training project to die for: restore a grotty 205 GTI to perfect condition. Along the way, however, they swapped the standard engine for something a bit more special…
Building a hotter hatch
Early examples of the 205 GTI mustered a modest 105hp, a figure beaten by many standard superminis today. Yet they also weighed less than 900kg. Peugeot upped output to 115hp a few years later, then the really exciting upgrade came in 1987: the launch of the 205 GTI 1.9.
This enlarged engine offered a thrilling 130hp for 0-60mph in 7.8 seconds (the 1.6 needed 8.7 seconds). It had lots more torque as well – 119lb ft rather than 98lb ft – so felt notably more muscular. Thankfully, Peugeot fitted rear disc brakes and bigger 15-inch alloy wheels.
However, save for the addition of a catalytic converter in the early 1990s, that was it for 205 GTI evolution. It wouldn’t happen today: Peugeot would surely create a swansong special edition – fitting the 16-valve version of the 205’s ‘XU’ engine, for example.
Yes, this unit was freely available in the range, sported by the larger Peugeot 405 Mi16 and Citroen BX GTI 16v. Boasting 160hp, the all-aluminium 1.9-litre engine had a motorsport-spec head, revved to 7,200rpm and, even in the 1,100kg 405, was good for 0-60mph in 7.8 seconds. In the 205, it could have been heroic.
And for years, that’s just what the tuning scene has done: creating the 205 GTI 16v, the hot hatch that never was. It’s an easy engine swap if you know what you’re doing, or so a Peugeot veteran told us, adding weight to the logic of what could have been.
When tuners tell you it will do sub-6.5 seconds to 60mph easily, you can only conclude Peugeot might have dropped the ball by not making it…
Peugeot 205 1.6 GTI: Original and best?
While values of all 205 GTIs have soared (the best examples sell for £40,000+ at auction), the lesser 1.6 is still more affordable. That’s despite enthusiasts reporting this is the one to have.
To find out what the fuss around a standard 205 is all about, we borrowed a show-winning example from motoring writer and well-known GTI enthusiast Chris Hughes.
Built in 1991, this 205 GTI has been owned by Chris since 2000. It’s not led a sheltered life, having tackled numerous European road trips, but it’s been meticulously cared for, and has won prizes at classic car shows.
We spent a day with a car on rural Dorset roads, and what a car for a B-road blast! It’s such a pure, mechanical experience – the heavy clutch takes a minute or two to get used to, while the unassisted steering requires muscle around town.
Once you get into the 205 GTI’s groove, though, it’s an absolute joy. Working towards 6,000rpm (“I rarely go over 5,000rpm,” Chris nudges me), with the car’s Milltek exhaust (its only modification) providing a rorty soundtrack, it makes many modern hot hatchbacks feel a bit sterile.
And the best thing? It’s all happening at sensible speeds. Take a roundabout a similar pace to your average Toyota Prius driver and you’ll be having infinite fun, while even ragging it down dual carriageways won’t get you into licence-losing territory.
Peugeot 205 Mi16: Modified magic
Can you improve on a French icon? The Peugeot Performance Academy apprentices certainly thought so: It’s as tacit an ‘OE approved’ admission as could be. Using the same engine mounts as the regular 1.9 motor, all that’s needed is a bit of tweaking to clear the inlet and exhaust manifolds.
Peugeot’s car has a 205 Automatic bonnet, to provide extra clearance over the engine, but it’s not really necessary. And once installed, the 16-valve engine looks factory-spec.
It doesn’t feel modified either. It rumbles, vibrates and hums at tickover like a regular retro car, has the same impossibly direct, rifle-bolt gearshift as all 205 GTIs, has similarly heavy non-PAS steering until you’re moving and pulls at lower speeds with the same free-breathing vim as all non-emissions-conscious cars of the 1980s.
Heavens, though, it’s fast. It still weighs barely 900kg, so pick-up is instant and effortless, but the way it powers forward as the revs rise is staggering. It gets on cam and comes alive above 4,500rpm – the kick is Honda VTEC-like – and, with a heavenly induction roar and cam yowl, it explodes towards the redline. A few seamless gearchanges later and you’re quickly backing off to regain legality.
This is no shabby conversion that feels ready to fall apart. It’s the mighty 205 to sucker every other GTI on the planet, an engaging speed demon that even today feels sensational. Particularly as all the effervescence of the 205 GTI chassis remains intact. The wider 1.9 GTI wheels mean more planted handling, stacks of front grip and a more trustworthy rear end. Yet there’s still the blindingly well-telegraphed on- and over-the-limit exploitability that so many love.
The firm, ever-varying weight of the steering is to die for, body control is exemplary and the free-flowing connectivity to the road surface is Lotus-esque. Because it’s so light, it doesn’t need to be over-stiff – the suspension is softer than you may expect, meaning the ride is better than you’d ever believe – which enhances its fast-road ground-covering ability. With a revvy 160hp to play with, it’s incendiary.
Lion kings: Choosing a winner
Andrew Brady’s winner…
Both of these cars would be lovely things to keep in your garage, ready to enjoy on sunny days while also increasing in value with every bit of TLC you give them. The Mi16 is a tantalising glimpse of what might have been: the world’s finest hot hatch could have been a true performance icon with that wonderful Mi16 engine.
However, as a car to truly enjoy, the light and nimble 1.6-litre 205 GTI is hard to beat. Peugeot got it spot-on, and this version offers maximum thrills for the least outlay. Buy one while you still can.
Richard Aucock’s winner…
I was amazed. In my youth, a 205 Mi16 was an ultimate, right up there with a red-top Vauxhall Nova for teenage desirability. But with age came the love of originality – what could modders know that the car manufacturer didn’t? In this case, plenty, because the 205 GTI Mi16 – the 205 GTI 16v – is sublime. It’s the greatest GTI that never was.
It takes all that’s wonderful about the regular car and builds upon it with a searing, exotic, race-bred engine that, because the car itself is so light and pure, you interact with so tremendously vividly. It feels factory-original, it drives brilliantly and it’s simply thrilling to experience. I surprised myself with how much I loved this car. Find one done right and so will you.
Remember the first time you saw a Smart parked at 90 degrees to the kerb? It’s easy to forget just how radical this tiny two-seater looked back in 1998. While BMW turned to the past with its retro-remake Mini, arch-rival Mercedes-Benz was forging into the future. The City Coupe broke the mould, both in how it was engineered and marketed. Sometimes even in how it was parked.
Our Retro Road Test car is an immaculate 2001 Smart Pulse with just 7,400 miles on the clock. It’s a relatively new addition to Mercedes-Benz UK’s heritage fleet: a mark of the original Smart’s emerging cult status.
What are its rivals?
Unless you count horrific quadricycles like the G-Wiz and French Aixam models, the Smart had no direct rivals. The Toyota iQ later tried and failed, while the electric Renault Twizy (pictured above) is a far less practical proposition. More recently, the Citroen Ami treads a similar path of back-to-basics minimalism.
If you’re in the market for a chic city car, more conventional alternatives include the Fiat 500, Renault Twingo and Volkswagen Up. All are fully-fledged superminis that accommodate four people and more luggage than the Smart. None, however, can park perpendicularly.
Which engines does it use?
The City Coupe was offered in three specifications: Pure, Pulse and Passion. Our mid-range Pulse has a 55hp 599cc petrol engine that gets it to 62mph… eventually (OK, 17.2 seconds). Top speed is 84mph. Smart also sold 45hp and 62hp versions of this engine, along with a 41hp 0.8-litre CDi diesel.
All models use a six-speed semi-automatic gearbox, which allows sequential manual shifts by simply pushing the lever back or forth. A bit like a racing car then? Er, not exactly.
What’s it like to drive?
Mention the City Coupe in conversation and talk of that gearbox is never far away. Slow, jerky and unintuitive, it’s the car’s Achilles’ heel.
For an impression of how if feels to drive, let’s imagine you are pulling away briskly from the traffic lights. The process goes something like this: accelerate – lurch forwards – pause – pause a bit longer – lurch backwards – accelerate – repeat until nauseous. Making smooth progress is nigh-on impossible, even if you swap cogs yourself. And while the Smart is far more civilised at slow speeds around town, it’s difficult to believe Mercedes-Benz signed-off such a flawed drivetrain.
Despite this rather large caveat, all of the team at Motoring Research enjoyed driving the City Coupe. Its unassisted steering provides more feedback than a modern Smart ForTwo and the buzzy three-cylinder engine is eager to rev. And driving such a small car simply makes sense in traffic-choked south-east England. The joy of nipping into motorcycle-sized gaps, U-turning in a narrow road or parking in places others can’t should not be underestimated.
Reliability and running costs
The City Coupe is economical (57.6mpg) and cheap to tax (118g/km CO2). However, awkward engine access means maintenance costs aren’t as low as you might hope, particularly if you visit a Mercedes-Benz dealer.
We suggest using the network of Smart specialists, who offer much lower labour rates – and joining the very active owners’ club for discounted parts and insurance. Search for ‘The Smart Club’ online.
Could I drive it every day?
The City Coupe is more practical than it looks. Granted, the boot is barely big enough for a weekly shop, but drivers under 5ft 10in will find additional stowage behind the seats. There’s also a usefully large shelf atop the dashboard.
The high-set seat and fixed steering wheel make for a very upright driving position – you’re sitting on top of the engine, remember? – which gets wearing on longer journeys. However, all-round visibility is good and there’s no shortage of space for the driver and passenger.
You might want to upgrade the cassette player fitted here, though – our crackly copy of Rave ’92 also got wearing on those longer journeys.
How much should I pay?
There are plenty of first-generation Smarts (initially named City Coupe, later ForTwo) in the classifieds. Prices start from around £1,500, but we’d spend a bit more for something that isn’t on the verge of an engine rebuild.
Early, left-hand-drive cars like this one are the most collectable (RHD didn’t arrive until autumn 2001), while quicker Brabus models – and the related 2003-2006 Smart Roadster – also command a premium. Expect to pay around £4,000 for a tidy, low-mileage City Coupe that could appreciate in value if used sparingly.
What should I look out for?
Smarts tend to cover relatively small mileages, but reports of replacement engines aren’t uncommon. The culprit is gunged-up piston rings allowing oil into the engine, causing misfires and a lack of compression. Over time, the problem can destroy the valves, necessitating a complete rebuild or new engine.
Check the oil level and condition, and look for blue smoke from the exhaust tailpipe. Also, as with all used cars, don’t buy without a comprehensive service history.
Should I buy one?
Hot-blooded car enthusiasts will scoff, but an early Smart isn’t without appeal. Its funky, Swatch-inspired design still looks fresh, and its city-centric character is more relevant than ever. There’s no excuse for that gearbox, but think of the City Coupe as a quirky and innovative transport solution, rather than a driving machine per se, and suddenly it makes sense. Particularly if you live in a built-up area.
The original Smart’s place in automotive history is assured. It wasn’t a runaway success like the BMW Mini, but it marked the reinvention of the microcar for the modern age. And in a world where cars grow bigger and more bloated with every successive generation, that’s an achievement worth recognising.
Pub fact
We’d love to tell you this Japanese vending machine dispenses Smart cars. In fact, it was a neat marketing ploy – offering free brochures for the car rolled up in tubes. Still, let’s face it, you’d need an awful lot of loose change for the real thing.
