Month: January 2019

Overview

In a way the SLR was unlucky, being launched in 2004, at the same time as the Porsche Carrera GT and the Ferrari Enzo. But comparing it directly with those two cars is very wrong, and proves that the person performing the comparison has no idea what this very special car was trying to be. For McLaren it was the first road car in a while, and for Mercedes it was one of the two symbols of a newly opulent era, beside the Maybach.

The gullwing doors made the comparisons with the W198 inevitable, but in fact, to me, the SLR McLaren always owed more of its DNA to the so-called Uhlenhaut Coupe and the SSK/SSKL prewar sports cars designed by Ferdinand Porsche. Where other supercars screamed at high revs, the SLR was more about torque, a baritone exhaust note (through specially engineered side exhausts!) and effortless, contemptuous progress. It could be driven in a traffic jam, in city traffic and could be used to go shopping (but one had to check the height of multi-storey parking lots because of the doors!), but all the trick aerodynamics worked best when it was driven very, very fast. Apart from the Bugatti Veyron which is a much newer car, I don’t know any vehicle which can be more stable at 300 km/h on a public road. In Germany, of course.

The SLR was perfect in the dry, but even with the ESP fully engaged it could be a handful. In the wet, because of the wall of torque, it was downright scary, as a proper supercar should be. In third, on a wet road, with the front wheels pointing straight,it would try to step sideways, and sometimes it did that even in fifth gear. With the ESP off, it was unmanageable for most drivers.

The fuel consumption at normal permissible speeds was much lower than expected, due to the engine’s torque and supercharging. A figure of 10 l/100 km is attainable if speed limits are observed.

The Roadster is a fantastic creation, with a specially designed roof with a solid leading edge. Just as good to drive as the Coupe. The 722 model is the pick of the crop, with sharper reactions and still better aerodynamics. The Stirling Moss special edition is just a collector car, quite ugly and impractical.

Engine

The supercharged M155 motor, fed air through the Mercedes star on the nose (the intake tract is completely straight, and generates some ram air effect), develops between 626 and 650 horsepower. It is a durable unit, which requires less maintenance than Italian engines, but still will suffer when neglected or left unused for long periods of time. Check the service history for gaps and demand all the recent invoices.

Gearbox

Lots of journalists, who never buy such cars, complained about the gearbox being slow and not sharp enough. Comparing it to a Ferrari F1 transmission was not entirely fair, as Mercedes installed in the car its venerable 5-speed torque converter automatic, capable of dealing with 1000 Nm of torque (the SLR engine developed over 800). One could shift gears automatically, or manually, but there was never any need to do so with haste: if you have so much torque, you just drive in a higher gear. The gearbox is very strong and with correct maintenance will last almost forever.

Chassis

The SLR is relatively heavy (over 1700 kgs) and very powerful, therefore all chassis parts are subject to enormous forces. It is never too docile or too easy to drive, and for the driver to feel safe, the chassis has to be in perfect shape. Look for evidence that bushes and other parts are replaced, and have a specialist check the alignment and the condition of the shock absorbers. Tires must be fresh and of the correct type. The brakes are the imperfect SBC electro-hydraulic system which Mercedes was championing at the time, but with more safeguards and pretty good efficiency. Brake feel, however, is poor, and, especially for low speeds, practice is needed. At high speeds the air brake deploys automatically, nut can be opened manually, please check if this works.

Bodywork

A Mercedes-Benz dealer is able to check the history of the car. If there is evidence of any accident damage at all which was not repaired either at McLaren or via an authorized Mercedes dealer, walk away. This car has a special crash structure in the front of the subframe which absorbs huge impacts, and the rest of the car is made of carbon fiber composites produced in three different processes. Normally the safety cell can save a life in very high-speed accidents, but only if it is in perfect shape. Anything undocumented or suspicious.

Interior

Check the cockpit for damage and to wear to silvery plastic surfaces. Does the condition of the leather match the mileage displayed by the vendor? Check if all the switches work, including the covered starter button (should be backlit in red).

The Story

1999: Vision SLR concept car shown
2004: SLR launched
2006: 722 Edition launched
2007: Roadster launched
2009: Coupe production ends
2010: Roadster production ends, Stirling Moss version production ends

Specifications

Mercedes SLR McLaren 722 Edition
Power 650 hp
Top speed 337 km/h
0-100 km/h 3.6 s
0-200 km/h 10.0 s
0-300 km/h 28.8 s
Economy 15.2 l/100 km

The DRIVERSHALL Verdict

Walk away from anything suspicious. Look for a complete set of documents, including full service records and invoices. The car is much better than whatever you read in any contemporary review, and the 722 Edition is a wonderfully sharp road and track tool, highly recommended.

Installing an electric powertrain in a classic vehicle is nothing really new, as people have been doing it for years. Ruf in Germany has offered electric Porsche 911s for a while with some free energy courtesy of a hydroelectric power plant owned by the family, others have modified traditional VW Beetles, and still others have worked on the original Mini and similar cars. Still, an officially-sanctioned factory conversion of a valuable classic vehicle to electric power is something very significant.

In 2017 Jaguar presented its E-type Zero concept, and in 2018 jaguar Classic announced it would offer fully electric “Zero” E-type Jaguars to customers. It will restore selected cars and install the electric powertrain in them, and will also offer an identical conversion to customers who already own such cars. In order to preserve the value of the base vehicle, the Zero conversion is engineered to be completely reversible.

The first cars will be delivered in the summer of the year 2020, and now Jaguar Classic is collecting “expressions of interest” from potential clients (if you are interested, please contact the company at: [email protected] or [email protected] / +44 (0) 203 601 1255 / www.jaguar.com/classic ). The price of the conversion of an existing vehicle, as well as the price of a complete Jaguar E-type Zero, will be revealed in due course.

The Zero car was from the outset engineered to look like an original E-type and to drive like one, however with markedly better acceleration. Jaguar Classic are confident that a range of 170 miles (275 km) can be offered. The car uses a battery with a capacity of at least 40 kWh, which can be recharged in 6 to 7 hours, depending on the power source. Because the powertrain module, containing the battery and the electric motor, replaces the gasoline engine, placing a similar weight in the same location (electric motor is placed behind the battery pack), the balance of the car and its handling remain unchanged. A refurbished standard differential is retained, but the propshaft is new. Other alterations include an available modified dashboard with touchscreen controls and a modern infotainment system. Some instruments in the cockpit are modified, and the car receives very efficient LED headlamps.

Tim Hannig, Jaguar Land Rover Classic Director, said: “We’ve been overwhelmed by the positive reaction to the Jaguar E-type Zero concept. Future-proofing the enjoyment of classic car ownership is a major stepping stone for Jaguar Classic. E-type Zero showcases the incredible heritage of the E-type, and the expertise and craftsmanship at Classic Works, while demonstrating Jaguar Land Rover’s dedication to creating zero emission vehicles across every part of the business, including Jaguar Classic.”

Time will show how popular such conversions will turn out to be in the long run, and whether they are just a passing fad. At the moment, however, Jaguar Classic has responded swiftly to changes in public sentiment, and will soon deliver environmentally-friendly cars of a new type. It has to be noted, however, that any classic car which is still running, is in fact extremely good for the environment as it has not been replaced several times over its lifetime with new vehicles whose production also produces greenhouse gases and consumes a lot of energy.

VUHL, the road-legal lightweight supercar manufacturer, has unveiled its new car – the 05RR – to an exclusive audience in Mexico City recently. Almost every element has been enhanced from the brand’s first iteration, the 05; offering the ultimate driving experience on the racetrack and the road. Weight has been reduced by 65 kg to a maximum dry weight of 660 kg and its distribution has significantly improved. Power and torque output has increased by 115 hp and 100 Nm respectively, while the power-to-weight ratio is upped by 200 hp/ton to a total of 600 hp/ton. A lightweight flywheel, lighter race clutch and full carbon wheels have significantly reduced rotational inertia and boosted engine performance in the 05RR, allowing it to reach 96 km/h in just 2.7 seconds from standstill.

Mechanically, a lower powertrain position has lowered the 05RR’s centre of gravity by 50 mm which, combined with a sequential paddle shift gearbox, limited slip differential and a track-focused suspension and steering system, offers grip in excess. Customers will also have the option to receive bespoke track-specific suspension setup and slick tyres. Interior improvements have been made to the dashboard and the air intake to offer those in the cockpit the most engaging driving experience. The exterior aesthetics have added to the chassis’ overall performance a large single-plane rear wing and carbon wheels playing a role in the car’s resounding and aggressive enhancements. An all-new high downforce setup on the 05RR affords the driver confidence on the throttle when cornering. The aerodynamic balance, combined with the shift in weight distribution of 4% harnesses an total 1.8G of lateral acceleration.

Several years of intense development from VUHL’s team of international engineers have created a supercar that is not just beautiful to look at and efficient aerodynamically, but one that boasts the highest power-to-weight ratio within its market. The launch begins a busy week and year for the brand as its dedicated 05 ROC Edition cars take to the super stages of the Race of Champions event at the Autódromo Hermanos Rodríguez in its hometown of Mexico City. The 05RR is now on sale worldwide with dealers in Europe, the US and Mexico.

Some of our readers may not remember that VŪHL (the name is pronounced ‘vool’ and stands for Vehicles of Ultra High-performance and Lightweight) is the brainchild of brothers Iker and Guillermo Echeverria, whose Mexican/American design company created 05 and the 05RR trackday supercars. Their profound passion for all things automotive comes from a hands-on role in the GT and formula racing cars successfully built and campaigned over a 30-year period by their father, Guillermo Echeverria senior. The VUHL 05 is a road-legal lightweight supercar. The 05’s handling has been fine-tuned in the UK, while further testing and development took place with assistance from Michelin, both in the U.S. and Europe. Production started mid 2014, with first deliveries done in 2015. 40% of the 05 sourced from UK, carbon bodies and chassis production done in-house and final assembly conducted by the advanced manufacturing concern, Adman Leku in Mexico City. The 05 ROC Edition has been selected to race at the world famous ‘Race Of Champions’ for a 5-year period from 2017-2021. The event in 2019 takes place in VUHL’s home territory of Mexico.

More information: https://vuhl05.com

Overview

For decades the Ferrari road cars lagged behind the Porsche 911 in one significant area, and it had nothing to do with speed. They were simply not suited to everyday use in all conditions. Fragile and unreliable, they were fantastic when everything worked, and nasty like the plague when broken down. Ferrari aimed to change that perception with the introduction of the F430 in 2004. The car shared the basics of its body layout with its predecessor, the 360, but was greatly improved.

The engine shared its block casting with the then-current Maserati V8 (that was the F136 family of engines), but the heads of the 90-degree V8 with a capacity of 4308 cc were bespoke, with four valves per cylinder. There was a chain camshaft drive instead of more maintenance-intensive belts. The engine was happy to rev past 8500 rpm, and was pretty much unburstable, as long as service schedules were adhered to. The car sported a new gimmick, called the Manettino, a special switch on the steering wheel with which the driver could adjust damping, shifting speed, engine mapping and stability systems. The new E-diff with an electronically controlled clutch was able to direct the torque to the wheel with more traction, thus improving Fiorano lap times by 3 seconds due to the F430’s better controllability.

I drove the car for the first time in Maranello when it was still in production, and pretty much the first thing I did was race an equally yellow Ducati motorcycle up a mountain road with numerous switchbacks. The car felt alive, immensely responsive, and, what is most important, very friendly. The steering was sublime, and the normally aspirated engine responded immediately, making it possible to delicately steer the car on the throttle. The sound was, and is, magnificent, and the view in the rearview mirror must be one of the best in the automotive world. There is some trunk space in the front, albeit less than in a 911. Yes, its practicality is limited, but this is a car which can make any errand seem like a momentous occasion.

With all new Ferraris turbocharged now, the really good ones with no forced induction are gaining in popularity and price. Now is a good time to bag a good F430 and then drive it every day. The experience cannot be replicated: true, the 488GTB may be faster in all circumstances, but the linearity of response is the F430’s forte, and not turbocharged car can match it. Owning one will make a real car enthusiast very happy.

Engine

The engine develops 490 hp or 510 hp in Scuderia form. The key to longevity is a religious adherence to the maintenance schedule. Cars which are stored for long periods may require more work than cars which run regularly and have a higher mileage. Engine rebuilds are expensive, so try to avoid one.

The car MUST BE serviced annually, regardless of mileage. The battery should not be allowed to drain (remember to replace it when needed, and use a trickle charger) as a flat battery can lead to major problems with ECU-based systems which control the engine, gearbox, chassis and onboard electrics. Original or high-grade original-equivalent parts should only be used.

Gearbox

90% of all Ferrari F430 cars were built by the factory with the automated F1 gearbox. Very early cars had weak hydraulic pumps, this was later rectified. There is a tendency for those pumps to fail, and they operate the F1 system and the E-diff. Check when the pump was last replaced. The clutch on F1 cars will last between 15,000 km and 40,000 km (the latter if you’re lucky and the car does not do a lot of start-stop driving and low=speed maneuvering. The clutch on 6-speed manual cars will generally last longer. Either way, clutch replacement is a big and expensive job.

Chassis

The chassis needs regular checkups, and especially all the spherical bearings which make the car handle badly when worn. Some people replace the factory NMB bearings with other types which are said to better resist wear. Lift the car and look for signs of accident repairs on the expensive suspension parts. This chassis only works well when it’s in perfect condition, so don’t try to save money in this area.

Bodywork

Check for marks and parking dings, and for accident damage. Any panel misalignment should make you suspicious. Wear marks on the Spider soft top may mean it needs replacing. Check the electric roof folding mechanism for smooth operation. Check for stone damage on the nose of the car, and ask whether it has been repainted. The factory color ID is a sticker affixed under the trunk cover.

Interior

Look for parts which do not fit which may indicate concealed accident damage. Some plastics do not age well. Be sure to check all switches for correct functions, and the seats for wear.

The Story

2004: model launched
2005: Spider launched, F430 Challenge launched
2007: Scuderia unveiled, honed with Michael Schumacher’s considerable involvement
2008: Scuderia Spider 16M built, delivered only to preselected clients
2009: last unit built

Specification

Ferrari F430
Power 490 hp
Top speed 315 km/h
0-100 km/h 3.8 s
Economy 15.2 l/100 km

The DRIVERSHALL Verdict

Walk away from anything that has been in an accident. Walk away from cars whose vendors are vague about their origins and have no maintenance records. The required repairs will kill you financially! A properly maintained car with no gaps in its records is a safe bet, but a visit to a specialist is crucial: ask one to look over the car for you. If the vendor is unhappy about that, walk away, too. A regular 430 is tremendous fun to drive, but the Scuderia is a revelation; thanks to Michael Schumacher’s input, the Manettino enables the adjustment of the engine and gearbox maps separately from the suspension settings, and it’s thus possible to glide over an uneven road, in the rain, at uncanny speeds. One of the best mid-engined cars ever made, period. If you can afford one, buy it and enjoy it.

Arriving this fall, all-new 2020 Mustang Shelby GT500 is the most powerful street-legal Ford ever with a supercharged 5.2-liter V8 engine, producing more than 700 horsepower. Capable of mid-three-second 0-60 mph and sub-11-second quarter-mile scores, Shelby GT500 features the best Mustang track times, the best cornering and the largest brakes of any American sports coupe thanks to tech transfer from Ford GT and Mustang GT4 racing programs; this includes a segment-first dual-clutch transmission.

Shelby GT500 starts with a supercharged 5.2-liter aluminum alloy engine built by hand. To keep the intake air cooler and deliver a lower center of gravity, the engineering team inverted a 2.65-liter roots-type supercharger with air-to-liquid intercooler tucked neatly in the V8 engine valley. Like in the already available Ford Shelby GT350, the aluminum alloy block features weight-saving wire-arc cylinder liners and high-flow aluminum cylinder heads, plus larger forged connecting rods, improved lubrication and cooling passages. Beneath that, a structural oil pan adds strength, reduces vibration, and features a patented active baffle system to keep oil where it’s needed.

To channel power and torque to the unique carbon fiber driveshaft, Ford Performance utilized the experience from the tuning of its Ford GT supercar’s dual-clutch transmission. The engineers selected a Tremec 7-speed dual-clutch transmission, which is capable of shifts in under 100 milliseconds, markedly faster than any manual gearbox. This dual-clutch transmission is designed for a number of drive modes, including normal, weather, sport, drag and track, and activates features like line-lock (for burnouts prior to quarter-mile launches) and launch control through selectable Track Apps.

Shelby GT500 takes advantage of revised suspension geometry, a new electronic power steering unit and lighter-weight coil springs front and rear. Next-generation active MagneRide suspension is installed, along with the latest in advanced drive mode technologies from Ford Performance. The result is the highest-ever lateral acceleration from a Mustang for greater track performance and driver control.

Putting all this chassis hardware to the pavement, custom Ford Performance-spec Michelin Pilot Sport 4S tires and more aggressive Pilot Sport Cup 2 tires feature unique compounds and tread. To provide track-ready stopping power, massive 420-millimeter two-piece rotors are added – the largest of any domestic sports coupe – plus larger, stiffer Brembo six-piston calipers. With 20 percent more swept area than the Shelby GT350’s, these brakes have more than 30 percent additional thermal mass in the front corners, and it should show on track.

Two handling packages with increasing levels of capability are offered for the all-new Shelby GT500. An available Handling Package includes adjustable strut top mounts and spoiler with a Gurney flap. For the truly hardcore enthusiasts, an available Carbon Fiber Track Package features exposed 20-inch carbon fiber wheels with 0.5-inch-wider rear wheels (11.5-inch), custom Michelin Pilot Sport Cup 2 tires, adjustable exposed carbon fiber GT4 track wing and splitter wickers with integrated dive plane. The rear seat is deleted to reduce weight.

The car’s aerodynamics were honed in the Ford Performace special wind tunnel, normally used by racing teams. Large, angular opening which deliver the very much needed cooling and intake air were patterned on air intakes of modern jet aircraft. The large louvered hood vent is equipped with a removable rain tray which, once removed, paves the way for improved downforce and even better cooling.

Shelby GT500’s purpose-built cockpit boasts race-inspired premium materials and unique finishes worthy of its world-class power. Premium touchpoints include an available exposed carbon fiber instrument panel appliqué and new door panel inserts in Dark Slate Miko® suede with accent stitching. Available Recaro racing seats with firm side bolstering and pass-throughs for safety harnesses offer the highest level of performance. For those looking for even greater comfort, power-adjustable seating with Miko suede inserts is offered.

More information: www.ford.com

The latest McLaren sports ars has just been unveiled. The new 600LT Spider combines track-honed dynamic excellence of the 600LT Coupé with the added exhilaration of open-air driving. It is the third model under the £1.2bn McLaren Automotive Track25 business plan, and the fifth car to carry the Longtail (LT) name. It maintains the new McLaren Longtail ethos of increased power, reduced weight, optimized aerodynamics, absolute driver engagement, track-focused dynamics and limited availability. Top-exit exhausts introduced on the Coupé, and so popular with car enthusiasts everywhere, also feature on the 600LT Spider, further amplifying the aural and visual excitement, especially when the roof or rear window are down.

The new car is at least 80kg lighter than the lightest competitor, and is just 50 kilograms heavier than the 600LT Coupé, attaining a dry weight of 1,297 kg. No additional strengthening was required to maintain full structural rigidity, as the lower part of the bodyshell was already stiff enough. The 100 kg weight reduction over the 570S Spider proves the determination to minimize the weight of LT models, benefiting the car’s dynamic finesse and its overall performance. Buyers will get 600hp and 620 Nm from the 3.8-liter twin-turbocharged V8 engine; and the stunning power-to-weight ratio of 463 hp/ton at lightest dry weight promises some remarkable performance.

According to McLaren Automotive, the acceleration is on par with the 600LT Coupé: 0-100km/h identical at 2.9 seconds; 0-200km/h in 8.4 seconds is just 0.2 seconds slower. When possible and permitted, buyers can try to reach the top speed of 324km/h.

Bespoke Pirelli P Zero Trofeo R tyres for track-focused dynamics and enhanced engagement are installed at the factory and all the cars are hand-assembled at the McLaren Production Centre in Woking, Surrey, England. The McLaren 600LT Spider is available to order now; it is priced from £201,500 including taxes (UK).

More information: https://cars.mclaren.com/sports-series/600lt-spider

From Belgium to Communist Bulgaria and back to Belgium: obviously there existed no health and safety lobby that could prevent this reckless endeavor. “Le marathon de la Route” was another name of the Liège–Sofia–Liège long-distance rally organized by some clearly crazy Belgians. Eugen Böhringer won it for the first time in 1962 in his trusty 220SEb W111 sedan, adn he was determined to repeat this feat the following year. This time, however, things were not looking good.

Mercedes decided that Böhringer should tackle the 5,500 km rally in a totally new car, the W113 230SL two-seater, later to be known as the “Pagoda” due to the shape of its hardtop. The car, designed by Paul Bracq and with its unitary body engineering by Béla Barényi, was based on a shortened W111 chassis, incorporating the same crush zones which clearly were a novelty at the time. The competitors believed, almost unanimously, that Eugen Böhringer, the 1962 European Rally Champion, had lost his mind.

The car had just been presented at the Geneva Motor Show and was obviously untested in its production guise. Behind the scenes, the boffins at the Mercedes R & D Department, under the watchful eye of Erich Waxenberger, were performing the few permitted modifications os the car: the suspension was strengthened, a more voluminous fuel tank was installed, adn the engine capacity was enlarged from 2.3 liters to 2.6, bringing with it an additional 20 hp, for a total figure of 170 horsepower and a slightly increased torque figure, exact numbers unknown. 

The British magazine “Autosport” said this of Böhringer’s chances: “As last year’s winner, Eugen Böhringer started among the favourites for the 1963 Marathon de la Route, but the fact that he was driving a new car, as yet untried in competition, did not particularly encourage his supporters.” Well, the hotelier, born in 1922, was bent on proving the doubters wrong. His car came from the pre-series, but the Swabian trusted the Mercedes-Benz technology, and, more importantly, he trusted Waxenberger.

He was not unprepared, however. Together with his friend and codriver, Klaus Kaiser, a driving instructor and a foreman at a Mercedes factory, they spent 14 days recceing the rally route in a humble Ponton, equipped with a tent and an alcohol stove. Remember, this was in the midst of the Iron Curtain era, with the rally crossing Marshal Tito’s Yugoslavia, and visiting Communist Romania and Bulgaria. Eugen and Karl patiently logged the route and planned their assault on the Marathon.

The rally route led from Spa via Germany to Austria, Italy and Yugoslavia, and onwards to the Bulgarian capital, and later with a short respite in Romania, back via the Italian Alpine passes. Already in Dubrovnik Böhringer had a small accident which cost him no more than two minutes. “Autocar” magazine thus described the unfortunate incident: “Eugen Böhringer slightly reshaped the beautiful 230 SL but pressed on”. And he did. By Rovereto he had caught up with Rauno Aaltonen and Tony Ambrose in an Austin-Healey. Aaltonen and Ambrose left the road on the Vivione Pass, and Böhringer took the lead, never to relinquish it until the finish in Belgium.

The attrition rate had been horrendous: out of 129 cars at the start only 20 reached the finish. officially spoken of as a tourist trip, the rally was in reality subject to a murderous tempo imposed by the rally authorities. In view of that, the result of Eugen Böhringer and Klaus Kaiser is all the more remarkable: in 5500 kilometers and 90 hours of driving they managed to collect only 8 minutes of time penalties! As “Autocar” commented, “The Royal Motor Union of Liège set a murderous pace for their classic event and Böhringer’s fabulous performance shook them rigid”. 

The German periodical “Kristall” said in its report on the victory, published the following year, that “His competitors believed that he was constantly driving on the limit, always taking risks, demanding everything of himself, Klaus Kaiser and the Mercedes 230 SL”. Böhringer denied that and said that 80% of this kind of driving on public roads was subject to a risk calculation. “And the remaining 20%?”, demanded the interviewer, Rolf Winter. “That depends on circumstances”, replied Eugen with a chuckle. The following year he only managed third place at the same rally, but one must remember that in terms of proving the Mercedes quality and reliability to the outside world his achievement stands close to Sir Stirling’s on the Mille.

The jovial hotelier died in 2013 and I never managed to interview him, although I tried multiple times. Eugen Böhringer remains one of the least known people without whom Mercedes-Benz would never be the runaway export success that it became less than two decades after the end of World War Two. But I could drive his car. I was fortunate enough to drive the little red “Pagode” several times and became very familiar with it. The first thing you notice is the diminutive size. Compared to today’s city hatchbacks it is still tiny. However, inside it feels roomy and airy, with excellent visibility, aided by the elegant, thin pillars of the permanently attached hardtop. The peripheral vision is so good one wonders whether the old philosophy of preventing accidents by being able to see an imminent danger was really inferior to today’s practice of assuming an accident is inevitable adn armoring the car to cope with it.

Four days and nights in this car? Easy. First of all, the driving itself is a low-effort affair. The unassisted steering is never too heavy, and it loads up nicely in corners, providing enough feedback. Of course no Mercedes at that time had rack and pinion steering, as that was deemed too sensitive at speed on the Autobahn (it first appeared in 1995 in the W210 E-class). The brakes are efficient enough, easy to modulate, and the engine pulls obediently in all four gears. This car is not fast by today’s standards, but was plenty rapid in 1963. In fact its main asset is the breadth of its abilities: it can be hustled on gravel, on narrow mountain roads and it can stretch its legs on a long highway jaunt, precisely what was needed on the 5,500 km rally route. The very considerable suspension travel helps too, as well as the Pagoda’s superior ability to eradicate small shocks and to smooth the impact of bumps. In a stiffly sprung car Böhringer’s chances would be much lower, especially over the treacherous backroads of Eastern Europe. The Pagoda is ideally suited to today’s traffic, and never gets really exhausting like so many 1950’s Mercedes cars would do. Of course I have never driven it for four days and four nights running…

Maserati has made public a limited edition of its SUV, the new Levante Vulcano, produced in a series of just 150 units for the European and Asian markets. The Vulcano limited edition is available with both twin-turbo V6 gasoline engines, 350 hp and 430 hp, designed by Maserati Powertrain and built at the Ferrari factory in Maranello.

The tones of the exclusive matte “Grigio Lava” exterior highlight the Trident SUV’s sporty lines to greater effect. The exterior look is completed by the Nerissimo pack details (dark look rear light clusters, black chrome front grille and logos, glossy black window surrounds, body-coloured door handles and dark exhaust tailpipes), the laminated privacy glass, the 21-inch Helios wheels, also with matte finish, and the red brake calipers.
The 6-piston Brembo Dual Cast braking system guarantees excellent braking performance.

Inside the new Levante Vulcano, the heated, ventilated full-grain leather seats, featuring electrical adjustments and a memory function, complete with contrasting embroidered Trident logo on the headrest, can be ordered in black with red stitching or vice-versa, to underline the model’s “volcanic” personality. The attractiveness of the new Levante Vulcano limited edition is further enhanced by the interior trim in high gloss carbon fiber, also used for the gearshift paddles and the insert on the electrically adjustable sport steering wheel, and the chromed aluminum badge on the central tunnel bearing the legendary Trident, together with the new Vulcano logo and the wording “one of 150”. The standard equipment also includes the Bowers&Wilkins premium sound system, the soft close door closure system, the front and rear parking sensors and the full-LED Matrix adaptive headlights.

Overview

The Jaguar E-type is probably the most desirable classic car, period. Everybody knows what it looks like, and most people want one. Even Enzo Ferrari has been quoted as saying that it was the most beautiful car in the world. Its notoriety also means that it is now impossible to expect an honest bargain, and utmost care should be taken to avoid unscrupulous vendors. American “barn find” cars are not necessarily in good condition, and botched, unprofessional restorations mean that they will bite their naive owners after a few years, painfully. Paradoxically, it is very easy to own or upgrade a Jaguar E-type nowadays, as parts are widely available, but very difficult to purchase a good one. You must buy one from a trusted specialist, or seek the advice of one when buying privately. Otherwise it could turn into an expensive disaster.

Its launch in 1961 is the stuff of legend, with the Geneva show car being driven non-stop from England so that it would get to the Jaguar stand on time. At the beginning, demand outstripped supply, and William Lyons, the boss of Jaguar, was very happy. The original Series 1 cars were followed by modified Series 2 and Series 3 cars, and the car stayed in production until 1975, when it was replaced by the XJ-S, also designed by Malcolm Sayer. The later, bulkier Series 3 cars are less liked, but good to drive. Unless you plan on just waiting for values to rise, and you wish to use your E-type as its makers intended, please look for the best car you can afford, regardless of the series. Upgrades are quite popular, except on the most valuable cars in concours condition; these modifications include uprated brakes, uprated engines, 5-speed gearboxes, fuel injection etc.

Jaguar only homologated the Series 1 to race, therefore with today’s proliferation of E-types in historic racing, this has distorted the market, making S1 cars even more valuable. Roadsters used to be more pricey, but the coupe values have recently caught up. The widespread obsession with matching numbers means that some numbers may have been restamped on some cars by unscrupulous traders! Beware of that. Note that competition cars, which in period were treated as mere tools, cannot have matching numbers: engines were replaced as needed and nobody cared. If a car has a genuine racing history, it can’t have matching numbers and vice versa.

Engine

Most available E-types are powered by Jaguar’s long-lived 6-cylinder inline engine, with a capacity of either 3.8 and 4.2 liters, and some with the V-12. The sixes are basically tough, if they are properly maintained and rebuilt every 150,000 miles or sooner. Check the underside of the oil filler cap; if it’s covered in a whitish sludge, it means that the head gasket has blown due to the engine having overheated (the reasons for overheating may be multiple, blocked water passages, lack of maintenance, faulty cooling fan, coolant leaks).

If the vendor has warmed up the engine before you view the car, be suspicious because a cold start can help you detect rattles and knocks. Let the engine run and see if the fan operates as it should once the engine is hot. Should the engine rattle when cold and produce smoke, it needs to be rebuilt. All parts and complete engines are available, and it is now possible to build a motor which is much better than what Jaguar put under the hood when the car was new! Ports and combustion chambers in new heads really align with the cylinders, making new-build engines more powerful and more reliable; but, of course, in terms of value, originality counts. Rough running is often down to carburetors needing an overhaul.

The V-12 engine in the S3 is very strong, lasting up to 200,000 miles between overhauls, but only with careful maintenance. It needs to be gently warmed up before driving, so that oil can lubricate all the critical parts. If the correct proportions of antifreeze are not maintained, the engine can expire. You may find that previous owners skimped on maintenance, using plain water as coolant, and never touching the spark plugs at the back of the engine (or the rear inboard brakes…).

The rubber coolant hoses, of which there are many in both types of engine, must be replaced periodically, and not when they have already perished. The same applies to the flexible fuel lines. Some of them are hard to reach, but if you bow to laziness, a ruptured fuel line may lead to your investment going up in flames, literally.

There is nothing that cannot be repaired or improved on any of the E-type engines.

Gearbox

Transmissions are strong, but the legendary Moss unit is known for its unpleasant shifting quality and for its level of noise. A rebuild can be expensive, however. The differential is quite expensive to overhaul, as special tools are required to do the job. There are several final drive ratios available, make sure your car has the correct one (American axle ratios are different).

The automatic 3-speed Borg-Warner box causes no serious problems, and when it begins slipping, a rebuild is not expensive and fairly straightforward. In fact all the transmissions fitted to the E-type in production are easy to repair and all parts are available.

Suspension and brakes

The suspension is one of the best-designed bits of the car! The most crucial part (others need replacement and lubrication, but this one can kill you when it breaks) is a little coupling which connects to the upper wishbone/driveshaft. Almost nobody ever checks it or replaces it on time, and it will not warn the driver of the impending doom. When it fails, the wheel folds under the car with catastrophic consequences. At CKL Developments at least 10 instances of serious crashes are known, therefore a modified part is installed, made of high-tensile steel.

When you buy a car like this, you never know when a particular component has been replaced, perhaps it is overtightened and subject to metal fatigue. Therefore this little component, and the driveshafts, should be replaced like parts on an aircraft, after a certain number of hours in use. You can’t see this part, and you don’t know it’s worn until it fails completely!

The steering should feel taut and precise, if it isn’t, the two joints in the steering column may be the culprits (available at reasonable prices) or, alternatively, worn suspension bushes. Check all joints, splines, and couplings for the sake of safety.

The handbrake mechanism has a tendency to seize, but is not difficult to loosen up and lubricate properly. Differential oil may leak on the rear inboard disc brakes, which may cause trouble.

Bodywork

An E-type will happily rust all over. A European or US car must have had some considerable repair work done at some point, and it is important to know whether the work has been done well, and if the right welding process was used, plus the correct original repair techniques. No car can now be completely original, so if someone claims that his is, that is a lie. California-sourced cars may be in better condition, but not always. The front tubular subframe may be damaged by jacking the car up the wrong way, and the tubes can have fatigue cracks around the engine mounting points.

Interior

At this age, interior trim may be worn and/or damaged. Most parts are available, although the quality of some of them leaves a lot to be desired. For high-value cars, there is no substitute for originality, and if you try hard, you can usually find parts somewhere.

The Story

1961: Jaguar E-type launched at the Geneva motor show
1962: Deeper footwells in the floor in front; that is why earlier units are known as flat-floor cars
1964: Engine grows to 4.2 liters, new gearbox fitted
1966: 2+2 E-type available, longer wheelbase and higher roof
1967: Series 1 1/2 model in production, with headlight fairings gone
1968: Series 2 on sale
1971: V12 Series 3 replaces the inline-6-engined S2
1975: production ends

The DRIVERSHALL Verdict

There are no bargains among E-types. Buy the best car you can find, with a fully documented history, and have it checked by a specialist. Otherwise find a project car whose condition is obvious, and budget for a full restoration. Values are high, and you need to be careful in order to invest well.

Many thanks to Rupert Manwaring and Chris Keith-Lucas at CKL Developments (ckl.co.uk) for their help with this feature.

I normally don’t rub shoulders with royalty and other artistocrats, but the annual Goodwood Festival of Speed is a rare exception. Not only do I know the Duke of Richmond who organizes this event, but sometimes I meet other famous individuals, too…

When the friendly folks at BMW Classic told me I would share a car at the Festival with Leopold Prinz von Bayern, a hugely experienced professional racing driver who happens to be a Bavarian prince, I was a bit speechless for a while. And the car we were sharing was also special, the 1981 group 4 BMW M1 which the prince drove at the Le Mans 24 hour race, wearing, after a thorough restoration, its original Bavarian livery, complete with Munich landmarks, including my personal favorite, a “Metzgerei” (butcher’s shop).

The M1 was never really successful at Le Mans, partly due to its higher weight compared to its competitors (1130 kg), a lower power output (470 hp) and repetitive reliability issues. For instance, this particular car retired from the race in 1981 after around seven hours with a crankshaft damper failure. This problem was an Achilles’ heel of the M1 when this model was used in competition, and could lead to catastrophic engine failure. Added to that were problems with the gearbox (transmissions had to be rebuilt during pit stops as the ACO rules at that time precluded gearbox replacements) and the clutch (bleeding and/or replacement had to be performed several times during the race).

However today I am not expecting any trouble, as not only will I run at high speed for less than a minute, but also I am determined to escape the wrath of the Prince I would be certain to incur should I bust anything on his car. He uses it to give fast demo runs to VIP guests at DTM race meetings. I familiarize myself with the cockpit, and a problem immediately looms. I don’t fit. I am big and fat, and my HANS-equipped helmet won’t clear the rollcage next to my head. A quick problem-solving session with the very helpful BMW Classic mechanics, and I get a brainwave: we rip out the Velcro-attached padding from the seat. All of it. I have to sit on the hard seat bottom shell, but so what. At least the stewards won’t have a reason to exclude me for safety reasons.

The only time you can get used to the clutch action, steering and the engine characteristics at Goodwood is during the drive from the paddock to the assembly area, and then to the start. That’s it. Experience helps, but despite the short run it is very easy to have a big crash. Would be a shame. The car feels taut and fresh, the engine is new, and I am running wets on the M1, as conventional racing slicks don’t work at the Festival (no time to warm up, plus a dusty surface, special hillclimb tires are necessary for really quick runs). Normally there is a long wait at the start, but this time, probably for the first time since I started driving at Goodwood in 2010, everything proceeds smoothly. But when I inch forward to place the nose of the car right over the line of bricks implanted in the Duke’s tarmac, and brought from Indianapolis, disaster strikes. The lights go red, and the marshals indicate I should stay put: there has been an accident, and the route has to be cleared. Waiting is difficult, but I resign myself to my fate: getting irritated might force me to make some stupid mistake.

After a while, the marshals get some sort of message over their headphones, and they tell me to go! I manage to judge the clutch and gas pedal interplay perfectly, and launch the car with almost no wheelspin and no stall. Up through the gears, into turn one, accelerating, into third for turn two, two wheels over the dirt, no time to think, just a quick corrective jab at the wheel. The steering, very heavy at a standstill, has a fluid, linear quality at speed which I also love in the roadgoing M1. Over the bumpy stretch in front of Goodwood House, brake early for the Molecomb corner, then past the scary flint wall and into the two blind corners. Past the finish line, job done.

The car felt really good on the way up the hill. In 1981, with the Porsches and the Ferraris faster and more reliable, it must have been tough for the BMW drivers. In those days the Circuit de la Sarthe was not choked by the chicanes added later, and a lot of the results were down to the sheer bravery of the drivers and their hard-won skill. Driving this very special car at Goodwood was just fun, no pressure (well, maybe a bit), and it brought me a little closer to experiencing what the original drivers felt while racing it in France. Having delivered the car back to the paddock, I report to the Prince (for some reason I can’t resist sounding military) that his car is intact. He says “thank you” and smiles a quick smile while the mechanics replace the padding in the seat for his next run. I look back at the Munich-liveried wedge. It was good for me, M1.