THE BIG QUESTION: WILL WE STILL BE ABLE TO DRIVE IN 20, 30, 50 YEARS?

THE BIG QUESTION: WILL WE STILL BE ABLE TO DRIVE IN 20, 30, 50 YEARS?

FIVA (the Fédération Internationale des Véhicules Anciens or international federation of historic vehicles) poses the biggest question facing the historic vehicle community today:

In 20, 30, 50 years’ time, will we be allowed to drive historic vehicles at all?

“We can’t afford to be complacent when it comes to our future motoring freedom,” says FIVA President Patrick Rollet. “Congestion, pollution and road safety issues – all legitimate concerns – are contributing to the potential demise of motorists at the wheel of their own vehicles. Yet it’s the historic vehicle that is most at risk, despite their almost negligible effect on pollution and congestion, and our excellent safety statistics – while generating significant economic, social and tourism benefits.”

…and will there be people to drive them?

“But it’s not just a question of whether we’ll be allowed to drive. Perhaps the even bigger question is whether there will be drivers to use them; or, with the advent of autonomous vehicles, are drivers becoming ever more ‘historic’ themselves?”

Why does it matter?

“For the enthusiast, the answer is obvious,” continues Rollet. “The pleasure we get from owning, maintaining and using our classics is beyond description, but there’s a far wider social importance to keeping historic vehicles on our roads. They are part of our technical, scientific and cultural heritage (as the partnership between UNESCO and FIVA demonstrates) and the world would be a poorer place if such vehicles could only be seen in static museums.”

What can be done?

“The future of historic vehicles isn’t simply that of used vehicles, but of recreation and pleasure; ownership isn’t based on economics but on passion,” states Rollet. “We see several simple steps to help us keep driving, 50 years from now.

“First, we must target the young. Clubs around the world are arguably in the last throes of a golden age, seeing a sad decline in new members because of the lack of younger people. Young petrolheads still exist, but all they need to organise a gathering are a few Facebook messages: no road book, rally plates or fuss. Likewise, they use their informal network to find a mechanic or surf the web for parts, so why join a club?

“Too many clubs ignore these profound technological and sociological changes, mismanaging their efforts to attract young people, to welcome them and satisfy their desire for informal, fuss-free events. Many clubs ostracise youngtimers, both vehicles and members. They organise hidden outings, almost out of sight, whereas a display of historic vehicles offers a marvellous museum in movement – free of charge – to delight and fascinate passers-by.

“We won’t renew our numbers waiting patiently for them to come to us because, like Godot, they will not come. We must change our habits: create a ‘young’ section in the club, run by a younger person, to design simple, dynamic and fun outings; ensure there are several under-40s on the main committee; enjoy the Vintage movement (fashion, accessories, etc.); organise free presentations at events – with commentary – for the public; team up with popular events run by others (planes and old cars, rail and yesterday’s road…); exhibit at hypermarkets or fairs, wherever there is an audience, especially young people. We must show our vehicles.

“Next, we must tell a story, because every historic vehicle has a fascinating tale to tell, of much more interest to the general public than the cubic capacity or a number of valves.

“And it’s vital that we avoid being too narrow in our definition of historic motoring. You might only be interested in Vintage Bentleys, but please don’t criticise your neighbour’s passion for mopeds, or microcars, or buses, or customised American muscle cars in fuchsia with turquoise stripes. They’re all an important part of our history, our culture, and the rich diversity of classic vehicles on our roads. No one disputes the value of authenticity – and FIVA will continue to applaud it – but beware the risk of seeming elitist, when young people often want to own a historic vehicle simply because it is different: quirky, unique, even iconoclastic.

“At a recent seminar, Michael Abele, in charge of social networks at Mercedes-Benz Classic, proposed an answer to the authenticity-vs-inclusiveness debate. Indicating a 190E with big chrome wheels and low-profile tyres, he suggested, ‘Don’t criticise; respect. Listen… and then educate’. Very wise advice.

“Finally, and above all, keep enjoying your motoring, and communicate that pleasure to others, because it’s down to us, as individual enthusiasts, to ensure we don’t lose the right and the ability to drive on the roads 50 years from now.”

How is FIVA doing its part?

Nataša Grom Jerina, chairwoman of FIVA’s Culture Commission, explains a little of what FIVA itself is actively doing to keep us on the road:

“The work of the Culture Commission, whose members come from many different parts of the world, is extremely varied, including the preparation of articles and publications, co-organising seminars, forums and symposiums, and launching projects such as FIVA’s Culture Awards. We also work with such organisations as UNESCO, TICCIH, ICOM, ICOMOS, along with governmental organisations, automobile manufacturers, designers, engineers, collectors and museums.

“Here is just one, very small example of our recent activity: in Serbia, we are working with a group of libraries and schools to collect old family photographs for a local exhibition on the social and economic development of the town – a town that happens to have a history of vehicle production. It’s a tiny step, but it helps to generate interest in vehicles as cultural artefacts. And we’re learning to focus more on women, too: women as collectors, supporters, promoters, riders, mechanics, engineers, designers – and mothers, who then introduce their children to the joys of historic motoring.”

MOTORCYCLE ACE ZEF EISENBERG SETS NEW FLYING MILE RECORD AT WORLD-FAMOUS PENDINE SANDS

MOTORCYCLE ACE ZEF EISENBERG SETS NEW FLYING MILE RECORD AT WORLD-FAMOUS PENDINE SANDS

Motorcycle ace Zef Eisenberg sets new Flying Mile record

Record-breaking racer Zef Eisenberg survived a 195mph scare to establish a stunning new benchmark for the Flying Mile at Pendine Sands in South Wales. Riding a specially made 400bhp supercharged Suzuki Hayabusa that was built and prepared by Eisenberg’s MADMAX Racing Team, he set a two-way average of 182.40mph on Saturday 6 April.

In 1927, Sir Malcolm Campbell reached 174.8mph at Pendine in his iconic aero-engined Blue Bird. That record was unbroken until 2015, when actor Idris Elba achieved 180.361mph along the historic beach in a 650hp Bentley Continental Super Sport twin-turbo W12 – yet the intrepid Eisenberg needed only a single run in both directions on the ‘Green Monster’ to surpass them both, with a rear tyre that was found to be falling apart after the first run!

“The bike had been spinning the rear wheel for two miles at 240mph,” explained Eisenberg. “We were using a GP racing tyre, too – the best you can get, but I assume it’s not used to that much power or wheelspin. That’s why these records are so hard to achieve. You’re pushing human and engineering boundaries.”

The MADMAX team fitted a new tyre during the permitted one-hour turn-around time, enabling Eisenberg to complete his return run and establish the new record. For the third run, a harder compound of tyre was used, but the extreme demands of running at maximum rpm for nearly three miles – and constant wheelspin at such high revs – took its toll on the motorcycle’s highly stressed engine.

“I was doing 195mph approaching the end of the mile,” said Eisenberg of the moment the engine blew, “and my helmet visor and leathers were sprayed with black engine oil, obscuring my vision. I lost sight of the finish flags, but I couldn’t just slam on the brakes due to the sand. Fortunately, I managed to keep it straight and bring it to a stop.

“Then I noticed engine oil spraying onto the hot exhaust, but unless I jumped off and dropped the bike, I couldn’t get off because I couldn’t put the kick-stand down on the sand! Luckily, the oil never caught fire on the hot exhaust, as the bike would have burst into flames…”

The critical engine damage prevented Eisenberg and the MADMAX team from achieving their ultimate goal of 200mph for the Flying Mile, but they’d already done enough to break the all-out Flying Mile record for ’bike and car.

They will be back at the legendary venue during the Speed Week on 18/19th May with their 1200bhp Porsche Sand Racer. Painstakingly developed from a 2015 911 Turbo, this extreme machine will be driven by Eisenberg in an attempt to break the outright Flying Mile record.

His goal will also be to establish a new benchmark for the highest speed ever achieved at Pendine by a wheel-powered vehicle – a record that Eisenberg currently holds at 201.5mph on the MADMAX ‘Green Monster’, making the Suzuki the fastest-ever motorbike on sand.

VOLUME 3 OF 5054 MAGAZINE GOES ON SALE

VOLUME 3 OF 5054 MAGAZINE GOES ON SALE

Volume 3 of 5054 magazine is now on sale as a high-resolution PDF at www.5054magazine.co.uk

The motive culture magazine has been reinvented as a high-resolution, digital-only publication, and the new issue is available now. In addition to slashing the price from £12 delivered in the UK to just £4.50, 5054’s new format is intended to better showcase the magazine’s photography and high-quality graphics.

‘I was very happy with the quality of writing and originality of the first two issues, which is what 5054 was intended to be all about,’ said founder and editor Hilton Holloway. ‘It features the sort of content, insight and illustrations you won’t see anywhere else, with long reads of the kind that have vanished from mainstream automotive magazines.

‘However, the increasing cost of postage and the fact we were also selling the magazine globally – often via unreliable delivery chains – was clearly a significant hurdle for a print-only future.

‘But there’s another reason for going to a high-quality digital format. The photography and illustrations are now more vibrant and detailed than print could allow, even with the very high-quality processes we used for Volumes 1 and 2.

‘For example, the Trojan handbook featured in this issue is nearly 100 years old and yet it absolutely shines out in high-resolution. For a magazine dealing with the glory of engineering, digital makes a great deal of sense.’

Volume 3 of 5054 has a British theme, built around the best analysis you will ever read on the great British Leyland disaster. The piece is adapted from Daniel Cohen’s degree dissertation, which received a distinction last year. He spent months in the National Archives, studying the events through official Government records.

Another highlight are the anonymously supplied Rover Group documents from the very last days of active BMW ownership, and they give a definitive insight into why the German carmaker bailed out 20 years ago. Richard Bremner’s Morris Minor ‘barn find’, meanwhile, is just the kind of deeply fascinating and richly illustrated feature you won’t get anywhere else.

Fans of print need not be disappointed, however. We can print Volume 3 to order in batches of 100. Dedicated magazine aficionados can send a message of interest via the 5054 website.

STEERING MATTERS - WHY IT’S TIME TO GIVE MOUNTNEY A TURN

STEERING MATTERS - WHY IT’S TIME TO GIVE MOUNTNEY A TURN

Classic car enthusiasts talk incessantly about engines, suspension, tyres, etc., yet discussions about steering wheels are few and far between, which is strange when you consider they are the one item that’s used throughout every journey and are something drivers certainly wouldn’t get far without. However, it’s good to have the option of an alternative to a car’s standard issue, either because of normal wear and tear or simply to enhance the look of the vehicle’s interior. This is why British Motor Heritage’s online store, Motoring Classics, contains a wide selection of Mountney replacement steering wheels and related boss kits to suit a large number of collectors’ cars and pockets.

The wheels range from a semi-dished leather-rimmed Classic model of 12, 13, 14 or 15 inches diameter for just £56.00 inc. VAT, to a semi-dished riveted woodrim Traditional product in 13, 14 or 15 inches diameter for £105.00 inc. VAT. The related boss kits are finished in black or chrome and cost between £28.80 and £34.20 inc. VAT, so the total investment required to transform one’s primary link with the road can be less than the cost of one tyre.

Why choose Mountney? Based in Leighton Buzzard, Bedfordshire, this well-known British company has almost three decades experience of sourcing, designing and manufacturing classic car parts, all of which conform to the highest standards required (e.g. BSI, TUV and ISO where applicable).

For further information on the Mountney steering wheels available through Motoring Classics, plus all the other quality parts, car care items, clothing, luggage, hampers, key rings, watches, travel accessories, models etc. available from British Motor Heritage’s online store, log onto www.motoringclassics.co.uk.

THE HERITAGE HUB: AN INNOVATIVE SPACE DISPLAYING THE GLORIOUS STORY OF FCA’S HERITAGE

THE HERITAGE HUB: AN INNOVATIVE SPACE DISPLAYING THE GLORIOUS STORY OF FCA’S HERITAGE

Today sees the opening of the Heritage HUB, in the fluid and creative space of the FCA Heritage department. This recreated site is not simply intended to provide a modern and stimulating work setting: it works as a multi-purpose space designed to offer a narration linked to a historic territory, where FCA Heritage can best express its mission: the preservation and promotion of FCA’s heritage of classic Italian brands.

The Heritage HUB opens in an evocative but highly evolved building, where interaction and connectivity add a new look to the glorious history of Fiat, Lancia and Abarth – the brands most closely linked to the Turin area – and also of Alfa Romeo. It is set in the former Officina 81 site in Via Plava, part of the huge industrial area of Mirafiori, a historic mechanical manufacturing complex.

The original building has been subjected to a careful conservative restoration which respects its industrial nature: the historic mustard and green colours, the cement flooring and the latticework effect of countless metal pillars. The HUB contains all FCA Heritage’s services and product activities, and the exclusive display space for the “Reloaded by Creators” project, which certifies and restores all the original beauty of many vintage models, and prepares them for sale. The most thrilling surprise, however, comes from an overwhelming display of cars: the 15,000 m2 of the Heritage HUB has over 250 vehicles on show.

These are authentic jewels of the FCA Heritage collection – some never before exhibited – which transform this place into an educational and emotional temple: not so much a traditional museum space as a three-dimensional archive in constant growth, and an incubator of ideas to be enjoyed on guided tours. The central area features eight thematic exhibitions, each of which highlights eight cars from different eras and brands: the oldest dating back to 1908, and the most modern to 2008.

This display will soon be open to the public, and on the occasion of its press presentation on the 2nd of April, it makes its debut on the portal in FCA Heritage the new “Brand” section, which describes brand histories in terms of industrial development, logo evolution, key contributors and key models.

Theme Areas

Archistars

This theme area focuses on motorcar architecture when a new project was significant above all for the functional and manufacturing needs it was designed to satisfy. The Lancia Lambda is a prime example. It was the first car in the world based on a supporting unibody, the pride of Vincenzo Lancia and the Lancia Flavia, the first Italian model equipped with front-wheel drive and disc brakes on all four wheels. Numerous Fiat creations designed for the family are featured: from the Fiat 500 Topolino A designed by Dante Giacosa on his debut to the 600 – the family car par excellence in the years of the Italian economic boom -– up to the Fiat Panda and Uno, two of the most important modern utility successes. These are all cars which have remained in the collective imagination because they represent original and innovative developments, examples of creative expression plus constantly evolving methods and techniques.

Concept and Personalised cars

The cars collected in this section show original bodywork and fittings and shift between dream car utopias and the more concrete dimension of concept cars and custom-built cars, part of Italian body shops’ tradition of creating personalised and unique cars. This thematic island therefore boasts some very different examples: the Fiat 130 Familiar and Panda Rock Moretti – both of which belonged to members of the Agnelli family – featuring highly special fittings on standard models which also modified usage options, the Abarth 2400 Coupé Alemanno by Carlo Abarth, and the precious Lancia Astura Farina and Flaminia Coupé Loraymo.

Eco and Sustainable

Spotlight on the Fiat Group projects which since the early 1970s have prioritised environmental issues, with the aim of creating vehicles that limit their ecological impact during manufacture, use and disposal. Following an approach focused on the economy of use and optimised production methods, Fiat has carried out research programs which have led to the development of solutions and technologies and then gradually transferred them to its entire range. Prototypes of compact electric cars also stand out, such as the X1/23 of 1974 and the Ecobasic of 1999, an engineering jewel in terms of both engines and components.

Epic Journeys

A motorcar is not just a simple means of transport: over the decades, driving has acquired an anthropological dimension, evoking ideas of freedom and independence. Driving by car can mean escape, adventure, thirst for knowledge but also challenge and competition. Achieving new driving feats is the best way to check the functionality of each model and its components: it tests its operation under extreme conditions, prevents possible anomalies and demonstrates its reliability. This section includes a selection of cars which have been protagonists of extraordinary adventures: for example the Fiat Campagnola AR 51 that drove the length of Africa from Cape Town to Algiers in 1952 in a record 11 days, or the Fiat 1100 E which in 1953 completed the first single-driver around the world tour, covering over 72,000 kilometres. Then there was the Fiat 124S which in 1970 reached the North Cape in 50 days from Cape Town, the Fiat 131 Abarth Diesel that in 1977, before its commercial launch, won the London-Sydney raid. Or the Lancia Delta HF Integral Group A winner with Miki Biasion and Tiziano Siviero of the Safari Rally in 1988, and the 500 Overland which in 2008 retraced the path of the iconic "Beijing-Paris" event, following the Overland caravan.

Records and Races

Competition has always been an ongoing stimulus for designers and technicians: to achieve ever higher levels of performance, to develop more efficient and reliable engines and mechanical and electronic devices, and to refine bodywork aerodynamics. This section features cars that have left their mark through participation in speed and duration races or achieved successful attempts at breaking world records. The two oldest cars, the Fiat S61 and the 12HP "Alfa" Sport – a competition version of the first car built by Lancia – were both produced in 1908. Alongside these models is a Formula 1 Lancia D50, three of the most glorious record-setting cars built by Abarth in the 1950s and 1960s and two Endurance race champions: the Lancia Beta Montecarlo Turbo and the LC2.

Small and Safe

A theme on which both Fiat and Lancia brands have always worked since the early 20th century. For example, in 1933 the introduction of the supporting unibody on the Lancia Augusta – the first closed car in the world to adopt this revolutionary patent – contributed to an increase in torsional rigidity and greater safety in the event of a collision. The same innovative architecture was used in the Lancia Ardea, produced from 1939, and combined with independent front wheel suspension, thus further benefitting road holding and dynamic performance. Fiat’s research into safe and compact cars can be seen in various interesting prototypes such as the Fiat City Taxi (1968), a vehicle for public use with an unusual asymmetrical lateral flank, and the ESV 1500 and ESV 2000 models, both specifically designed to analyse safety and resistance in the event of a collision.

Style Marks

This section contains various cars from different eras which, thanks to their characteristics and personalities, effectively expressed the identity of their respective brands at the time, introducing innovative stylistic contents which later became widely shared trends. In other words, cars that have become part of the collective imagination, representing milestones and key references in the field of motorcar design. The Lancia Aurelia B20 stands out as an archetype of the Gran Turismo touring sedans, foreshadowing the "vintage" phenomenon through its renewal of past forms and typologies, as in the case of the Fiat Barchetta.

The Rally Era

Rally is a discipline that excites millions of enthusiastic followers all over the world, attracted by the audacity of pilots as they conjure up speed and dexterity in extreme conditions, from snowy peaks to arid deserts. These adverse conditions have made the world of motor rallies a tough and selective testing ground for the most ambitious technological challenges. Naturally, the Lancia, Fiat and Abarth brands have never shied away from these challenges, and have carved their names on the most prestigious winner’s trophies. This Heritage HUB theme area, therefore, boasts the Lancia Fulvia HF 1600, which won the 1972 Monte Carlo Rally, the futuristic Stratos HF, the victorious Delta HF and the Fiat 124 Abarth Rally and 131 Abarth Rally.

ABARTH CELEBRATES ITS 70TH ANNIVERSARY

ABARTH CELEBRATES ITS 70TH ANNIVERSARY

ABARTH CELEBRATES ITS 70^TH ANNIVERSARY

·      Carlo Abarth (1908-1979) founded Abarth & C. on 31 March 1949

·      Abarth established as a genuine automotive legend with record-breaking cars, revolutionary tuning kits and race victories

·      Ten world records, 133 international speed records and more than 10,000 wins on the track

·      Abarth is celebrating the special milestone with the new “70th Anniversary” range

2019 marks an important milestone for the Italian brand with the scorpion badge which, as it turns 70, still fuels the dreams of fans worldwide. Abarth & C was founded by Carlo Abarth and racing driver Guido Scagliarini on 31 March 1949 in Bologna, Northern Italy. Carlo’s astrological sign, Scorpio, was chosen as the new company logo and the legend of the scorpion was born. Celebrating this anniversary means remembering the designers and engineers, sporting and technical achievements and the generations of customers who have all made Abarth what it is today.

"Telling the key stages of Abarth is an opportunity to rediscover the record-breaking cars, the revolutionary tuning kits and legendary races that marked the technological progress and motorsport accomplishments of the brand", explained Luca Napolitano, Head of EMEA Fiat and Abarth brands. “All this belongs to the past and to the present of Abarth, together with the commitment and pride of the people who over time have worked in the factories and offices and on the race tracks, with a little extra something. Besides sporting satisfaction, for the engineers and technicians of the brand with the Scorpion badge races are the tough proving grounds where the most innovative technological solutions can be tested in the most adverse conditions before carrying them across to the street-legal Abarth models. In this way, we can achieve the very best in terms of performance, safety and reliability and offer it to our customers".

70^th Anniversary range

To acknowledge this incredible milestone, all Abarth 595’s produced from April 2019 will be identified by a “70th Anniversary” special badge. The 595 Competizione standard seats will also be embroidered with a ‘70^th Anniversary’ logo, making this specification one for Abarth fans to own (from 10 April).  Making its return in 2019 is the Abarth 595 esseesse which made its debut at the recent Geneva Motorshow and will shortly be on sale in the UK with pricing announced soon.

The history of Abarth: 1949-1979

Carlo Abarth's career started with motorcycles, at the age of twenty, he racked up his first wins as a rider on a Motor Thun, the following year he built his first customised motorbike under the Abarth brand. Unfortunately, during a competition at Linz, an accident forced him to abandon motorbikes. He continued competing with sidecars, a vehicle that he made famous in exploits endeavours such as the race against the Orient Express – that he won, of course. A second accident in 1939 forced him to abandon racing completely which marked a new beginning. In 1949, the first vehicle produced was the 204 A Roadster, based on the Fiat 1100, which won the 1100 Sport Italian championship and the Formula 2 racing title.

Carlo decided he needed to supplement his racing activities with the production of his now famous tuning kits for mass-production cars to increase power, speed and acceleration. Exhaust parts were built and supplied to a number of manufacturers including Porsche, Mercedes-Benz, Alfa Romeo, Lancia, BMW, Ford, Volvo and Jaguar.

Noteworthy components of the Abarth kits include the exhausts which, over the years, became a true icon of the “Abarth style”. In just a few years, Abarth & C. reached global levels: in 1962 with a staff of 375, it produced 257,000 exhausts, 65% of which are destined for export markets.

With the Fiat Abarth 750 designed by Bertone in 1956, the brand broke the endurance and speed record: on 18 June, on the Monza racetrack, it broke the 24-hour record covering 3,743km at an average speed of 155km/h. Following this, from 27 to 29 June on the same circuit  it racked up a number of records: the 5,000 and 10,000km, the 5,000 miles and also the 48 and 72 hours. The same vehicle was designed by Zagato in two different versions: the Fiat Abarth 750 Zagato (1956) and the Fiat Abarth 750 GT Zagato (1956).

In 1958, Abarth completed a true work of art on the new Fiat 500, completely transforming the small utility car and enhancing its potentials to the maximum. In the same year, the brand intensified its partnership with Fiat. Fiat committed itself to reward Abarth financially based on the number of victories and records that the team managed to achieve. An event that formed the basis of the impressive winning streak: 10 world records, 133 international records, more than 10,000 victories on track. 

The 1960’s were the golden decade for Abarth. In Italy “Abarth” becomes the byword for speed, courage, performance and development. The list of cars which displayed the name of Abarth in the history of motor racing is a long one: from the 850 TC, which was victorious on international circuits including the Nürburgring, to the Fiat Abarth “1000 Berlina” and the 2300 S that racked up an extraordinary series of records on the Monza track despite the harsh weather conditions. 

In 1971, Fiat Auto became the sole owners of Abarth, and the last vehicle in which the founder actively participated in designing was the A112 Abarth. During the 1980s, the story continued with famous cars, such as the Fiat 131 Abarth, world rally champion, and the Ritmo Abarth.

Sadly, Carlo Abarth died on 24 October, 1979, under the sign of Scorpio, the same as his birth that had inspired the badge sported on his cars. At the time of his death, Carlo had overseen the production of 219 models all of whichcarried the Scorpion badge.

Abarth Racing

In the late 1970’s Abarth became Fiat’s racing department which lead to such rally classics as the 124 and 131. The iconic Fiat Abarth 124 rally won the 1972 and 1975 (group 4) World Rally Championship with driver Raffaelle Pinto and co-driver Gino Macaluso. The 124 rally was successful over a number of years until it was replaced by the 131. The Fiat 131 Abarth was a successful group 4 rally car which won the manufacturers world championship three times in 1977, 78 and 80, instantly recognisable to rally fans worldwide in its distinctive shape and livery. The racing department then turned their focus to Lancia which set the rallying world alight with their commanding performance of the sport, winning a total of 11 championships over the years.

The Abarth 124 rally returned in 2016, when it was unveiled as a surprise at the Geneva Motorshow as part of the dual announcement of the Abarth 124 spider. Only in its second season in the R-GT Championship, the Abarth established itself as the king of the R-GT class for 2018, recording more than 40 class victories in 12 national championships. Using the experience gained in the first two racing seasons, the 124 rally has been further refined with one goal in mind, make the Abarth the car to beat in the R-GT class.

A brand reborn

The Abarth badge appeared on a small number of Fiat special editions in the 1980’s and 1990’s including the Strada and Stilo.  In 2008 the brand was relaunched with a new line-up created for motorsports enthusiasts with the Abarth Grande Punto (2007), Abarth 500 (2008) and tuning kits for each car, as well as racing versions of the Abarth Grande Punto Rally Super 2000 and the Abarth 500 Assetto Corse. Since then, new editions have been launched: the Abarth 695 Tributo Ferrari (2010), the Abarth 595 Yamaha Factory Racing (2015), the Abarth 

GOLF TURNS 45 – ON 29 MARCH 1974, VOLKSWAGEN STARTED MAKING EUROPE’S MOST SUCCESSFUL CAR

GOLF TURNS 45 – ON 29 MARCH 1974, VOLKSWAGEN STARTED MAKING EUROPE’S MOST SUCCESSFUL CAR

Seven Golf generations

Wolfsburg (Germany) – The Golf, the most successful European car, is turning 45. On 29 March 1974, the Volkswagen plant in Wolfsburg officially started production of what would become its best-seller. Back then, nobody at Volkswagen had any idea that the successor to the legendary Beetle would end up selling more than 35 million units all over the world – and still selling to this day. In purely mathematical terms, a new Golf has been ordered somewhere in the world every 41 seconds, every day, without interruption, since the start of production (SOP) 45 years ago. That is an average of around 780,000 vehicles per year.

Ralf Brandstätter, Chief Operating Officer of Volkswagen: “The Golf is at the very heart of our brand. It stands for progress and technology like no other car. For example, the Golf made safety technology affordable for millions of people for the first time. Thanks to this, it made its mark on an entire generation.” Brandstätter went on to emphasise: “For seven generations, the Golf has made a contribution to the development of Volkswagen as a brand and as a group – into one of the most important automotive producers in the world.”

Dr. Stefan Loth, Plant Manager at Volkswagen in Wolfsburg: “In 1974, our employees were facing the challenge of switching from the Beetle to the Golf. Since then, we have consistently continued to develop our main plant and today, in addition to the Golf, we produce the e-Golf1), the Golf GTE2), the Golf Sportsvan, and three additional models here in Wolfsburg.”

As one of the compact models on the global market that most defies classification, the Golf is set to remain a key product pillar of the Volkswagen brand. With its state-of-the-art drive, assist systems, Infotainment and operating systems, it will provide a decisive impetus for the future of mobility.

Important data on the debut of the Golf I:

29 March 1974: First Golf rolls off the assembly line – Start of series production

8 July 1974: Golf is available in showrooms of Volkswagen dealerships

5 August 1974: Delivery of the new Golf to customers begins

The 1974 Golf I

Design: 2-door and 4-door vehicles with boot lid

Interior: Five-seater, 300-litre luggage compartment, foldable rear bench seat

Engines: 1.1-litre four-cylinder petrol engine, 37 kW / 50 PS

1.5-litre four-cylinder petrol engine, 51 kW / 70 PS

Drive: Front-wheel drive, four-speed manual gearbox, three-speed automatic available as an option

Maximum speed: 140 km/h (50 PS, manual gearbox)

160 km/h (70 PS, manual gearbox)

Models: Golf and Golf L (both 50 PS) Golf S and Golf LS (both 70 PS)

1) e-Golf, 100 kW (136 PS) – (NEDC) power consumption, kWh/100 km: combined 14.1–13.2; CO₂ emissions combined, g/km: 0; efficiency class: A+

2) Golf GTE, 150 kW (204 PS) – (NEDC) fuel consumption, l/100 km: combined 1.8–1.6; power consumption, kWh/100 km: combined 12.0– 11.4; CO₂ emissions combined, g/km: 40–36; efficiency class: A+

About the Volkswagen brand:

The Volkswagen Passenger Cars brand is present in more than 150 markets throughout the world and produces vehicles at over 50 locations in 14 countries. In 2017, Volkswagen delivered 6,24 million vehicles including bestselling models such as the Golf, Tiguan, Jetta or Passat. Currently, 195,878 people work for Volkswagen across the globe. The brand also has over 10,000 dealerships with 86,000 employees.

Volkswagen is forging ahead consistently with the further development of automobile production. E-mobility, smart mobility and the digital transformation of the brand are the key strategic topics for the future.

RARE LORD SCRUMPTIOUS CAR JOINS BEAULIEU’S CHITTY EXHIBITION

RARE LORD SCRUMPTIOUS CAR JOINS BEAULIEU’S CHITTY EXHIBITION

A rare 1912 Austro-Daimler 27/80 Prince Henry that starred as Lord Scrumptious’ chauffeur-driven car in Chitty Chitty Bang Bang is to go on show at Beaulieu.

The Prince Henry joins an original screen Chitty Chitty Bang Bang, the Humber 8hp driven by Truly Scrumptious, original Child Catcher carriage, the film’s inventive machines created by Rowland Emett, a replica Grandpa Potts’ hut, original artwork and memorabilia in Chitty Chitty Bang Bang 50 years at the National Motor Museum.

The Austro-Daimler is one of just four known surviving examples of a model known as one of the world’s first sports cars – and its off-screen story is as astonishing as its on-screen exploits in the much-loved musical film.

Only about 50 of the exclusive Austro-Daimler 27/80 Prince Henry were built and this car has been in the same family for more than six decades. The current keeper’s grandfather, vintage and veteran car dealer Cecil Bendall, bought it for £310 in 1956 from the estate of Herbert Whitley who founded Paignton Zoo. Bendall restored the car before using it to compete in numerous Veteran Car Club rallies and Vintage Sports-Car Club motorsport events and often provided historic vehicles for filming.

The car starred as the transport of Lord Scrumptious and was driven by spies during the kidnap of Grandpa Potts in Chitty Chitty Bang Bang, which was released in 1968. By a decade later, its sophisticated 5.7-litre engine was in need of a rebuild and Bendall later hoped to drive it in the Land’s End to John O’Groats Trial but sadly passed away before the project could be completed. His grandson Tristan Jensen has since picked up the baton, with the goal of getting this impressive machine back in action to drive in historic motoring events once again.

Tristan said: “A busy life, family and many cars are slowing down the progress. However, all of the new parts have now been made and the engine just requires assembly. I am planning to enter events again in 2020.”

After many years off the road, the Prince Henry has been dusted down to join Beaulieu’s Chitty Chitty Bang Bang 50 years exhibition from Easter and will remain on display until the exhibition concludes in November.

Chitty Chitty Bang Bang 50 years can be seen as part of the general admission to Beaulieu, which includes entrance to the National Motor Museum, World of Top Gear, On Screen Cars, the ancestral Montagu family home of Palace House, 13th century Beaulieu Abbey and the grounds and gardens. To buy tickets in advance online or for more information see www.beaulieu.co.uk or call 01590 612345.

Find us on Twitter @Beaulieu_Hants, Facebook at /nationalmotormuseum or Instagram @national_motor_museum and join the conversation with #Chitty50years.

BMH STEPPING UP ITS SUPPORT FOR THE CLASSIC MINI IN THE CAR’S 60TH ANNIVERSARY YEAR

BMH STEPPING UP ITS SUPPORT FOR THE CLASSIC MINI IN THE CAR’S 60TH ANNIVERSARY YEAR

Already a major supporter of the classic Mini, British Motor Heritage (BMH) is increasing its related activities throughout 2019 – the 60th anniversary of one of the world’s most cherished models of car.

Sponsorship of the IMM

First and foremost BMH will be one of the major sponsors of the 2019 IMM (International Mini Meet), which is this year being held at Washingpool Farm near Bristol over the weekend of August 8-12. In addition to financially backing the event, the company will have a significant on-site presence in the form of an array of representative cars, replacement bodyshells and an innovative display panel.

The mighty Mini will also be the focus of BMH’s Goodwood Revival stand (September 12-15), with a selection of bodyshells and complete vehicles again being the order of the day. Among the latter are likely to be the company’s own immaculately restored 1275 Cooper S, and its FIA Cooper S race car that will be competing in the HRDC series throughout this season – both Minis feature BMH replacement shells.

Ever more replacement bodyshells and individual panels

As the owner of the original Mini tooling, BMH is the only company in the world capable of producing replacement bodyshells and individual panels to exactly the correct specification and, following the addition of the MK1 Mini shell to its portfolio, is now able to support the owners of every mark of classic Mini made between 1959 and 2000. The company acquired the Mini tooling in 2002 and began the manufacture of replacement products soon afterwards, since when demand has grown year on year. So far, literally thousands of individual panels and no less than 773 complete bodyshells have been produced, with many more on the stocks for this year.

Underpinning ever more of the classic car market

Add those for the various versions of the MGB and MG Midget (and Austin-Healey Sprite) and the number of replacement shells produced by BMH so far totals no less than 6,111, and counting. Under the circumstances, it is fair to say that a great number of today’s treasured classics have survived thanks to the company’s replacement programme, and the notable health of the classic movement owes much to its foresight and continuing expansion. In addition to all the above, it nowadays also produces replacement panels for the Jaguar E-Type and classic Range Rover, as well the Morris Minor, Triumph TR6, Spitfire, GT6 and Stag.

BE COOL, BE CLASSIC” HOW INDIA’S LOVE AFFAIR WITH THE AUTOMOBILE IS REACHING THE YOUNGER GENERATION

BE COOL, BE CLASSIC” HOW INDIA’S LOVE AFFAIR WITH THE AUTOMOBILE IS REACHING THE YOUNGER GENERATION

“We can learn a great deal from what’s happening in India right now when it comes to attracting young people into the historic vehicle movement,” says FIVA President Patrick Rollet.

In March, FIVA (the Fédération Internationale des Véhicules Anciens or international federation of historic vehicles) held its General Council meeting in Bangalore, India’s fast-growing tech city. Explaining why Bangalore was the perfect venue, Rollet comments, “India is a country where the ‘love affair with the automobile’ is a more recent phenomenon than in the West, and it’s truly heartening to see the groundswell of enthusiasm for historic vehicles among younger Indians – at a time when European enthusiasts are worried that classics will increasingly be seen as something for the older generation.

“Our meeting was held in Bangalore alongside a symposium organised by the Delhi-based Osianama Learning Experience and the Federation of Historic Vehicles of India (FHVI) – the first of its kind in Asia – aimed at encouraging even more young people and women to get involved in the historic vehicle movement. The energy and enthusiasm of the participants, in a country that’s at an exciting point in the development of its historic vehicle community, is a joy to see.”

So what is the Indian historic vehicle community doing to encourage this groundswell of interest among the young? A key factor is the growing number of informal groups on social media, who meet at the weekend for casual drives in various cities. A prime example is Classic Drivers of Calcutta (CDC), as a young entrepreneur and enthusiast Souvik Ghose Chaudhuri describes:

“CDC was founded in 2017 with only three members but we now have 98 owners in the group, with 15% being ‘first-timers’ and almost half under the age of 35. But importantly, we also have 500-plus members on Facebook and Instagram who may or may not currently own a historic vehicle.

“To ‘catch them young’, it’s important to create communities around historic vehicles – non-competitive, fun social events to attract newcomers, such as movie screenings and garage days, plus extensive use of social media and workshops. It’s working. We’re seeing younger people, most of them ‘first-timers’, acquiring classics, while our members seem to be overcoming the absence of DIY culture and have taken to working on their vehicles themselves! The future is bright.”

Interestingly, focusing on women has proved another key factor, as female race and rally driver Farah Vakil, explains:

“Women are starting to take the lead in demystifying the classic automobile, seen by many as an untouchable realm of the wealthy and privileged man. Up till now, Indian women’s role in historic vehicle circles has been as the wives and daughters of collectors but that’s changing. Women in India today are financially and socially empowered, and we don’t need to have classics passed onto us as family heirlooms, as we can acquire them independently – sourcing them abroad, if necessary, and importing them. We are becoming instrumental in widening the appreciation of these cars, keeping it informal and unstructured – an outing in our cars, a picnic perhaps – without the heavy organisation and expense of a formal event.”

Another presenter at the Bangalore symposium was businesswoman and blogger Shana Parmeshwar, who races a Porsche GT3 in the UK and India but also owns an Austin Seven and a ’65 Chevrolet Impala estate. She uses the tag line ‘Be Cool, Be Classic’ to describe the surge of historic vehicle interest among the younger generation in India, and is full of ideas for the future – such as ‘Classic & Charity’, to organise classic runs to orphanages, where the children have fun taking passenger rides.

“India has a rich automotive heritage,” concludes Gautam Sen, FIVA’s Vice President, Communications. “In the early 20th Century, carmakers thronged to India but it wasn’t until after independence that India really developed its own manufacturing industry. If America could have its Big Three, India had its Little Three – Hindustan Motors, Premier Automobiles and Standard Motors, the latter narrowed down to making the Standard Herald.

“It was also in the 1960s that the collecting bug started, although it was generally limited to a small number of enthusiasts acquiring extraordinary cars discarded by the erstwhile rajas and maharajas of India. Today, however, much as in Europe, the majority of enthusiasts are keen to collect more attainable vehicles – of the sort that was used every day, and hence reflect the wider culture of the country.

“Clearly the Indian historic vehicle movement is enjoying great success at involving younger people, and FIVA members across the world might find their stories helpful when it comes to ensuring that our shared passion for classics lives on in future generations.”