Jaguar’s “Bold” New Logo Is Just a Stripe on the Donkey
Jaguar’s Bold New Logo Is Just a Stripe on the Donkey As a proper car guy, I've probably dedicated far too much of my life to the comings and goings of cars. But let's get into the meat of it, specifically Jaguar's recent "rebrand." Here's my take on why Jaguar’s new logo design isn't the root of their problems, nor the solution. From 2005 to 2015, Jaguar's annual sales were more or less like a car stuck in neutral, barely peaking at 76,000 cars in their best year and sagging to a dismal 31,000 in the worst of it. It was all rather uninspiring. 2016: They started to get it right with standout designs like the XE and F-PACE. Then came 2016, a year where things actually got a bit interesting. It seemed like Jaguar remembered that they needed to make cars that people wanted to look at and drive. They needed to look the part and be fun to drive, and they hit a home run with the XE and the F-PACE, dipping their toes into the much-lucrative SUV pool while giving us a sedan that looked properly good as well. Suddenly, their sales figures sprang to life like a cat that's spotted the neighbor's dog, jumping to 105,000 that year, and even pushing higher in the following years. 2024: The lineup blends into the streets, with the sedan resembling a Nissan rather than a luxury Jaguar. But, Jaguar seems to have lost that plot again. By 2024, the sales are barely scraping past the 75,000 mark. Now, in a fluster, they've decided a rebrand might be just the ticket. Oh, please. Slapping a new logo on the current lineup and calling it bold is like adding stripes to a donkey and selling it as a zebra. It’s not about whether the logo looks good or if the marketing team is putting in their 40 hours a week; it's about making cars that make you turn back and look after you've parked up. It's about the sound from the engine when you put your foot down and the feel of the buttons when you touch the dash. All the little things add up to a lot, the things that made...
Ulysse Nardin Freak X Gumball 3000 Edition Review: A Fusion of Style and Speed
The Ulysse Nardin Freak X Gumball 3000 Edition: A Technological Marvel The Ulysse Nardin Freak X Gumball 3000 isn't just any timepiece; it embodies the precision and audacity you'd expect from a device celebrating the most badass rally on the planet. This watch is a marvel of engineering, offering a bold aesthetic and a groundbreaking movement that pushes the boundaries of traditional watchmaking. I caught wind of the Freak X Gumball 3000 Edition on its launch day and immediately wanted it. However, the limited release of just 150 pieces meant they were quickly claimed by those fast enough to act. It has, in my humble opinion, one of the most unique movements available today and a forged carbon case, priced surprisingly reasonably at 42k, which I realize is a chunk, but it really isn't that bad for a watch of this caliber. If you compare it to an Audemars Piguet, for example, which is fetching north of 100k for a fairly standard movement, this is quite a bargain for such a unique piece. With its black and orange color scheme that captures the raw energy of the Gumball 3000, it's a 43mm black DLC titanium case coupled with badass forged carbon side parts that sit nicely alongside any modern hyper or supercar. At its core, the Freak X Gumball 3000 Edition features the Manufacture UN-23 caliber, a movement that redefines how time is told. This isn't just about innovation; it's about setting a new standard in the watch industry, much like the Gumball Rally that it commemorates. While I plan to join the Gumball 3000 in 2025, I'll see if I can snag one of these watches before the next rally. I suspect the aftermarket price will be a bit over MSRP, given the demand and rarity.
McLaren’s W1: Engineering Genius Without a Pulse
McLaren W1: Engineering Mastery That Misses the Mark on Excitement As we dive into the unveiling of McLaren's new masterpiece, the W1, the numbers alone are staggering: 1,275 horsepower, 1,340 Newton meters of torque, and a power-to-weight ratio of 922 horsepower per ton. On paper, these specs are a gearhead’s dream, epitomizing the zenith of automotive engineering. As someone who revels in the intricacies of car design and performance, I can’t help but acknowledge the genius behind each figure. Despite my admiration for McLaren's relentless pursuit of perfection, I find myself feeling detached. Looking back to 1993 and the release of the original McLaren F1, a car engineered to meet Gordon Murray's exacting standards and achieve every ambitious goal, it still didn’t ignite a spark in me. Even at the age of 12, while I recognized the F1's prowess, it didn’t capture my heart like the Lamborghini Diablo of the same era. The Diablo may not have matched the F1 on a spec sheet, but it had something more intangible that the F1 lacked: soul. 1993 McLaren F1: The Origin of McLaren Hypercars Fast forward to today, and the W1 feels like more of the same narrative from McLaren. Technically, it’s a marvel, potentially the pinnacle of what modern engineering can squeeze into a supercar, or hypercar. It’s likely to bear a price tag in the multi-million dollar range, appealing to those who appreciate a vehicle designed to the nth degree. Yet, for all its advancements and the sleek lines reminiscent of a slightly modernized Senna, the W1 doesn’t stir that visceral excitement within me. It’s impressive, yet it feels like just another entry in McLaren’s portfolio of ultra-high-performance machines, distinguishable more by its specs than by its spirit. Even when comparing it to something like the new Lamborghini Revuelto, which itself is a bit of a letdown, there’s a noticeable difference in philosophy. Lamborghini cars are designed to thrill, evoke emotion at first glance,...
Gordon Murray Broke All the Rules, McLaren F1 Redefined the Supercar
The Birth of an Icon: Gordon Murray's Vision The McLaren F1, conceived by the legendary designer Gordon Murray, was envisioned as the ultimate driver’s car. Behind this ambitious project were four key individuals at McLaren: Gordon Murray, Ron Dennis, Mansour Ojjeh, and Creighton Brown. Together, they formed the McLaren 4, driven by a singular goal—to build the best road car ever. Leveraging their collective expertise in Formula 1 racing and high-performance engineering, they set out to design a vehicle that would break all conventions and set new benchmarks in the automotive industry. Their collaboration and shared vision resulted in the iconic McLaren F1, a car that redefined what a supercar could be, and unknowingly to them, creating the standards of a new breed of cars, the hypercar. The origins of this extraordinary project began in the late 1980s, a time when McLaren had already established itself as a dominant force in Formula 1. The success on the racetrack inspired McLaren's leadership to explore new frontiers, and the idea of creating a road car that embodied their racing ethos took shape. Murray's vision was clear: the car must offer unparalleled driving pleasure, combining blistering performance with everyday usability a feat that no other supercar had managed to achieve at the time. Murray’s original requirement list for the F1 was nothing short of ambitious: Must not weigh more than 1000 kilograms. Maximum width of 1.8 meters. Minimized front and rear overhangs. Majority of the car's mass must be between the wheels. Must not have any issues normally associated with mid-engined cars. Must survive on roads, be stable at high speeds, drivable at low speeds, and comfortable. Interestingly, speed was never on the requirements list. Gordon Murray didn’t set any specific speed goals for the F1, yet it went on to achieve the fastest car in the world top speed record, as well as the fastest 0-60 mph and 0-100 mph times ever recorded at the time. This focus on...
Lotus 49 Voted Race Car of the Century. But Is It?
So, my good friend Rodney Butterfield just fired over this article. It's a great read, but I can't help but wonder who these voters were. Yes, the Lotus 49 was a proper winner, but can it really stack up against the true titans of automotive history? I mean, let's dive into a few: Lotus 49 Year Raced: 1967-1970Race Event: Formula 1Total Wins: 12 championship race winsChampionships Won: Formula 1 World Championship (1968, 1970)The Lotus 49 is celebrated for its innovative design, particularly its integration of the Cosworth DFV engine as a structural component of the chassis. This breakthrough led to improved handling and performance, helping drivers like Jim Clark and Graham Hill achieve significant success. The Lotus 49's engineering excellence set new standards in Formula 1 design and paved the way for future technological advancements in the sport. Porsche 956 / 962: Dominance in Endurance Racing Year Raced: 1982-1994Race Event: Various, including 24 Hours of Le Mans, World Sportscar ChampionshipTotal Wins: 132 major race winsChampionships Won: Multiple World Sportscar ChampionshipsThe Porsche 956 and its successor, the 962, are among the most successful endurance race cars in history. Their dominance in the 1980s and early 1990s, including numerous wins at the 24 Hours of Le Mans, established Porsche's reputation in endurance racing. The cars' advanced aerodynamics, reliability, and the powerful twin-turbocharged flat-six engine contributed to their outstanding success. Ferrari 250 GTO: The Iconic Racer Year Raced: 1962-1964Race Event: Various, including 24 Hours of Le Mans, Tour de France AutomobileTotal Wins: 15 major race winsChampionships Won: FIA World Manufacturers' Championship for GT cars (1962, 1963, 1964)The Ferrari 250 GTO is one of the most iconic and successful race cars in history. Known for its stunning design and exceptional performance, the 250 GTO dominated GT racing in the early 1960s. Its blend of power, balance, and reliability made it a...
The New Bugatti Tourbillon: A Car Far Beyond Expectations
I've never been much of a Bugatti fanatic; sure, the Veyron was a technical marvel that smashed records, but it never made it into any of my dream car garages. It wasn't the sort of machine I'd have plastered across my bedroom wall as a kid, nor would it be the screensaver on my computer today. I must admit, though, last night's unveiling of the new Bugatti Tourbillon was something to remember. If you haven't seen it, I urge you to watch it, it actually felt like an occasion. The way Bugatti orchestrates everything from their main office to the presentation, the cinematography, and the dialogue about the car—they didn't touch on this in the video, but even the meticulous way they ensure quality control is a step above. Call me sentimental, but it was just a car launch, and yet, I was a bit moved by it. For reasons I can't quite pin down, it felt genuinely special. Not many events these days can stir that sort of feeling. (I will link the video at the bottom)Let's talk about the cars now. The Veyron and Chiron, though marvels of engineering that shattered every conceivable speed and performance record, were never what I’d call “pretty.” They transformed how we perceive performance figures—suddenly, 1000hp wasn't some unattainable milestone for a production car, and McLaren F1 speeds became a thing of yesteryear, all achieved with the luxury of a leather-clad interior. They were significant, but as James May might say, they never quite gave me "the fizz." However, this new Tourbillon is a different beast entirely. It's a feast for the eyes, genuinely what I’d classify as a “pretty car.” To give you an idea, think of the Lamborghini Miura, Jaguar E-Type, De Tomaso P72, Alfa Romeo Stradale 33—these are what I consider pretty cars. Lamborghini Murcielago, Countach, Koenigsegg, Pagani Zonda—all striking, but they skew more towards cool than pretty. That's just how my mind categorizes them. So, the Chiron and the Veyron never quite hit the mark of being pretty, and if...
Introducing the B2 Spirit: America’s Next Hypercar Marvel
On the Horizon: The B2 Spirit and the Hypercar Future On this relaxing Sunday exploration of automotive news, I uncovered a development in the hypercar arena—a new contender is on the horizon. In the high-stakes world of hypercars, the benchmarks are clear: surpass speeds of 200 mph and sport a price tag exceeding $1 million. These standards were originally set by the iconic McLaren F1 in 1992, which set the pace for what we know today as the "hypercar," among the most famous of them being the "Holy Trinity": the Ferrari “LaFerrari,” Porsche 918, and McLaren P1. European Ingenuity and American Muscle While European manufacturers like Koenigsegg and Pagani have consistently wowed with models like the never-ending versions of the Zonda and just as many of the Huayra, along with engineering marvels from the mind of Christian von Koenigsegg like the Regera, Agera, Jesko, and one of my favorites, the CC850—not to mention a host of smaller boutique builders like Gumpert and Dallara—the American hypercar scene has always been a bit quieter. Until recently, the Saleen S7 was one of the few American cars that could be considered a “hypercar” (Viper and Corvette owners, settle down; I didn’t say they couldn’t keep up, I just said they aren’t hypercars, lol). The recent entries from SSC and Hennessey have changed that narrative, showcasing the pinnacle of modern American engineering. These feature LS-based engines, engines that grace the drag strips of America every race night with 1000+ horsepower monsters that were built in backyards on a budget—so much so that achieving 1000 hp with a turbocharged LS engine is almost seen as routine. The B2 Spirit: Redefining American Hypercars The introduction of the B2 Spirit into the hypercar world is not merely an addition but a bold statement in automotive engineering. The B2 Spirit is powered by an LS-based LSR engine with a Garrett G57 that turns out over 2,000 hp and 1,730 to the wheels. The chassis is all carbon fiber and...
The Iconic ECTO-1 Returns in Ghostbusters: Frozen Empire – A Nostalgic Ride
Cinematic Icons on Wheels While talking about cars that changed the world, I'd be remiss if I didn't mention movie cars. When we discuss movie cars, a few come to mind: the DeLorean from Back to the Future, the Volkswagen Beetle known as Herbie, and the most famous Cadillac ambulance in the world, the car we know as ECTO-1. Spotlight on ECTO-1: The Ghostbusters' Legendary Ride ECTO-1 is a 1959 Cadillac Miller-Meteor ambulance-hearse combination. It was built by Stephen Dane. He’s the creative genius not only behind the Ecto-1 but also the designer of the proton packs and ghost traps. You may have also seen some of his work in Star Trek or one of my personal favorites of the '80s, Real Genius. The Timeless Impact of Movie Cars: A Personal Reflection With the recent release of Ghostbusters: Frozen Empire, I thought it was time to do the first movie car post. These cinematic vehicles have an undeniable impact, weaving their way into our hearts and memories. I've often said that if the DeLorean had been able to hang on for just a couple more years, or if Back to the Future had come a bit earlier, John DeLorean's dream might have been fully realized, but that’s a story for another time, which will come soon now that I’m talking about it… Nostalgia and New Beginnings: Embracing the Ghostbusters Relaunch So, we love movie cars and the nostalgia they bring. With this new relaunch of the movie, the first question I had was whether they used the original car or built a new one. The little kid in me was a bit happy to learn that the original ECTO-1 was actually used in the new films; not sure why, but it does make it a bit better. I know many folks tend to dislike reboots and remakes and they catch a lot of criticism, but personally, I love them, especially when they are well done; I have not a single issue with continuing a great story. So, for me, the new films have been a success. I love being able to bring my 9-year-old daughter into a new generation of Ghostbusters...
Lamborghini Temerario – First Thoughts
Can the Lamborghini Temerario Win Us Over with It's V8? We are loyal admirers of that iconic Italian Bull from the storied streets of Sant'Agata Bolognese, maker of, in my humble opinion, the most exhilarating machines to grace our roads. Enter the Temerario, Lamborghini's latest offering. The Temerario steps up as the latest 'affordable' Lamborghini following the sky-high prices of the Revuelto, which hover around an eye-watering $800k. This new affordable option strips us of the V10 that we have loved for almost 20 years now, in favor of a V8 twin-turbo hybrid, but I'm trying to keep an open mind about that.Seeing it without its camouflage for the first time today, it strikes me with a side profile that nudges towards the McLaren 675. The headlights bring a touch of Super Trofeo, which is appealing. The fog lights also catch my eye in a good way. Overall, it's a tad mild for a Lamborghini. But let's not rush to judgment—this is merely the base model. Remember back to 2014; even the first Huracán seemed a bit cautious, especially when you compare it to the STO, which is the epitome of the Lamborghini spirit we've come to love. So, a sprinkle of aggression here and there, a wing, perhaps some clever aero tweaks, and this little V8 might just morph into the raging bull we want
Unleashed Fury: The 1965 AC Cobra Mk III 427, A Beast on Wheels!
The 1965 AC Cobra Mk III 427 thundered onto the automotive scene like a storm, rewriting the rules of power and performance. Known for its spine-chilling roar and blistering speed, this Shelby creation didn't just push boundaries—it obliterated them. From British Elegance to American Bravado The tale of the AC Cobra is a saga of transformation. Originally an AC Bristol, a refined British roadster with a distinguished racing pedigree, the car underwent a dramatic metamorphosis. The Bristol, once powered by a six-cylinder engine, was known for its sophisticated handling and classically elegant design. However, Carroll Shelby, a Texan with a dream of dominating international sports car racing, saw untapped potential in this British chassis. Shelby's vision was audacious: fuse this refined chassis with a monstrous American V8 engine from Ford. Engineering a Legend The collaboration between Shelby and AC Cars transformed the delicate Bristol into the Cobra Mk III 427. Engineers reworked the chassis to accommodate the massive 427 cubic inch (7.0 liter) engine, creating a beast with an output of 485 horsepower. This power was paired with a robust, yet surprisingly agile, chassis that featured upgraded suspension and braking systems to handle the incredible torque and speed. Racing Heritage The AC Cobra quickly made its mark on the racing world. Its debut was nothing short of spectacular, challenging the dominance of European sports cars on their home turf. The Cobra's racing success was pivotal, capturing victories in prestigious events and earning a legendary status among American and international racers alike. It became a symbol of American racing prowess, combining raw power with innovative engineering. Icon of Pop Culture Beyond the racetrack, the AC Cobra Mk III 427 became an icon of 1960s pop culture. Its aggressive styling and unmatched performance made it a favorite among Hollywood's elite, symbolizing the rebellious spirit of the era. The Cobra was featured in...
Speed Meets Style: The 1963 Iso Grifo GL 365, Italy’s Forgotten Rocket!
If you’ve never heard of the Iso Grifo GL 365, prepare to meet the dark horse of the 1960s sports car scene. This Italian masterpiece was more than just a pretty face; it was a brute in a suit, ready to charm you at a gala and then beat you in a sprint on the way home. The Italian-American Hybrid With a 5,354 cc V8 engine under the hood, sourced from the American shores and tuned to a European symphony, the Iso Grifo GL 365 boasted a hefty 360 horsepower. This fusion of American brawn and Italian styling wasn't just rare; it was revolutionary. Record-Breaking Speed Claiming the streets with a top speed of 259 km/h (161 mph), the Iso Grifo outpaced its contemporaries and stole the crown as the fastest production car from the 1959 Aston Martin DB4 GT. It held this enviable position until the mighty 1965 AC Cobra Mk III 427 slithered its way to the top with a venomous 266 km/h (165 mph). Design That Dazzles The Grifo wasn’t all about speed. Its design was a breathtaking blend of sleek lines and aggressive stance, a physical manifestation of speed and elegance. Each curve and crease was meticulously crafted, making the Grifo not just a car, but a rolling piece of art. A Legacy of Uncompromising Power and Style The 1963 Iso Grifo GL 365 remains an emblem of a time when car makers dared to dream big and bold. Today, it stands as a testament to the era's innovation and is a coveted gem among classic car enthusiasts, celebrated for its daring approach to combining power with grace.
The Gentleman’s Express: How the 1959 Aston Martin DB4 GT Outsped the World!
Imagine a car so dashing, even James Bond might give a nod of approval as it whizzed by. The 1959 Aston Martin DB4 GT wasn't just fast—it was Aston-fast, redefining what it meant to be a British sports car. The Birth of a Legend The DB4 GT burst onto the racing scene with a roar, powered by a 3,670 cc inline-6 engine that belted out an impressive 302 horsepower. It was the epitome of British engineering finesse, wrapped in a sleek, handcrafted body that was as stylish as it was speedy. King of Speed The Aston Martin DB4 GT didn’t just look good on the track; it dominated it. Achieving a top speed of 245 km/h (152 mph), it snatched the title of the fastest production car in the world from the 1955 Mercedes-Benz 300SL. And it held this glorious title until the early 1960s, when the Iso Grifo GL 365 claimed it, inching ahead at 259 km/h (161 mph). A Design Icon Every inch of the DB4 GT was designed with precision and purpose. From its iconic grille to its sculpted rear haunches, this car wasn't just built to perform; it was designed to leave a lasting impression—something it does as effortlessly today as it did back in the late '50s. A Legacy of Elegance and Power Today, the 1959 Aston Martin DB4 GT continues to be celebrated as a pinnacle of automotive craftsmanship. Its blend of elegance, power, and historical significance makes it a coveted classic, cherished by collectors and enthusiasts around the globe.
Flying Without Wings: The 1955 Mercedes-Benz 300SL Takes Flight!
Blazing onto the scene like a rocket with doors for wings, the 1955 Mercedes-Benz 300SL was no ordinary car—it was an extraordinary feat of engineering that looked as though it had blasted straight out of a sci-fi comic. With doors that lifted like a bird’s wings, it was clear this wasn't just a car; it was a statement. The Dawn of the Gullwing Launching not just gullwing doors but also pioneering fuel injection technology, the 300SL rocketed from genteel boulevardier to a beast with a 3,996 cc inline-6 that cranked out 215 horsepower. For those keeping score, that’s a heck of a lot of punch for a car that looks like it belongs in a museum of modern art. Speed Demon of Its Day How fast? How about a blistering 242.5 km/h (150.7 mph) fast. This silver bullet was the fastest production car of its time, clutching its title fiercely until the Aston Martin DB4 GT nudged it off its pedestal in 1959 with a mere whisper of extra speed. Engineering Meets Art Yet, the 300SL was more than its speed. It was the harmony of form and function—those gullwing doors weren’t just for show; they were a cunning solution to a space problem, making the car lighter and the driver’s entry more like a pilot’s ascent into a cockpit than a mere mortal getting into a car. A Legacy That Still Echoes More than just a machine, the 1955 Mercedes-Benz 300SL is a monument to the audacity of hope and the triumph of imagination over raw metal. It remains, indisputably, a pinnacle of automotive achievement, inspiring awe and a slight pang of envy in the hearts of car lovers everywhere.
Unleashing the Beast: How the 1949 Jaguar XK120 Ruled the Roads!
When it thundered onto the scene in 1949, the Jaguar XK120 wasn't just fast—it was the fastest. This British masterpiece redefined what a sports car could be, with sleek lines and a roaring engine that left competitors in the dust. Birth of a Legend The Jaguar XK120 set a new standard for speed, achieving a top speed of nearly 214 km/h (133 mph) in its prototype form, which was unprecedented at the time. Although the production version was slightly slower, it still impressed with a top speed of 200.5 km/h (124.6 mph). Design and Performance Under the bonnet of the XK120 lay a powerful 3,442 cc inline-6 engine, delivering 160 horsepower that propelled this elegant beast along the highways. Its sleek design was not only beautiful but also aerodynamic, contributing to its incredible speed. Impact on the Automotive World The introduction of the XK120 at a time when the world was still recovering from war sent a message of optimism and technological prowess. It became a symbol of what was possible in automotive design and engineering, influencing generations of sports cars that followed. A Lasting Legacy Today, the Jaguar XK120 is celebrated as one of the most iconic sports cars of the 20th century. Its blend of beauty, speed, and innovation remains a high point in Jaguar's storied history. Concluding Thoughts The 1949 Jaguar XK120 might be a classic, but its legacy of speed and elegance continues to inspire. It set the pace for what a luxury sports car could achieve, combining performance with breathtaking aesthetics.
Meet the Ancestor of All Modern Cars: The 1894 Benz Velo!
The dawn of the automotive era began with a humble yet groundbreaking invention. Imagine a world where horse-drawn carriages filled the streets, and then picture the 1894 Benz Velo making its debut, altering the course of transportation forever. The Birth of the Benz Velo Developed by Karl Benz, the Benz Velo wasn't just another car; it was the first vehicle designed and built as a production car. With a modest single-cylinder engine producing a mere 1.1 kW (1.5 horsepower), the Benz Velo offered a revolutionary approach to personal transport. A Revolutionary Design The Velo introduced features that were extraordinary for its time. With a top speed of 20 km/h (12 mph), it might not impress today's speedsters, but in 1894, it was a marvel of engineering. More than just its engine, the Velo's design featured a compact, lightweight frame that showcased the efficiency and potential of gasoline-powered transport. The Legacy of the Benz Velo Today, the Benz Velo is remembered not for its speed or beauty, but for its pioneering role in automotive history. As the first production car, it set the standards for all future automobiles, initiating a global transformation that would eventually lead to the cars we drive today. Concluding Thoughts The 1894 Benz Velo might be a relic of the past, but its influence is undeniable. It paved the way for innovations and set the wheels of progress in motion. As we explore more about these incredible machines in our series, stay tuned for more tales of speed, power, and human ingenuity.
Britain Nearly Banned the Car: The Curious Case of the Red Flag Act
Once upon a more horse-powered era, Britain, in its infinite wisdom, enacted a piece of legislation so spectacularly absurd it deserves its own Monty Python sketch. The year was 1865, the skirts were long, the beards were full, and the roads were blissfully free of those pesky horseless carriages—or so they wished. Enter the Locomotive Act, better known by its unofficial and far more theatrical moniker: the Red Flag Act. Imagine this: a world where cars are not just the playthings of the rich and mechanically obsessed but are also potential criminals in waiting, sneaking up on the unsuspecting public at the breakneck speed of... 2 mph. Yes, that’s not a typo. Two miles per hour—in towns! Four if you fancied a wild ride in the countryside. And, as if that weren’t enough to calm your rapidly beating heart, these metallic beasts had to be heralded by a man waving a red flag, walking 60 yards ahead to warn everyone that modernity was creeping up on them, very, very slowly. In such a scenario, one might amusingly claim that these early automobiles didn't merely travel; they perambulated through the streets—a term typically reserved for leisurely walking, yet here humorously applied to the excruciatingly slow pace of these first cars. The law was, ostensibly, a safety measure, much like wrapping cotton wool around a snail to prevent it from startling a sleeping cat. In reality, it was a blatant ploy by the railway barons and horse-drawn carriage moguls to stifle any automotive competition before it could even get into first gear. "Keep Britain slow" seemed to be the unofficial motto of the time. For over thirty years, British innovation in the automotive sector was not just in the slow lane; it was practically parked. Meanwhile, over in the land of the free and home of the brave, Americans were tinkering and toying, pushing the boundaries of speed and mechanics, blissfully unencumbered by any need for pedestrian flag-wavers. But then, in a twist worthy of a Dickensian...
The Unsung Innovator: How a Small British Classic Redefined The Car As We Know It Today
Picture the dawn of the motoring era: a veritable wild west of engineering, with more bizarre contraptions than you could shake a gearbox at. Yes, the early days of cars were a bonkers time—innovation ran rampant and there was no rulebook. Imagine steering your car with a tiller, or trying to figure out a throttle lever on the steering column while dodging horse-drawn carriages. Chaos! Utter chaos! But amidst this motoring madness, one car dared to set a standard that, frankly, we're all quite fond of today—the three-pedal layout. Now, hold onto your clutch, because here's where it gets interesting. You might think that this groundbreaking innovation was the brainchild of a flashy American automaker, wouldn't you? A behemoth like Ford or Chevrolet, perhaps? Wrong! While it's true that an American car first introduced the familiar clutch-brake-accelerator arrangement, it wasn't the car that changed the motoring world. No, that honor goes to a little British car. That's right, the plucky Austin 7! But let's not get ahead of ourselves. First, let's talk about the American contender—the Cadillac Type 53. This was the car that first dared to question the status quo, the first to look at the chaotic pedal arrangements of its contemporaries and say, "Surely, we can do better." And do better it did, by placing a single pedal for the clutch, one for the brake, and another for the throttle. You'd think this would be a hit, right? Well, not quite. Despite its intuitive design, the Cadillac Type 53 was a bit of a dud in the sales department. It was like releasing a greatest hits album with only one good song. The Type 53, despite its innovative layout, just didn't catch on. It was built for just one year and then faded into the obscure fog of automotive history. Enter the Austin 7, the plucky underdog from across the pond. This little British marvel looked at what Cadillac had tried and said, "Yes, that—but cheaper and smaller." The Austin 7 wasn’t just affordable; it was...
Exploring Iconic Cars: The Cultural Impact of the Mini, E-Type, and Miura
While hanging out with Rodney in his shop, surrounded by some epic cars—a Zagato Abarth 750, a few Lotus Elans, an MG Twin Cam, some TC MGs, a Shelby 350R, and BMW 2002 race cars—it's really quite the place to talk cars. I'm a huge fan of the Miura and consider it the prettiest car of all time, and probably also the most significant, but Rodney had some differing opinions about that. "The Miura is certainly beautiful, no question about it," Rodney began, his eyes scanning over the lines of a Lotus Elan nearby. "But when you talk about significance, I think you have to look at the broader impact. London changed with the Mini. The Mini wasn't a car; it was a social event. And the E-type, to a slightly lesser extent, it was a social thing nobody had ever seen a car like the E-type. There wasn't anything like it. The E-type was fucking global. The Mini was even more global. The Mini changed people's lives, people who didn't know anything about cars. The E-type changed anybody's life who'd ever looked at a car. The Miura was a fucking expert novelty that only sold 700 or something. Totally different. Now, equally significant in design and engineering, that chassis was earth-shaking. But you had to be a fucking car guy to even read that.” He continued, emphasizing his point, "The Mini made car ownership accessible to the masses. You didn’t have to be wealthy or well-connected. It was affordable, practical, and incredibly influential. Every pop star and every model in the world ended up with a Mini in the 1960s." He acknowledged my favorite, the Miura, with a nod. "The Miura was a marvel, no doubt. It's a masterpiece of automotive design and engineering, a true pioneer with its mid-engine layout. It shook the high-end sports car world but didn't impact culture like the Mini or the E-type." Wrapping up our conversation, Rodney concluded, "So while the Miura might be the pinnacle of car design for enthusiasts, when you talk about social and cultural significance, it's hard...
Unveiling the Mystery: The Rare Twin-Turbo Testarossa Hidden in Rutherfordton
A few years ago, a friend shared an intriguing story about a Ferrari Testarossa owned by Lee Greenway right here in Rutherfordton, NC. Lee, known as Andy Griffith's makeup artist, he was known to have a rather extensive collection of cars. Although I'd grown up hearing about his collection, the only one I'd ever seen was an occasional Rolls Royce around town. One day, while my friend was doing some roofing work on Lee's house, Lee offered to show him his car collection. This was a rare opportunity, as few people had ever seen Lee’s collection. Among some Porsches and several classic Ferraris, there sat a Testarossa. My friend recognized it immediately. He described the car in detail to me—a red Testarossa equipped with a massive twin-turbo V12 engine, the moment he mentioned that, I perked up and asked, "Are you sure it had a turbo?". He confirmed it did, and even described the placement of the turbo as if it was a standard. Curious, I asked if he was sure it was a V12 engine, considering it might have been a 288 GTO, but he was certain it was a V12 Testarossa, unmistakable with its large fins. I explained that, as far as I knew, there were only a few twin-turbo versions of the Testarossa—the Koenig and Norwood cars—and to my knowledge they are all accounted for. I dove deep into the rabbit hole on this one, reaching out to local connections. Responses varied from "I don't know" or the casual "Yeah, he had a twin-turbo Testarossa." No one seemed to realize how uncommon that was. I even contacted Norwood himself and had a great conversation. It was very cool to chat with a true legend, but he confirmed that the car wasn't one of his creations. This left me completely baffled. Several locals, including a retired mechanic who had worked on Lee’s cars, confirmed the existence of the twin-turbo Testarossa. Eventually, I connected with Lee's nephew, who had inherited one of the Rolls Royces. After some effort to track him down and an awkward introduction, he...
Chance Encounter at Chili’s: A Stewardess’s Tale of Classic Cars, Enzo Ferrari, and a Romantic Fling with Von Tripps
This is not my story but one that was told to me by my good friend Rodney. First off, Rodney is a 72-year-old Brit who has built some of the most amazing cars I've ever seen, from a career building Formula One cars—back when you had to be insane to drive one of those machines—to classic Ferraris and Cobras; he's done it all and has an amazing collection of cars right down the street. So, he is full of stories and experiences. He has a perfect GT 350 R replica that he built and, while a visiting friend was at his shop, they took that car to Chili's. Now, this is a proper race car, race motor and all, so it really shouldn't be driven on the road, but it's Rodney, so he does. While having lunch, an older lady asked, "Are you boys the ones with the Shelby out there?" Rodney told her yes, and she proceeded to tell him that she knew Carroll Shelby. As a long-time car guy, he probably dismissed it a bit, like, "Oh, okay, sure you do." But she proceeded with a very cool story. She had a Bristol, which, for those who don't know, is actually the car that the Cobra was built from—an AC Bristol. At the time, Carroll Shelby was a cash-strapped businessman, so he actually wanted to “borrow” her car to test fit a 289 in it. She told me, "Hell no, I wasn't about to let him tear up my car," but they became friends. She was a flight attendant if I remember correctly, and she traveled to many of the races and such during that time, which would have been the late '50s. She became friends with some of the racers—Phil Hill, Jim Clark, and Taffy von Tripps and, as the story goes, she and Tripps were perhaps a bit more than friends. She began to join them on the race circuit, flying with them, even enjoying lunch with Enzo Ferrari himself on a number of occasions. To the point that her little Bristol would travel to the races on the Ferrari team trailer. I can't imagine the other stories this lady had from this era of time, but apparently, after the crash in '61, she came back to the US...
The Secret of Lamborghini Miura P400 SV Chassis #5028: Is This the Only One of Its Kind?
The Lamborghini Miura is, in my humble opinion, the prettiest car ever built. The SVJ is the holy grail of course, but with only 11 Jotas ever being built, they are among the rarest cars in the world. However, the SV, with its production of 147 units, is perhaps something you might actually get to lay eyes on one day. The most notable feature of the SV is the missing 'lash' design on the headlight buckets, so when I stumbled upon chassis #5028 which is an SV but had the eyelashes, I was a bit confused. Why? So, I went digging. I had to know: why would someone take the most notable part of a special edition car and make it look like the mass-produced cars, which are still rare since less than 800 Miuras were ever made? The story of Lamborghini Miura P400 SV, chassis #5028, begins with its first owner, Vincenzo Cappelluto, who made an unusual request: to add ‘eyelash’ headlight buckets to his Miura. This design feature harkened back to earlier versions of the Miura, making #5028 distinct from other SV models, which typically featured a more streamlined headlight design without the eyelashes. The Miura, celebrated for revolutionizing the supercar genre with its mid-engine design and sleek aesthetics, became an icon of automotive innovation. Chassis #5028 not only represented this groundbreaking engineering but also bore a unique stamp of individuality from its first owner. The mystery around this particular Miura intensifies when considering whether it might be the only SV model outfitted with the eyelash headlights—a feature not standard on SV models. This anomaly raises intriguing questions about its uniqueness among the 147 SVs produced. When Ferruccio Lamborghini, the visionary founder behind the brand, later acquired this car, it became part of his personal collection, cherished until his passing. Now housed in the Ferruccio Lamborghini Museum, chassis #5028 not only serves as a testament to the Miura’s legacy but also as a curiosity among Lamborghini...