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Wheels & Wonders, New York, NY (2025)

09/25/2025

1976 Alpine A310 V6 – France’s Rear-Engined Challenger
The Alpine A310 V6 was Renault’s attempt to move its Alpine sub-brand upmarket into the world of true GT sports cars. Replacing the 4-cylinder A110 and earlier A310 models, the V6 version gained more power, refinement, and prestige. With its wedge-shaped design, lightweight construction, and Renault–Peugeot–Volvo (PRV) V6 engine mounted at the rear, it blended French creativity with practical engineering. Though it struggled against Porsche’s 911 in sales, it developed a cult following and became one of Alpine’s most iconic creations.

Overview
Manufacturer: Alpine (Renault Group, France)
Years: 1976–1984 (V6 version, earlier A310 launched in 1971)
Body Style: 2-door coupé
Layout: Rear-engine, rear-wheel drive
Production: ~9,276 units (V6 models)
The A310 V6 gave Alpine a more powerful sports car to compete with German rivals, offering performance and style at a lower price point.

Engine & Performance
Engine: 2.7L PRV V6 (aluminium block, SOHC)
Power: 150 hp (110 kW) @ 6,000 rpm
Torque: 206 Nm @ 3,500 rpm
Transmission: 5-speed manual
Performance:
0–100 km/h: ~8.4 seconds
Top speed: ~220 km/h (137 mph)
The PRV V6 gave the A310 respectable pace, though it wasn’t as sharp as Porsche’s flat-six. Later tuned versions and racing derivatives improved output.

Chassis & Handling
Chassis: Tubular steel backbone with fiberglass body panels
Suspension: Independent all around
Brakes: Ventilated discs front, solid discs rear
Weight: ~980–1,050 kg
The A310’s light weight and rear-engine balance made it agile, though handling could be tricky at the limit. On twisty French roads, however, it was perfectly at home.

Design & Features
Exterior:
Striking wedge-shaped coupé with pop-up headlights on early models, quad fixed lamps on later versions
Wide stance with muscular rear haunches
Fiberglass body kept weight low
Interior:
2+2 layout (tight rear seats)
Futuristic dash with Renault switchgear
Sporty seats and driver-focused controls

Special Notes
The A310 was campaigned in French rallying, with Group 4 competition versions enjoying notable success.
Alpine, under Renault, positioned it as an affordable Porsche 911 rival, though it lacked the same international prestige.
In the 1980s, it was replaced by the Alpine GTA, continuing the rear-engined V6 lineage.

Legacy & Collectibility
The Alpine A310 V6 is now considered a classic French sports car, representing the peak of Alpine’s pre-GTA era. Its rarity, fiberglass construction, and rally pedigree give it strong appeal among enthusiasts. While overshadowed by the legendary A110, it offers a unique blend of 1970s style and 1980s performance. Today, collectors value well-preserved examples for their distinct character and as a milestone in Alpine’s evolution toward modern performance cars.

09/25/2025

1983 Renault 5 Turbo 2 – The Wild Mid-Engine Hot Hatch
The Renault 5 Turbo 2 was a road-going rally homologation special derived from the Renault 5 hatchback, created to dominate Group 4 and later Group B rallying. Following the radical Renault 5 Turbo of 1980, the Turbo 2 retained the same mid-engine, rear-wheel-drive layout and aggressive wide-body stance, but used more standard Renault 5 interior components to reduce production costs. Despite being slightly less exotic inside, it was every bit as ferocious on the road and track, earning its place as one of the most celebrated hot hatches of the 1980s.

Overview
Manufacturer: Renault (France)
Years: 1983–1986
Body Style: 3-door hatchback, widebody
Layout: Mid-engine, rear-wheel drive
Production: ~3,167 units
The Turbo 2 was designed to meet homologation rules, allowing Renault to compete in international rallying with a purpose-built mid-engined machine based on its humble supermini.

Engine & Performance
Engine: 1.4L (1,397 cc) turbocharged inline-4, derived from the Renault “Cléon-Fonte” unit
Turbocharger: Garrett T3
Power: 160 hp (118 kW) @ 6,000 rpm
Torque: 210 Nm @ 3,250 rpm
Transmission: 5-speed manual
Performance:
0–100 km/h: ~6.9 seconds
Top speed: ~200 km/h (124 mph)
This performance was explosive for the era, especially from such a compact hatchback. The car’s light weight (~970 kg) amplified its raw power delivery.

Chassis & Handling
Chassis: Reinforced Renault 5 platform with major modifications for mid-engine placement
Suspension: Independent all-round with wider track than standard Renault 5
Brakes: Ventilated front and rear discs
Weight: ~970 kg
The mid-engine layout, wide stance, and short wheelbase made the Turbo 2 agile but demanding to handle at the limit. In the right hands, it was a devastatingly quick car on twisty roads or rally stages.

Design & Features
Exterior:
Boxy yet aggressive wide-body styling with flared arches
Roof-mounted air intake and rear quarter cooling ducts
Distinctive deep-dish alloy wheels
Rally-inspired stance
Interior:
Simpler than the original Turbo (which had bespoke Bertone trim)
Many parts sourced from the standard Renault 5 to cut costs
Driver-focused cockpit with supportive bucket seats

Special Notes
The Turbo 2 replaced the original Renault 5 Turbo, which had been more expensive due to its unique interior.
It was homologated for Group B rallying, competing against the likes of the Audi Quattro, Lancia 037, and Peugeot 205 T16.
While not as technologically advanced as some rivals, it was incredibly successful in national and international rallies.

Legacy & Collectibility
The Renault 5 Turbo 2 is now regarded as a legend of rally-inspired road cars. With its wild looks, mid-engine layout, and explosive turbocharged power, it represents the extreme side of 1980s hot hatch development. Collectors prize it for its motorsport pedigree, limited production, and raw driving experience. Today, surviving examples command strong prices, with the Turbo 2 seen as one of the most iconic French performance cars ever built.

09/25/2025

70s gave the Coupé proper grand touring performance while retaining its smooth and relaxed driving character.

Chassis & Handling
Chassis: Monocoque construction based on 504 saloon
Suspension: Independent all-round – MacPherson struts front, trailing arms rear
Brakes: Disc brakes all round
Steering: Rack-and-pinion
Weight: ~1,200–1,350 kg depending on engine
The 504 Coupé was known for its ride comfort, stability, and predictable handling, making it a refined cruiser rather than a hardcore sports car.

Design & Features
Exterior:
Sleek, Pininfarina-penned body with crisp lines
Lower and wider than the 504 saloon
Long bonnet, pillarless side profile, and subtle rear fins
Distinctive quad-headlight setup in later models
Interior:
Luxurious cabin with wood trim and plush upholstery
Comfortable seating for four adults
Generous boot space for touring

Special Notes
The Coupé was often sold alongside the 504 Cabriolet, which shared the same styling but offered open-air motoring.
The PRV V6 models are the most desirable today, offering a blend of style, power, and long-distance comfort.
The 504 platform gained fame in rallying (especially in Africa), but the Coupé itself was more of a road-going GT.

Legacy & Collectibility
The Peugeot 504 Coupé remains one of the most elegant French cars of its time. Its blend of Pininfarina design, solid Peugeot engineering, and grand touring comfort makes it highly collectible today. While rarer than the saloon, surviving Coupés are sought after by enthusiasts, especially V6-powered examples. The car stands as a reminder of an era when French manufacturers embraced Italian styling flair without sacrificing durability.

09/25/2025

Opel Manta B GSi – The Final Evolution of a RWD Icon
The Opel Manta B GSi, produced in the late 1980s, marked the last and most advanced version of Opel’s long-running Manta coupé. Introduced originally in 1975, the Manta B went through several updates, but by 1988, in its GSi trim, it received fuel-injection, sharper styling, and more modern equipment. Known for its rear-wheel-drive layout and balanced chassis, the Manta was Opel’s answer to the Ford Capri and became a favorite among driving enthusiasts across Europe.

Overview
Manufacturer: Opel (General Motors Europe)
Years: 1975–1988 (B series), GSi late production 1986–1988
Body Style: 2-door coupé
Layout: Front-engine, rear-wheel drive
Production: ~557,000 total Manta Bs (fewer GSi versions, final years only)
The GSi trim represented the swan song of the Manta line, offering modern Bosch fuel-injection for better performance and efficiency.

Engine & Performance
Engine: 2.0L inline-4 petrol (CIH – cam-in-head, Bosch LE-Jetronic fuel injection)
Power: 110–115 hp @ 5,200 rpm
Torque: 166 Nm @ 3,800 rpm
Transmission: 5-speed manual
Performance:
0–100 km/h: ~9.5 seconds
Top speed: ~195 km/h
The GSi’s fuel-injected engine gave it smoother power delivery and stronger performance than earlier carbureted models.

Chassis & Handling
Chassis: Steel monocoque coupé body
Suspension: Independent front (MacPherson struts), rear live axle with trailing arms and coil springs
Brakes: Disc front, drum rear
Steering: Rack-and-pinion
Weight: ~1,050 kg
While not as technologically advanced as rivals like the VW Scirocco or Toyota Celica by the late 1980s, the Manta retained its reputation for precise handling and predictable rear-drive dynamics, making it popular in motorsport and rallying circles.

Design & Features
Exterior:
Sleeker facelifted nose with flush headlights
Body-colored bumpers and aerodynamic detailing
Distinctive coupé silhouette with long bonnet and fastback rear
Alloy wheels on GSi trim
Interior:
Sport seats and modernized dashboard
Simple but functional ergonomics
Seating for four, decent luggage space thanks to hatchback-style access

Special Notes
The Manta had a strong presence in motorsport, particularly rallying, where versions like the Manta 400 achieved fame.
The GSi model, however, was aimed more at road users wanting a stylish, affordable coupé with good handling rather than an all-out performance car.
By 1988, it was competing against more modern FWD coupés, but it remained popular thanks to its RWD purity.

Legacy & Collectibility
The Opel Manta B GSi represents the final chapter of Opel’s beloved coupé line. Today, it enjoys cult status, especially in Germany and the UK, where enthusiasts prize its rear-wheel-drive layout, tunability, and retro styling. Surviving examples are increasingly rare, as many were modified, raced, or rusted away, but original GSi models are becoming collectible classics.

09/25/2025

Audi Quattro Sport SWB – Group B’s Road-Bred Monster
The Audi Quattro Sport Short Wheelbase (SWB), introduced in 1984, was Audi’s ultimate homologation special built to take on the brutal world of Group B rallying. With its shortened chassis, lightweight Kevlar body panels, and uprated turbocharged five-cylinder engine, the Sport Quattro was created to sharpen handling and maintain Audi’s dominance in rallying. Only 214 units were built to satisfy FIA homologation rules, making it one of the rarest and most coveted Audis ever produced.

Overview
Manufacturer: Audi AG
Years: 1984–1985
Body Style: 2-door coupe (shortened wheelbase)
Layout: Front-engine, all-wheel drive (Quattro system)
Production: 214 units (to homologate Group B)
Compared to the standard Quattro, the Sport version had a 320 mm shorter wheelbase, making it far more agile, though less stable at high speeds.

Engine & Performance
Engine: 2.1L inline-5 DOHC, turbocharged, 20-valve (code WR)
Power: 306 hp @ 6,700 rpm
Torque: 350 Nm @ 3,700 rpm
Transmission: 5-speed manual
Performance:
0–100 km/h: ~4.9 seconds
Top speed: ~250 km/h
The turbocharged five-cylinder was heavily tuned, with advanced technology for the era, including multi-valve heads and intercooling.

Chassis & Handling
Chassis: Shortened Audi Quattro monocoque (320 mm shorter wheelbase)
Suspension: MacPherson struts front, double wishbone rear
Brakes: Ventilated discs all around
Drivetrain: Permanent quattro all-wheel drive
Weight: ~1,290 kg (thanks to Kevlar and composite panels)
The shortened wheelbase gave the car lightning-quick turn-in and agility on tight rally stages, but it also made it notoriously twitchy at the limit.

Design & Features
Exterior:
Aggressively flared box arches
Kevlar-reinforced body panels for weight reduction
Distinctive short, stubby profile compared to the standard Quattro
Rally-inspired front spoiler and rear wing
Interior:
Functional, motorsport-influenced layout
Recaro sport seats
Lightweight trim, though still usable as a road car

Special Notes
Built primarily for Group B rally homologation, where it competed against the Peugeot 205 T16, Lancia Delta S4, and Ford RS200.
The Sport Quattro introduced Audi’s first 20-valve turbocharged five-cylinder, setting the stage for decades of legendary Audi engines.
Only 214 built, with most going to collectors and private rally teams.

Legacy & Collectibility
The Audi Quattro Sport SWB is now one of the most valuable rally-era homologation specials, with values exceeding $500,000 to $1,000,000 at auctions. It stands as a symbol of the Group B era’s excess and Audi’s pioneering quattro all-wheel-drive technology. Rare, raw, and uncompromising, it remains one of the most iconic rally cars ever translated to the road.

09/25/2025

Ford Es**rt RS1600i – The Homologation Hot Hatch
The Ford Es**rt RS1600i, launched in 1981 and produced until 1984, was a motorsport-bred evolution of the third-generation Es**rt. Developed by Ford’s Special Vehicle Engineering (SVE) division, the RS1600i was designed to homologate the Es**rt for Group A rallying and touring car racing. With its fuel-injected engine, sporty suspension, and aggressive looks, it became a cult classic among Ford enthusiasts and paved the way for the later RS Turbo.

Overview
Manufacturer: Ford Europe (SVE division)
Years: 1981–1984
Body Style: 3-door hatchback
Layout: Front-engine, front-wheel drive
Production: ~8,659 units
Based on the Mk3 Es**rt, the RS1600i received extensive upgrades over the standard models, making it one of the sharpest hot hatches of its era.

Engine & Performance
Engine: 1.6L CVH inline-4 with Bosch mechanical fuel injection
Power: 115 hp @ 6,250 rpm
Torque: 148 Nm @ 4,500 rpm
Transmission: 5-speed close-ratio manual
Performance:
0–100 km/h: ~8.7 seconds
Top speed: ~187 km/h
The advanced twin-coil ignition system and injection setup gave the RS1600i both sharp throttle response and higher revving ability than the standard Es**rt engines.

Chassis & Handling
Chassis: Reinforced Es**rt Mk3 shell
Suspension: Lowered, stiffer springs with gas-filled dampers
Anti-roll bars: Fitted front and rear
Brakes: Front discs, rear drums
Steering: Quick-ratio rack for sharper response
The RS1600i was renowned for its nimble and lively handling, with a setup tuned for both road and competition use.

Design & Features
Exterior:
Distinctive front air dam, rear spoiler, and side skirts
RS graphics and badging
Twin headlamps
15-inch alloy wheels
Interior:
Recaro sport seats
Three-spoke RS steering wheel
Sports instrument cluster with rev counter

Special Notes
Homologated for Group A rallying and circuit racing, making it a favorite among privateer teams.
Served as the precursor to the Es**rt RS Turbo, which used a similar base but with turbocharging.
Only 8,659 produced, making it a rare sight today compared to its successors.

Legacy & Collectibility
The Es**rt RS1600i may not be as well-known as the RS Turbo or the legendary rear-wheel-drive Es**rts of the 1970s, but it played a vital role in Ford’s motorsport and hot hatch story. Its rarity, motorsport pedigree, and raw driving experience make it a highly collectible classic today, especially in original, unmodified condition.

09/25/2025

Škoda Trekka – New Zealand’s Own Utility Vehicle
The Škoda Trekka holds a unique place in automotive history as the first and only production car designed and built in New Zealand. Based on the mechanical underpinnings of the Škoda Octavia, the Trekka was developed in the mid-1960s to provide a simple, rugged, and affordable utility vehicle for farmers, tradesmen, and rural communities. With its boxy bodywork and basic engineering, the Trekka became a Kiwi icon, bridging the gap between a passenger car and a light truck.

Overview
Manufacturer: Motor Industries International (New Zealand), using Škoda mechanicals
Years: 1966–1973
Body Styles: 2-door or 4-door utility wagon/van with removable canvas or metal roof
Layout: Front-engine, rear-wheel drive
Production: ~2,500 units
The Trekka was essentially a locally engineered body fitted to imported Škoda Octavia chassis and running gear. It offered New Zealanders a homegrown alternative to imported Land Rovers or Japanese utilities.

Engine & Performance
Engine: 1.2L inline-4 petrol (Škoda OHV)
Power: 47 hp @ 4,500 rpm
Torque: ~87 Nm
Transmission: 4-speed manual
Performance:
Top speed: ~110 km/h
0–100 km/h: Not officially quoted, but modest due to power and gearing
While far from fast, the Trekka’s simple engine was reliable and easy to service, key attributes for rural users.

Chassis & Handling
Chassis: Modified Škoda Octavia ladder frame
Suspension: Independent front, live rear axle with leaf springs
Brakes: Drum brakes all round
Ground Clearance: Higher than Octavia, designed for light off-road and farm use
Weight: ~900–1,000 kg depending on configuration
The Trekka was rugged and stable at low speeds, though its narrow track and high center of gravity made handling basic compared to passenger cars.

Design & Features
Exterior:
Boxy, utilitarian steel body designed for practicality
Options for short or long wheelbase
Simple removable doors and roof for versatility
Interior:
Spartan cabin with minimal trim
Vinyl seats and simple dashboard
Seating for 2–5 depending on configuration

Special Notes
The Škoda Trekka was widely used in rural New Zealand and also exported in small numbers to countries such as Fiji and Indonesia.
It has been called the “Kiwi Land Rover,” though its car-based origins made it less off-road capable than true 4x4s.
Today, surviving Trekka examples are rare and cherished as part of New Zealand’s motoring heritage.

Legacy & Collectibility
The Škoda Trekka is remembered not only as a quirky offshoot of the Škoda Octavia but also as New Zealand’s first production vehicle. Its simplicity, local roots, and practical design have given it cult status among collectors in both New Zealand and abroad. Though not widely known outside Australasia, it remains a proud chapter in both Škoda’s and New Zealand’s automotive history.

09/25/2025

1993 Audi 100 S4 quattro 2.2 Turbo 20V – The First S-Car
The 1993 Audi 100 S4 quattro marked a turning point for Audi. Introduced as the performance version of the C4-generation Audi 100, it was the first car to carry the “S” badge, establishing the DNA of Audi’s future high-performance lineup. With its turbocharged five-cylinder engine, permanent quattro all-wheel drive, and understated styling, the S4 combined speed, grip, and refinement in a discreet package that appealed to enthusiasts looking for an alternative to BMW’s M and Mercedes-Benz’s AMG sedans.

Overview
Manufacturer: Audi AG (Germany)
Years: 1991–1994 (C4-generation S4, precursor to the S6)
Body Styles: 4-door saloon, 5-door Avant (estate)
Layout: Front-engine, permanent all-wheel drive (quattro)
Production: Limited but steady; replaced by the renamed Audi S6 in late 1994
The S4 was essentially a heavily upgraded version of the Audi 100, with sportier suspension, more powerful engines, and subtle cosmetic upgrades, but it retained the restrained executive look of the standard model.

Engine & Performance
Engine: 2.2L inline-5 turbocharged (code: AAN)
Valvetrain: 20-valve DOHC, Bosch Motronic fuel injection
Power: 230 hp (227 bhp) @ 5,900 rpm
Torque: 350 Nm (258 lb-ft) @ 1,950 rpm
Transmission: 5-speed manual (6-speed introduced later) or 4-speed automatic
Performance:
0–100 km/h: ~6.2 seconds (manual)
Top speed: 245 km/h (152 mph)
The AAN engine became legendary for its tuning potential, often capable of reliably producing far more power with modest modifications.

Chassis & Handling
Chassis: Audi C4 (based on the 100 platform, heavily reinforced)
Suspension: Independent front MacPherson struts, rear double-wishbone setup
Brakes: Ventilated discs front and rear, ABS standard
Steering: Power-assisted rack-and-pinion
Curb Weight: ~1,600–1,700 kg depending on configuration
The quattro system with Torsen center differential provided superb traction in all conditions, making the S4 a confident performer on wet or snowy roads while retaining refined long-distance comfort.

Design & Features
Exterior:
Subtle body kit with slightly deeper bumpers
“S4” badging and discreet alloy wheels (16-inch standard, 17-inch optional)
Wide stance and purposeful yet restrained styling
Interior:
Leather or Alcantara-trimmed sports seats (depending on spec)
Leather-wrapped steering wheel and gear lever
Optional wood or carbon trim
Advanced features for its time, including climate control, premium audio, and available heated seats

Special Notes
The 1993 S4 was the direct predecessor of the Audi S6, with only the name changing in 1994 as Audi refreshed the model lineup.
The AAN 2.2 turbo five-cylinder engine has since become a cult motor among Audi enthusiasts.
Many examples have been tuned, making unmodified survivors increasingly rare.

Legacy & Collectibility
The 1993 Audi 100 S4 quattro is remembered as the origin of Audi’s modern performance identity. Understated, fast, and engineered with typical Audi solidity, it foreshadowed the brand’s rise as a rival to BMW M and Mercedes-AMG. Today, the C4 S4 is highly sought after by fans of turbocharged five-cylinders and classic quattro engineering, with clean, original cars gaining collectible status.

09/25/2025

1974 Tatra 603 – The Socialist Luxury Streamliner
The 1974 Tatra 603 was a car unlike anything produced in Western Europe at the time. Built in Czechoslovakia, it was designed not for the masses, but for high-ranking Communist Party officials and dignitaries. With its air-cooled V8 mounted at the rear and its aerodynamic, almost futuristic body, the 603 stood apart as a technical oddity and a symbol of socialist prestige.

Overview
Manufacturer: Tatra (Czechoslovakia)
Years: 1956–1975 (603 series), with facelifts over time
Body Style: 4-door luxury saloon
Layout: Rear-engine, rear-wheel drive
Production: ~20,000 units (mostly for government and official use)
Tatra had pioneered aerodynamic cars since the 1930s, and the 603 continued this tradition with its rounded, flowing lines and rear-mounted engine layout. Unlike most European luxury sedans, the 603 was never sold widely on the open market—it was reserved for state officials.

Engine & Performance
Engine: 2.5L air-cooled OHV V8 (T603A)
Power: 105 hp @ 4,900 rpm
Torque: ~175 Nm
Transmission: 4-speed manual
Performance:
0–100 km/h: ~19 seconds
Top speed: ~170 km/h
Though not a sports car, the 603 was quick for its class and era, particularly given its unusual rear-engined layout.

Chassis & Handling
Chassis: Steel monocoque
Suspension: Independent front and rear with torsion bars and trailing arms
Brakes: Drum brakes all around (later cars upgraded with discs)
Weight: ~1,600 kg
With most of its weight at the rear, the Tatra 603 could be a handful at the limit, but its soft suspension and long wheelbase provided a comfortable ride—ideal for transporting officials over long distances.

Design & Features
Exterior:
Aerodynamic, streamlined bodywork inspired by earlier Tatra designs
Early models had a distinctive triple-headlamp cluster behind a glass cover; by 1974, the facelifted 603 had a more conventional twin-headlamp design
Chrome accents and elegant, flowing curves
Interior:
Spacious cabin with seating for five or six passengers
Luxurious materials by Eastern Bloc standards—plush upholstery, wood-style trim
Simple but functional dashboard

Special Notes
The Tatra 603 was never available to ordinary buyers—ownership was restricted to Communist Party elites, industry leaders, and government agencies.
Western observers often considered it exotic, almost surreal, compared to contemporary Mercedes-Benz or Jaguar sedans.
Its V8 engine was derived from earlier Tatra air-cooled engines and shared some DNA with pre-war designs.

Legacy & Collectibility
The Tatra 603 is now one of the most iconic Cold War cars, representing both innovation and exclusivity within the Eastern Bloc. Its unusual design, air-cooled V8, and political history make it highly collectible today. Survivors are rare outside Central and Eastern Europe, and well-preserved examples attract enthusiasts drawn to its combination of eccentric engineering and historical significance.

09/25/2025

1982 Talbot Sunbeam Lotus – The Rally-Bred Hot Hatch
The 1982 Talbot Sunbeam Lotus was the ultimate version of the humble Chrysler/Talbot Sunbeam hatchback, transformed into a fire-breathing rally weapon by Lotus. Originally conceived to give Chrysler a competitive car for international rallying, the Sunbeam Lotus combined a lightweight hatch shell with a powerful Lotus twin-cam engine and rear-wheel drive layout. By the early 1980s, it had already cemented its reputation as one of the greatest hot hatches of its era.

Overview
Manufacturer: Talbot (Chrysler Europe, later PSA), tuned by Lotus
Years: 1979–1981 (production run), cars registered through 1982
Body Style: 3-door hatchback
Layout: Front-engine, rear-wheel drive
Production: ~2,300 built (to meet homologation requirements for rallying)
Built in Linwood, Scotland, and finished at Lotus in Hethel, England, the Sunbeam Lotus was a pure homologation special. Its purpose was clear: to dominate Group 4 rallying.

Engine & Performance
Engine: 2.2L Lotus 16-valve DOHC inline-4
Power: 150 hp (road version)
Rally cars: up to 250–300 hp in competition trim
Transmission: 5-speed ZF manual gearbox
Performance (road spec):
0–100 km/h: ~6.6 seconds
Top speed: ~190 km/h (118 mph)
This performance made it one of the fastest hatchbacks of its time, far outpacing rivals like the VW Golf GTI Mk1.

Chassis & Handling
Chassis: Reinforced Sunbeam monocoque
Suspension: Front MacPherson struts, rear live axle with coil springs
Brakes: Front discs, rear drums (upgraded for rally cars)
Weight: ~960 kg (light and agile)
The combination of light weight, short wheelbase, and rear-wheel drive made the Sunbeam Lotus a sharp, if sometimes wild, handler. In skilled hands, it was devastatingly quick on tarmac or gravel.

Design & Features
Exterior:
Discreet styling with black paint, silver stripes, and Lotus badging
13-inch alloy wheels
Wide stance and purposeful look without being flashy
Interior:
Basic but functional, with sports seats and rally-style instruments
Simplicity reflected its motorsport focus

Special Notes
The Sunbeam Lotus achieved rallying glory by winning the 1981 World Rally Championship manufacturers’ title, beating Audi’s new Quattro.
It was one of the last great rear-wheel-drive rally cars before 4WD became dominant.
Because of its low production numbers, genuine cars are now highly collectible.

Legacy & Collectibility
The Talbot Sunbeam Lotus is remembered as one of the purest rally-bred hot hatches. It delivered supercar-like acceleration in a small, unassuming package and earned its place in history with rallying success at the highest level. Today, surviving examples are prized by collectors for their rarity, motorsport pedigree, and raw driving experience—making the Sunbeam Lotus a true cult classic of the 1980s.

09/20/2025

Škoda S110 R – Every Man's Dream of the 1980s

The Škoda S110 R was one of the most iconic cars to come out of Czechoslovakia, a rear-engined sports coupé that quickly became a symbol of aspiration in the 1970s and 1980s. Known as the “Porsche of the East,” it brought affordable style and sporty character to everyday drivers while also laying the foundation for Škoda’s motorsport ambitions.

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# # # Overview

Introduced in 1970 and produced until 1980, the S110 R was based on the Škoda 100/110 sedan but completely transformed into a sleek fastback coupé. With around 57,000 units built, it became a cult favorite in Eastern Europe where sports cars were a rare commodity.

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# # # Engine & Performance

The S110 R carried modest but spirited performance for its era.

* Engine: 1.1-liter inline-four
* Power output: 52 hp
* Transmission: 4-speed manual gearbox
* Rear-mounted engine with rear-wheel drive
* Performance: 0–100 km/h in 18 seconds with a top speed of 145 km/h

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# # # Chassis & Handling

Despite its modest power, the car offered lively handling characteristics.

* Rear-engine layout gave it a unique driving feel
* Lightweight construction enhanced agility
* Suspension tuned for both comfort and sportiness
* Reliable braking system for its time

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# # # Design & Features

The S110 R was a true head-turner in its day.

* Distinctive coupé fastback silhouette
* Twin round headlights and a sloping rear window
* Simple yet stylish two-door bodywork
* Practical seating for four despite sporty proportions
* Interior featured a three-spoke steering wheel and sport-inspired gauges

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# # # Motorsport Heritage

The S110 R laid the groundwork for the legendary Škoda 130 RS, which became a rally hero in the late 1970s and early 1980s. Many of the design and engineering principles were carried forward, making the S110 R the “spiritual father” of Škoda’s rally dominance.

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# # # Legacy

By the 1980s, the Škoda S110 R was remembered as a dream car for many in Eastern Europe. Affordable, stylish, and fun to drive, it gave countless enthusiasts a taste of sporty motoring in an era when such cars were scarce. Today, it remains a classic collector’s piece and a cultural icon.

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