Colin-on-Cars - Iconic Toyota 2000GT fully fettled

During the 1960’s it was believed Japanese cars did not offer the same level of quality and reliability as their western counterparts.

During that era, Europe offered the world cars such as the Jaguar E-Type and the Ferrari 250 GTO amongst others. America had the Corvette and other race-tuned models but Japan was lacking in this department.

That was until the Toyota 2000GT turned up at the 1965 Tokyo Motor Show. The model would go on to change the face of Japanese motoring and become the first Japanese car to break through the million-dollar mark at private auction.

The story of the 2000GT

Following the Second World War, Japan underwent significant changes, the country had to rebuild and many manufacturers shifted their focus to building economical cars and utility vehicles. It wasn’t until the first Japanese Grand Prix in 1963, that drivers in the country became interested in performance. Just one year later, Toyota began working on high-performance model that would showcase the company’s technology and engineering abilities.

The project was headed up by Shoichi Saito, a major contributor to the development of Toyota as a manufacturer. His brief was simple - ‘do whatever is necessary to not only produce the 2000GT but make it one of the – or perhaps even the – greatest car in the world.’

The 2000GT would need to be practical yet enjoyable to drive, the engine was to be at the front and driving the rear wheels, finally, it would need to embody a design that would rival those of the more expensive European models.

As a stroke of luck, Yamaha had approached Toyota at roughly the same time with a prototype they had designed. This prototype was originally developed for Nissan, but the rival company rejected the offer for reasons unknown.

Toyota, however, approved the design Yamaha submitted and used it to good advantage In buoying up its somewhat conservative brand image. Toyota’s designers Jiro Kawano and Satoru Nozaki took the A55X prototype and further developed it into what we know today as the 280 A1 prototype vehicle which was unveiled at the 1965 Tokyo Motor Show.

The debut remarkably took place only a year after Shoichi Saito commissioned the project. The 280 A1 was met with great excitement and intrigue, however, buyers would have to wait until 1967 to get their hands on the production version of this new sports car.

The Production Model

The production version of the 2000GT offers a smooth flowing body which was crafted out of aluminium. It was also the first Japanese car to be fitted with a limited-slip differential and all-round power-assisted disk brakes in standard specification. The 2.0-litre straight-six engine (with Its DOHC aluminium head) was developed by Toyota, but subtly fettled by Yamaha.

The result transcribed to 110 kW and 175 Nm, enough to get the grand tourer from 0-100km/h in 10 seconds and a top speed of 215km/h. Although the performance of the 2000GT was impressive considering its power output, the Toyota struggled to compete with the likes of the Jaguar E-Type and American Corvettes. However, it didn’t fail to impress media the world over.

Road & Track magazine stated that the 2000GT was one of the most exciting cars that they had ever driven and even compared it to the then Porsche 911. The 2000GT also achieved success on the racetrack as it won the 1967 Fuji 24-hour race. It also managed to set several FIA world records for speed and endurance in a 72-hour endurance test.

In the United States, Carol Shelby himself entered a pair of modified 2000GT vehicles into the 1968 SCCA production car series. Despite these achievements, the 2000GT’s most famous moment came when it appeared in the 1967 James Bond movie ‘You only live twice’. Due to Sean Connery’s size and the relatively small cabin, two convertible versions of the 2000GT were specially commission for the film. Toyota simply chopped off the roof and replaced it with a soft top unit.

The 2000GT’s main rival, the Nissan 240Z, only arrived in 1969. Incorporating somewhat similar styling to the Toyota, Nissan’s 240Z focused more on outright performance while sacrificing luxury. After three short years of production, the last 2000GT left the factory in 1970 which completed the total build cycle of just 351 cars.

The 2000GT changed how the world viewed Japanese cars and it went on to influence the design of some of Toyotas iconic sports cars such as the Supra, the GT86 and even the Lexus LFA. Produced in such limited numbers, the 2000GT is widely considered to be the ultimate Japanese classic - which is reflected in auctions around the world. Pristine examples are fetching anywhere between R20- and R40-million Rand at these prestigious events.

The Three

Out of all the 351 examples of the 2000GT models produced, only three were designated for South Africa. Chassis number MF10-10131 and MF10-10206 in Pegasus White and MF10 10207 finished in Thunder Silver. The three vehicles arrived on South African shores between 1967 and 1968.

Toyota Motors South Africa have been in possession of one of these examples for many years, the car in question being chassis number MF10-10207. The vehicle forms part of the company’s private collection which comprises rare racing vehicles and other Toyota and Lexus models. In July of 2020, Toyota Gazoo Racing announced that it would be reproducing replacement parts for the Toyota 2000GT as part of the GR Heritage Parts Project, and sell them both domestically and overseas.

This initiative paved the way to a decision made by Toyota South Africa to do a full bumper-to-bumper restoration of its 2000GT. One of the biggest mysteries, however, is the colour. Various historical sources indicate that the car was originally finished in Thunder Silver, however, the earliest recollections of this vehicle are that it was painted white despite its current hue which is Solar Red.

Red

Those who were lucky enough to acquire the 2000 GT had the choice of six different colours to choose from. These included Atlantis Green, Bellatrix Yellow, Pegasus White, Twilight Turquoise, Solar Red and Thunder Silver. The latter being of importance to this story…

Trying to restore a rare classic car is a daunting task on its own, but trying to do that same restoration during a global pandemic brings a host of challenges. Thankfully, all those involved in this project have shown Incredible passion and dedication, despite the obstacles. The 2000GT was split (body from chassis) and both were prepped and sent to Dino’s Auto Body for a complete refurbishment, which saw dents being fixed, panels re-aligned and finally, a new layer of paint applied.

Dino’s Auto Body was founded in 2006, its founders having decades of combined industry experience. While the company specialises in a variety of repair work on many modern vehicles, it also has a classic vehicle and restorations department. Dino's Classic Restorations has refurbished a host of classic vehicles over the years, a walk around the workshop floor reaffirms their reputation. 

Ironically amongst the plethora of classic vehicles being restored, features a Jaguar E-Type which at the time was the 2000 GT’s main European competitor on and off the track.

Despite Dino’s experience on classic vehicles, like many involved in this project, they had never seen, let alone worked on a Toyota 2000GT before. The years had taken their toll on this particular example. The paint was clearly in need of work as many scratches, touch-ups and dents littered the body. 

The sump cover panel and lower valance had been somewhat deformed over the years of bumping into pavements or speed humps. Before any paint could be applied, the complete removal of all surface material was needed to establish what work needed to be done.

Once the paint had been stripped from the aluminium body, it was discovered that some repair work was needed in key areas. Lead needed to be heated and applied to the affected area, where it could be smoothed out after it had cooled and hardened. This specialist procedure was carried out by the team in various places on the 2000 GT.

Once the paint stripping and repair work was completed, the vehicle was ready for paint. However, the aforementioned question of colour reared its head at this point. According to records, this specific 2000 GT, chassis number MF10-10207 left the factory in Thunder Silver.

As to exactly when it transitioned to Solar Red remains a mystery - that said, it was clearly a comprehensive respray back in the day as crimson paint can be found behind the dashboard, under the carpets and under the headliner.

While many spray-painters will focus on areas that can be seen, very few focus on these hidden areas. This led the team to believe that the car was fully stripped of its original coat and at some point fully re-sprayed. However, with just over 30 000km on the odometer, the reason for this remains unanswered.

With the clock ticking and a decision needing to be made, Toyota South Africa’s Senior Vice President of Sales and Marketing, Leon Theron made the call that this 2000GT will remain red. While some experts believe that the car should have gone back to its original colour to retain its ever-growing market value, the fact of the matter is that this 2000 GT has a local story, a uniquely South African one.

Dino's Classic Restorations was able to match the original Solar Red paint mixture (with some assistance from a US-based 2000GT expert, Maine Line Exotics), which was applied to some of the models back in 1967. The body of this 2000GT was prepped and the paint was applied with the utmost care. Applying a new coat of paint to a 2000GT can easily be considered as a once-in-a-lifetime occurrence for the restoration shop and its employees.

The paint has a perfect gloss to it, it’s deep, rich and without blemish while the little louvered sump cover and lower valance look as good as new. A distinguishing feature of the Solar red models are the gunmetal mirror housings, whereas this 2000GT had chrome mirror caps to match its original silver paintwork. In order to preserve the authenticity of the red car, the team made the decision to apply the gunmetal paint effect - adding another unique attribute.

Old School

The team that headed up the project is father-and-son duo, Wynand Strydom Sr and Wynand Strydom Jr from Generation Old School Benoni. Their repertoire ranges from Concourse class-winning Beetles and Microbuses, to American muscle cars such as Mustangs and Chargers.

Although neither of them had ever seen a Toyota 2000GT in the metal before, much less have one in their shop, they were more than qualified to take on the job. Both are well versed in disassembling a vehicle and documenting each step - a key function in classic car restoration. Years of experience also prepared them for the task of researching each and every component before commencing restoration.

The team behind the restoration, believes in the revival of parts, rather than just replacing them. This not only preserves the value of the vehicle but the originality as well. Thankfully, Toyota South Africa provided Generation Old School with detailed literature pertaining to the 2000GT, which is a rather large book detailing every single process to disassemble the car and every part number.

It wasn’t long after the car arrived at Generation Old School that work began on dismantling the icon. Wynand Jr, who took the lead on the restoration, says that it has been a learning curve for everyone involved. Every nut and bolt had to be removed with care - as one might not be able to replace it.

The body was separated from the chassis, which in itself was a rather special moment. Now, nearly 53 years after the marriage of the body and chassis, the two were once again apart.

As for the chassis itself, Wynand Jr confirmed that the overall condition of key components was still in good condition, with only minimum renewal work needed. There were, however, other components that needed to be completely refurbished or replaced. Four such items were the magnesium alloy wheels - which needed special paint preparation and paint to restore them to their original colour.

The original wheel design also incorporates spindle 'knock-on' locks, which were badly beaten up from years of use. Here the Generation Old School team carefully refurbished the original items and created a special tool to assist with the removal and refitting of the wheels - without damaging any of the parts. 

One of the last pieces of the puzzle was the windscreen, with international suppliers quoting astronomical figures with no assurance that the part would arrive in tact, the Generation Old School team seeked out a local glass manufacturer who built a bespoke mould and proceeded with no less than six attempts in order to perfect the shape and fitment - the sixth and final one calling the 2000GT home.  

On the interior front, the intricacies of the facia made it stressful to remove items in the hopes that none break. The wood trim for example (which covers the entire centre console), was brittle and faded and is also extremely thin.

The chrome detailing cannot be bent when being removed and many of the wires were crumbling at the slightest touch. The wooden steering wheel in particular had a sizeable 'splinter', which had to be carefully restored to maintain its structural Integrity. 

The original stereo system was disassembled by a veteran radio repairman, who took on the task of rebuilding the '60's-vintage electronics and making them functional once more. An interesting fact uncovered during this process was that the Toyota engineers equipped the audio system with a sound- fade during the retractable antennae operation.

The fact that the car is incredibly compact makes it even more difficult to work on and Wynand Jr has reported numerous bumps on his head because of it. All the individual components were placed into small plastic bags, labelled and safely stored before it was refurbished.

The Engine

Beneath the bonnet of the Toyota 2000 GT lurks a 2.0-litre, straight-six petrol with a double-overhead camshaft configuration. When new, this 3M, or in this particular case, 3M-10256 engine would have produced 110 kW and 175 Nm of torque. 

The engine is coupled to a 5-speed manual transmission and was claimed to be capable of reaching 217 km/h. To put this in context, a contemporary Corolla Sprinter merely produced 38 kW and 85 Nm.

Thus the 2000 GT was a great leap forward for the brand. But after years of storage and exposure to the elements, the 3M-10256 wasn’t in a good shape. Most of the rubber components in the engine bay were cracking and would leak fluids with the majority of the coolant pathways around the engine being clogged with rust and build-up.

As such the motor was completely stripped and a rebuild commenced. This process entailed matching up sizes and sourcing components from other engines, creating bespoke engineered bits and some 'old-school' mechanics to restore the original engine. This painstaking task was completed by Wessels Motors in Kempton Park; the smooth running engine providing testament to the time and effort invested by them.

For the rebuild, most of the original components were cleaned up and made it back into the motor. However, items such as sprockets and bearings were replaced to ensure optimal running and, of course, new gaskets were made for the reassembly. What's more, is that a brand new bracket was designed and fabricated for the age-appropriate, aftermarket air-conditioning compressor that is mounted to the side of the motor. 

On the intake side of the engine, one very quickly notices the three 2-barrel Mikuni-Solex 40 PHH Type Q carburettors. These three carburettors were stripped down and cleaned, serviced with new seals and gaskets and finally retuned for the best performance. 

Lastly, the valve cover was given a new coat of black paint and contrasting red ignition cables were fitted to give the engine that extra touch of character. 

Story: Supplied

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Colin-on-Cars - Hung(a)ry for a Porsche 912

Often touted by Porsche fans as being the most perfectly balanced of its era, the 912 has a stellar reputation for outstanding handling and drive from the 4-cylinder engine.

Something of a collector’s item, a Budapest-based automaker called KAMM Manufaktur, is creating a ‘restomod’ dedicated to creating the perfect interpretation of the legendary 912 sports car.

Founded by Miklós Kázmér in Budapest, Hungary, KAMM focuses solely on the 912 sports car produced between 1965-1969. The 912 may not be an obvious choice for a restomod, but its slim, simple lines, outstanding handling and iconic 4-cyliner engine makes the 912 the perfect choice for a KAMM creation.

Electronics

The KAMM 912c is a modern take on the 60s sports car icon but, in an age where electronics take over many of the driver inputs, the KAMM 912c offers something different in the world of restomods in that it maintains the charm of a 1960s racer, with sensitive updates, instead of trying to completely modernise the 912 driving experience.

Taking an original 912, KAMM engineers restore every donor car to perfection, providing the perfect basis for a bespoke creation. Steel is replaced with carbon, seamlessly blended without trace, ensuring flawless fit and finish.

KAMM engineers enhance the chassis, brakes suspension, wheels and tyres and replace all original elements with brand new, factory parts including lights, fixings, and rubbers.

Track

Whilst the KAMM 912c is perfectly at home on the race track, the car has also been designed to be used regularly as a road car. KAMM developed the 912c to appeal to drivers seeking an updated classic racer experience with a truly analogue feel. Rear seats can remain, audio options are suggested, luggage areas are carefully trimmed, and air-conditioning has been added for cabin comfort on road and track.

KAMM founder Miklós Kázmér says, “The KAMM 912c has been years in the making, and I am proud to share my vision of the perfect 912 to the world. Budapest has a surprisingly well-developed car culture born out of a desire for individuality. During the socialistic era, drivers had to be creative, home-tuning whatever cars they could get hold of into race machines.

“This love of car culture, and a burning desire to make whatever was available as fast and as beautiful as possible, spawned a talented and dedicated Budapest car scene. In the 90s things changed as borders opened and Hungarians gained access to western cars and Hungarian car enthusiasts evolved. KAMM is a proud son of Budapest car culture, striving to turn original classic cars into fast, reliable, and perfected versions of themselves, all whilst keeping the analogue driving experience intact.”

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Colin-on-Cars - Spectacular roads for stunning cars

The sound of several high-powered engines bouncing off the cliff face on the spectacular roads of the Western Cape produced an auditory symphony eagerly soaked up by the crowds lining the route for the first running of the Cape 1000 recently.

Some 40 true classics, the oldest of which dated back to 1956, set off from the V&A Waterfront in Cape Town for four days of motoring, averaging 400 kilometres a day and enduring rain, wind and thunderstorms along the route.

Ross Crichton, who founded The Cape 1000, is justifiably pleased with how the event was run.

“It still needs to sink in,” he says. “I’ve done many motoring events before, but I have never experienced such a positive response, from the participants and public alike, as I did with The Cape 1000. The organising team did an incredible job.”

Exotic

The Cape 1000 is a classic and exotic car rally inspired by some of the world’s most famous and historic motoring events. It is run in four classes: Tribute (1927-1957), Classic (Pre-1977), Modern Classic (1977-1996) and Sports Car (1997-2022).

As the event’s name suggests, it is run over a 1000 miles (1 600 km) over the course of 4 days, with 60% of the route consisting of ‘grand touring’ and the remaining 40% comprising challenging regularity stages, during which navigators and drivers have to work closely together and meticulously follow the stage's timing and speed instructions to achieve success and, hopefully, score some points.

So, it’s not a race, but certainly still a challenge, one which is won through consistency, reliability and accuracy.

Spectacular

The route initially wound its way around the Peninsula, taking in the spectacular Chapman's Peak Drive, before heading for Gordon's Bay and the stunning Clarence Drive along the coast.

A temporary cafe was set up along the route on each day to give participants an opportunity to stretch their legs… and for the venerable classic cars’ engines to cool down.

From Clarens Drive participants toured to Hermanus before heading inland for some Winelands scenery and then sweeping back to the coast for the first overnight stop. Already on the first day it was clear that the high temperatures would create problems for some of the older cars. The 1957 Austin-Healey 100/6 driven by Greg Marucchi and Hannes Oosthuizen overheated twice, but the crew managed to complete the first day nevertheless, in 7th place overall.

Iconic

Day Two took participants from Hermanus inland to the towns of Bredasdorp and Swellendam, over the stunning Tradouw Pass, through Villiersdorp and over the iconic Franschhoek Pass to the overnight stop. It was another tough day for the older cars, with the distance of 474 km made all the more difficult by high temperatures and a multitude of hills to ascend.

It was also during this day that the camaraderie of this event was on display, when the De Siena/Aspeling crew in the Citroën DS could not get the French car going again after the refuelling stop. Matt Kreeve, driving his Concours-condition Porsche 356 stopped and quickly found the problem (a loose distributor cable) and the ‘Goddess’ was swiftly on its way again.

Favourite

The Tradouw Pass was a favourite among the participants, and to hear the engine sounds of V12-powered Ferraris and Lamborghinis bounce off its cliff faces was music to the ears of the petrolheads enjoying a lunch break at the day’s Cape 1000 Cafe, situated halfway up the pass.

The passes of Day Two were again proving problematic for the older cars, however, with the Austin-Healey overheating twice; it required a tow to a refreshment stop after grinding to a halt on a hill near Villiersdorp. A battery change got it going again, but the niggles soon returned, with the British sports car only just managing to crest the Franschhoek Pass and then freewheeling into town. It appeared as if The Cape 1000 had claimed its first victim.

Laps

Day Three saw participants travel back to Cape Town for a few laps of the Killarney racing circuit. The Healey had been fixed again (distributor) and was in the queue to go around the track. For many of the participants it was their first opportunity to drive their cars on a racing circuit, and while the Italian and German exotics looked at home blasting around the track, the same could not be said of the older cars – particularly a ‘67 Citroën DS gliding down the main straight in pursuit of a 1969 Porsche 911 S driven, rather vigorously, by Michelle Hambly-Grobler.

From Killarney, the route took participants into the Swartland, and a new challenge could be seen on the horizon – massive thunderstorms! Pouring rain, howling winds and lightning strikes made the going rather tough for particularly the older cars, but The Cape 1000’s mechanic always managed to get the cars going again. It was on this day that three of the Tribute category cars encountered problems – the MG and Austin-Healey ran out of fuel, and the Triumph suffered from fuel starvation. Drenched and exhausted, the cars’ crews made it to the end but, sadly, the beautiful Mercedes-Benz 300SL had to retire due to a clutch problem.

Fatigue

The last overnight stop was at Shelley Point in St Helena Bay, with the convoy leaving for Cape Town after another loop of the Swartland area and more regularity stages. Again, temperatures soared and some cars showed signs of ‘fatigue’. A punctured radiator eliminated one of the Lamborghini Huracans, while the beautiful Jaguar XK150’s steering failed (thankfully at low speed).

When the colourful convoy reached the cooler climes of Cape Town it seemed every petrolhead in the Mother City was awaiting them. Motoring enthusiasts, young and old, were out in force to support and wave The Cape 1000 participants through to the finish line at the V&A Waterfront.

The winners

While The Cape 1000 is more of an experience than a competition, points were scored in the regularity stages, and the prize-giving ceremony on the last night was anxiously awaited.

- Tribute Class – Overall Winners: Greg Marucchi & Hannes Oosthuizen (Austin-Healey 100/6)

- Classic Class – Overall Winners: Ciro de Siena & Duwyne Aspeling (Citroën DS19)

- Modern Classic Class – Overall Winners: Stuart Kidgell & Dawie de Villiers (Alfa Romeo GTV6 3.0)

- Sports Car Class – Overall Winner: “Hollywood” (Lamborghini Murcielago)

- Cape 1000 Overall Winners: Stuart Kidgell & Dawie de Villiers (Alfa Romeo GTV6 3.0)

- Spirit of the Cape 1000 Award (as voted for by participants): Michelle Hambly-Grobler (Porsche 911 S)

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Colin-on-Cars - Emira pricing revealed

Even before import duties and other nasty taxes, the new Lotus Emira V6 will set you back around R1,5-million, based on the just announced UK pricing for the ‘First Edition’ model.

Matt Windle, Managing Director, Lotus Cars, says: “The Emira is the most accomplished Lotus we have ever made, and to celebrate and reward our keenest early customers, we want to make the first cars extra special to own. The features have been carefully selected by our design team to make for a truly special and distinct First Edition.”

The Emira has been developed on a new lightweight bonded aluminium chassis – technology pioneered by Lotus and which remains an intrinsic part of the company’s sports car DNA.

Powering the V6 First Edition is the Lotus-honed 3,5-litre supercharged V6 engine, mid-mounted behind the two seats. Developing 298 kW, it is mated to a six-speed manual gearbox with a visible gearchange mechanism and hydraulic power-assisted steering.

Exterior details include LED lights all round, a titanium exhaust finisher, heated power-fold door mirrors and rear parking sensors. The Lower Black Pack is fitted as standard, which means the front bumper air blades, front splitter, side sills and rear diffuser are all in finished in gloss black.

The heated seats feature 12-way adjustability and two memory presets linked to the door mirrors (driver’s seat only). Climate control, cruise control, keyless start and selectable drive modes are all included.

Apple CarPlay, Android Auto and satellite navigation (in selected markets) are integrated into the Emira V6 First Edition, supported by Bluetooth and USB/12v sockets. The 10-channel/340W premium audio system has been developed in partnership with British brand KEF and includes DAB digital radio. All functions are accessed through a 10.25-inch centrally mounted touch-screen, with driver feedback through a 12.3-inch TFT instrument cluster ahead of the multi-function steering wheel.

Three more option packs are fitted as standard to the car, making four in total. The Drivers Pack gives customer the choice of Tour or Sport suspension with Goodyear Eagle F1 Supersport tyres, or Sport suspension with Michelin Pilot Sport Cup 2 tyres.

The Design Pack adds privacy glass, sports pedals, a black Alcantara headliner, and the choice of black, red, yellow or silver painted brake callipers. Lotus-branded footwell mats are also included. The Convenience Pack adds front parking sensors, rear reversing camera, rain-sensing wipers with aero blades, auto-dimming mirrors and a rear luggage storage net.

LOTUS EMIRA V6 FIRST EDITION TECH SPEC

Engine configuration3,456cc / V6Engine modelToyota 2GR-FESuperchargerEdelbrock 1740Power400hp / 298kWTorque420Nm (manual) / 430Nm (auto)Max engine speed6,800rpmGearboxSix-speed manual / six-speed autoCO2 emissions (WLTP combined)243g/km*0-60mph4.3 seconds*0-100km/h4.3 seconds (manual) / 4.2 seconds (auto)*Top speed180mph / 290km/h*Drag coefficient (Cd)0.349*

                                         *subject to homologation

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 Morgan heads for the hills

Morgan, the British carmaker renowned for its quirky, bespoke hand-built sports cars, has made a leap back in time to the off road arena with the very limited Plus Four CX-T. 

Just eight vehicles will be built, priced at £170,000 (R3,4-million) and supplied in full overland specification, with each customer having the opportunity to work alongside Morgan’s design team to specify their own CX-T.

The Morgan Plus Four CX-T is inspired by Morgan’s history of competing in all-terrain endurance trials. As early as 1911, Morgan sports cars were competing and winning in trials competitions. The more adventurous journeys that are frequently undertaken by Morgan customers all over the world have further fuelled the desire for Morgan to imagine the Plus Four CX-T. 

Following the launch of the Plus Four in 2020, Morgan partnered with Rally Raid UK, creator of Dakar race cars, to jointly design and engineer the Plus Four CX-T. One of the aims of the project is to demonstrate the capability and durability of Morgan’s new CX-Generation platform, along with the Plus Four upon which the CX-T is based. 

Every Plus Four CX-T is built at Morgan’s factory in Malvern, Worcestershire, before undergoing the final preparation and setup at Rally Raid UK’s own workshop facilities. Morgan’s design and engineering team have worked alongside Rally Raid UK throughout the programme to define the concept, specification, technical attributes, and aesthetic of the model.

The exterior of the Plus Four CX-T is designed to maximise luggage and equipment carrying capacity and provide the occupant protection necessary for extreme environments. 

Most prominently, the rear panel of the vehicle has been replaced with an equipment rack, with side body panels designed to be reminiscent of the classic four-seater Morgan. 

The rack houses two ruggediand waterproof Pelican luggage cases, a Zarges aluminium tool/storage box, two Rotopax 11-litre containers and two spare wheel/tyre assemblies. Additionally, for those who venture further off the beaten track, recovery equipment is mounted on the exterior of the car within easy reach when required. 

The external protective exoskeleton can also be adapted to carry leisure equipment such as bikes and surf boards, to compliment the lifestyle activities of the owner, while the removable side screens can be mounted onto the roof of the vehicle, allowing them to be carried unobtrusively in case of a change in weather conditions. 

The suspension has been designed to be expedition ready: tough and fit for purpose. Durability and a drive-over obstacle clearance of 230 mm, has been achieved using modified Plus Six wishbones. These widen the track and allow for the extra arc of movement required to achieve the desired suspension performance. The wheel arch apertures have also been modified, allowing the suspension to compress deep into the wheel well, providing maximum traction and stability. 

In addition to the main suspension hardware, the lower suspension arms contain bespoke bushes which further increase durability. 

A five-piece underbody protection system – comprising an engine guard, rear chassis guard, mid-section shield and rear undertray – helps to protect the chassis and important components from damage when driving in extreme conditions. The car is also fitted with a full bespoke exhaust system with rear side-exit that improves the departure angle and contributes to 230 mm of ground clearance. 

The Plus Four CX-T uses a BMW X-Drive electronic differential with bespoke software, calibrated and tested specifically for the application. Switches inside the cabin allow a choice of three modes to be selected depending upon the driving conditions; each mode varies the degree of differential lock that is applied.

Selecting ‘Road’ mode fully opens the differential, while ‘All-Terrain’ mode applies approximately 45% lock to the rear differential, allowing some variation torque distribution between the rear wheels. ‘All-Terrain – Extreme’ mode fully locks the rear differential, providing equal torque to both rear wheels. 

Inside the cabin of the Plus Four CX-T features have been added to improve occupant comfort and usability in remote environments. A RAM mount track is built into to the dashboard to allow the secure fixing of a variety of devices such as phones or cameras. A flexible map light, pencil and notebook holder have also been integrated, all designed to withstand operation in harsh driving environments.

Cabin stowage has also been optimised with the addition of a removable map/document holder and insulated cool bag, both located in the passenger footwell. A custom-made first aid kit is mounted to the internal roll cage behind the seats. 

The Morgan Plus Four CX-T is the second of two special projects being produced by Morgan in 2021, with the first being the Plus 8 GTR. The introduction of the Plus Four CX-T also coincides with the announcement of Model Year 22 updates to the Plus Four and Plus Six, and helps to inform technical and aesthetic advancements for Morgan’s current and future range of vehicles. The Plus Four CX-T is on sale immediately, with all vehicles due to be built before the end of 2021.

Iconic Ford GT40 re-imagined with electric power

Petrolheads reading this may well begin to weep into their pretzels but the reality of electric motoring is reaching deep into the classic heart with news a spark-powered re-creation of the iconic Ford GT40 is on its way. 

Everrati, a technology company specialising in the redefining and futureproofing of automotive icons through the integration of advanced electric vehicle powertrains and Superformance, a leading manufacturer of 1960s-era continuation component sports cars, have formed a strategic partnership – with the first new model being an electrified version of the legendary GT40.

Everrati was founded to further the legacies of some of the most desirable and iconic cars in the world, redefining and precision re-engineering them with state-of-the-art electric drivetrains, maintaining and enhancing the character of the original. 

Each Everrati is fitted with a custom-designed electric power unit and battery system, leading to enhanced performance and a zero-emissions future.  

Superformance offers a full line of high-performance component cars celebrating some of the most iconic vehicles of all time. All vehicles are built under license from trademark holders including GM and SAFIR GT40, adding authenticity and value. Sold as a rolling chassis, a Superformance car can be configured with heritage or modern drivetrains. 

The Everrati and Superformance partnership will allow enthusiasts to drive an electric-powered GT40, with development of this first model already underway. A prototype chassis has been built and is being comprehensively adapted from ICE power to advanced electric propulsion at Everrati’s UK development centre in Upper Heyford, a former US air base in the English Cotswolds. 

As with all Everrati vehicles, meticulous attention to detail is being applied to key factors such as battery location and weight distribution to maintain and enhance the character and soul of the original. Further details on this first new model from the partnership and reimagined icon will be announced in the coming months. 

Justin Lunny, Founder and CEO, Everrati, says: “This is the perfect partnership. The sole focus of both Everrati and Superformance is iconic cars and Lance and his team are THE guys when it comes to authorised continuation chassis of some of the most legendary cars in history. 

“Marrying these chassis with our advanced EV powertrains and precision engineering will enhance performance while keeping the essence and soul of the original. We aim to create the best electric driver’s cars while, at the same time, future-proofing these true past masters.

“So many legendary cars were created by Anglo American partnerships during the 1960s. In fact, the very first GT40 was brought to life in the early Sixties by a UK-based team led by expat British engineer, Roy Lunn, at Ford Advanced Vehicles in Slough. Its body was even made by Abbey Panels in Coventry, before the finished car was shipped to the US for its unveiling the day before the New York Auto Show, in April 1964. 

“So, it feels highly appropriate for Everrati to be partnering with Superformance, furthering not only the legacy of automotive icons but the partnership between the UK and US. Another cross-Atlantic connection is that our development HQ is located on a former US air base in the Oxfordshire countryside.” 

 Lance Stander, CEO, Superformance, added: “I’m very excited about the partnership we are announcing today. Justin and the team at Everrati have a compelling vision for the future, along with the engineering pedigree and expertise to reimagine this automotive icon for the 21^st century. 

“While I will always love a V8-powered vehicle, there is no doubting the ultra-high performance of Everrati’s advanced EV powertrains. I am genuinely impressed with the lengths to which Everrati goes to maintain the weight distribution and character of the original car. Electrification is the future in so many ways and adds another option for those who love classic sports cars.” 

 Alfa legends return

When it comes to car fans it is hard to top the ‘Alfisti’ for sheer brand loyalty and fervour – and they all should be ‘shivering with antici. . . . . . .pation’ right now, awaiting the arrival of a few of the extremely limited production Alfa Romeo Giulia GTA and GTAm headed to South African shores. 

Just 500 numbered cars are being built by Alfa Romeo and South Africa’s proud Alfa Romeo legacy and competition association with the nameplate has secured a very limited allocation. The order book is officially open and fortunate owners will not only acquire a legendary performance car, but an equally tasty experience and package of accessories with it. 

The acronym GTA stands for ‘Gran Turismo Alleggerita’ (alleggerita being the Italian term for ‘lightened’), and it originated in 1965 with the Giulia Sprint GTA, a very special model based on the Giulia Sprint GT, designed as a sports car and presented at the Amsterdam Motor Show staged that same year. 

The body of the Giulia Sprint GT was replaced with an identical version in aluminium, for a total weight of 745 kg compared to the 950 kg of the road version. A second, but significant variation concerned the 1570 cc twin cam engine which, in standard road configuration, with dual ignition, reached an impressive output of 86 kW.

 

The technicians at Autodelta, the official Alfa Romeo racing team, chose it as the reference vehicle for the Touring category and developed it to achieve a maximum output of 127 kW. The model’s competition success was immediate: three consecutive European Touring Car Championships, tens of national championships and hundreds of individual races in every part of the world. 

In South Africa it was largely spearheaded by the original GTA, the first car imported by the Thompson Brothers in 1965 to be driven by Keith Berrington-Smith. 

The right-hand drive 1600 GTA (one of 50 of the first 500 cars) was successfully campaigned and quickly developed. It was soon taken over by Basil van Rooyen’s Superformance and developed further into one of the most iconic touring cars of South Africa’s motor sport of the late 1960s. 

Carrying racing number Y152 (usually) and driven by Arnold Chatz it was one protagonist of the classic Alfa versus Ford battle with Peter Gough’s Meisner Escort, Y151. 

Further modified, including 2,0-litre GTAm engine and wide body, it was ultimately left in Angola after its last competitive race. 

A further 1300 GTA was imported in 1968 by Alderton Motors, then Johannesburg Alfa Romeo agent and campaigned in the ’68 and ’69 Springbok Series and some production car races shared with other legendary drivers, including Paddy Driver and John Conchie. 

Lesser known in GTA circles was a South African developed and marketed model of the Alfasud. The 1983 Alfasud Export GTA featured Alfa’s 1,5-litre flat four engine with 77 kW in the five-door hatch. 

The GTA nameplate would return again to South Africa in the early 2000s when a 156 was locally developed for Production Car racing. It was joined by a full factory onslaught of three genuine Autodelta/N-Technology prepared 147GTA Production Cars, giving BMW a serious run for their money, variously in the hands of Martin Steyn, Reghardt Roets, Morne Jurgens, Marco da Cunha, and Marc Auby. 

Alfa Romeo offered the 156 GTA and 147 GTA on showroom floors, both powered by a 184 kW 3,2-litre V6 engine with six-speed manual gearboxes. 

For the new Giulia GTA, Alfa Romeo engineers have striven to improve aerodynamics and handling, but, above all, to reduce weight: the same guidelines followed for the 1965 Giulia GTA.

 

The active aerodynamics were specifically studied to increase the downforce. These solutions contain technical know-how that comes directly from Formula 1, thanks to the synergy with Sauber Engineering and the use of the Sauber Aerokit. The same task is assigned to the side skirts, the specific rear spoiler and the active front splitter.

The titanium Akrapovič central exhaust system integrated in the carbon fibre rear diffuser is also new, as are the 20-inch centre lock wheels, appearing for the first time on a sedan. The handling at high speeds has been improved by widening the front and rear wheel tracks by 50 mm and developing a new set of springs, shock absorbers and bushings for the suspension systems. 

On GTAm, the aerodynamic front piece has been optimised to an extreme level, by adding a larger front splitter and a real carbon rear wing, which ensure a perfectly balanced load at high speeds. 

In terms of performance, the 2,9-litre V6 Bi-Turbo, made entirely of aluminium and capable of 375 kW in standard trim, reaches a power output of 390 kW on Giulia GTA thanks to calibration work performed by Alfa Romeo engineers.

Inside, the trim is 100% Alcantara on the dashboard, door panels, glove compartment, side pillars and the central trim on the seats. Alcantara is used even more extensively on the GTAm version, where the rear bench has been removed, leaving room for a fully upholstered ‘basin’, hosting specific mouldings deigned to hold helmets and a fire extinguisher. 

In the new GTAm, the interior is unique in that it features a roll bar, no door panels or rear seats and the door is opened with a belt in place of the handle. 

The work done to reduce vehicle weight has been significant and it has reaped particularly impressive results in the GTA. Here the total weight reduction amounts to 100 kg, thanks to the adoption of lightweight materials such as carbon fibre for the drive shaft, hood, roof, front bumper, front wheel arches, rear wheel arch inserts and the shell of the specific sporting seats with 6-point Sabelt safety belts. 

The result is a weight set around 1 580 kg which, combined with the increase in power to 390 kW brings the power/weight ratio to an excellent 246 kW/ton or 4,1 kg/kW, making Giulia GTA capable of delivering extraordinary performance. Its acceleration from 0 to 100 km/h stops the chronometer at just 3,6 seconds thanks to the Launch Control system. 

The Giulia GTAm is the two-seater configuration approved for on-road use, with front splitter and larger visible rear wing in carbon, the ultimate expression of sportiness. In the GTA version, with the same power, Giulia offers four seats, no rear roll-bar; spoiler and splitter optimised for daily use on the road; the same door panels, seats and windows as those of the Giulia Quadrifoglio. The result is a veritable supercar for everyday use. 

The sales process will be one-to-one, with a Brand ambassador product specialist following each customer from order to delivery. But the buying experience doesn’t stop at the dedicated sales process. Indeed, the new owners will also receive a personalized experience package kit, which includes a Bell helmet in special GTA livery, a full racing set by Alpinestars (race suit, gloves and shoes) and a personalised Goodwool car cover for protecting his or her GTA or GTAm.

 Lotus comeback starts with Emira

It is a name that has been exceedingly quiet for some time but, Lotus is back with its all-new Emira the company says perfectly embodies the ongoing transformation of the Lotus business and brand as well as featuring all the hallmarks expected from a Lotus – striking design, thrilling dynamic performance and outstanding aerodynamics.

Building on the legacy of the Elise, Exige and Evora, the Emira represents a quantum leap forward for Lotus and Matt Windle, Managing Director, Lotus Cars says: “The Emira is a game-changer for Lotus. It stands as a beacon of everything we have achieved to date in the transformation of the business, the embodiment of our progress. It is a highly significant milestone on our path to becoming a truly global performance car brand.” 

The Emira has been developed on a new lightweight bonded aluminium chassis, technology pioneered by Lotus and which remains an intrinsic part of the company’s sports car DNA. That vehicle architecture is wrapped with a design using cues clearly developed from the Evija. Key dimensions of the Emira are length 4 412 mm, width 1 895 mm, height 1 225 mm and wheelbase 2 575 mm. 

Powering the Emira will be a choice of two petrol engines, the 3,5-litre V6 that powered the Exige and Evora and, from summer 2022, the first new Lotus sports car engine for more than a decade makes its debut, with the Emira powered by AMG. The new-to-Lotus AMG unit is a turbo-charged 2,0-litre four-cylinder ‘i4’ from the performance division of Mercedes-Benz. 

Working with Lotus for the first time, AMG has come on board as technical partner on the Emira programme, with some fundamental changes made to the in-line four-cylinder set-up for its Lotus debut. Transverse-mounted and delivering rear-wheel drive, the unit has been modified with a new air intake system and new exhaust to suit the character of the Emira. 

The second engine is more familiar, the 3,5-litre supercharged Toyota V6 that is so loved by drivers of the Exige and Evora. Cars will be available with a manual, automatic and Dual Clutch Transmission (DCT). 

Across the Emira range, power output will between 268 kW and 298 kW at launch, with 0-100km/h acceleration in less than 4,5 seconds and top speeds of up to 290km/h. Maximum torque will be 430 Nm and CO2 emissions will start below 180 g/km. 

Manufacturing will take place at Lotus’ famous home in Hethel, Norfolk, following more than £100-million of new investment in the company’s UK facilities. 

Matt Windle adds: “The Lotus Emira is the most accomplished Lotus road car ever to roll through the Hethel factory gates. Beautifully proportioned with a stunning design inspired by the Evija all-electric hypercar, it’s the perfect package. The Emira is a junior supercar with all the thrills and head-turning characteristics found in the greatest Lotus cars, but at the same time is an everyday sports car that’s high on comfort and functionality, packed with the latest technology demanded by the discerning driver.”

 

LOTUS EMIRA RANGE TECHNICAL SPECIFICATION

Dimensions	Length 4 412 mm; width 1 895 mm (mirrors folded); height 1 225 mm; wheelbase 2 575 mm
Petrol engines	2,0-litre in-line four-cylinder / 3,5-litre V6
Transmissions	Manual, automatic and DCT
Power output	360-400hp
Maximum torque	430 Nm
Acceleration (0-62mph / 0-100km/h)	Less than 4.5 seconds
Top speed	Up to 290km/h
CO2 emissions	Start below 180g/km
EU DIN kerb weight	1 405kg in its lightest form
Connectivity and infotainment	10,25-inch touch-screen; integrated navigation*; Apple CarPlay / Android Auto; KEF Uni-Q premium audio system * not available in all markets
Key technology and features	Keyless-go; cruise control; rain-sensing wipers; electric folding door mirrors; powered seats; all-LES exterior lights; adaptive cruise control; anti-collision system; fatigue alert; road sign information; vehicle speed limiter; lane departure warning; rear cross traffic alert; lane change assist.

 Road Review - Mercedes-Benz C53 AMG 4Matic+

Fortunately, I live in the Southern regions of KwaZulu-Natal where winters are warm enough mid-morning to go top-down motoring without fear of hypothermia or frostbite so, giving the Mercedes-Benz E53 AMG Cabriolet a blast on my favourite roads was a rather engaging experience. 

I am not a particular fan of the cabriolet in general. Early experiences with performance-orientated topless cars tended offer up plenty of scuttle shake along with visible body flexing. Additionally, in this – sadly – crime-ridden land of ours, cabrios are not all that practical. 

Also, I have always viewed them as boulevard cruisers to drive at slow speeds in order to take in the admiring glances. 

However, things have very definitely changed and this car has top-drawer body stiffness with none of that scuttle shake and it sits, planted firmly on the road even under vigorous wheel-twirling directional changes.

The back story of the Mercedes-Benz cabriolet dates to 1991 when the company debuted a four-seater with a fabric top at the Frankfurt International Motor Show. It was initially known as the 300 CE-24, and revived a long tradition of four-door open-top vehicles in company’s brand history. It was renamed the E-Class in 1993. 

Fast forward to 2021, and Mercedes-Benz launched a comprehensive facelift for its E-Class Coupé and Cabriolet. Upgrades included a healthy facelift, with the front sections, in particular, being given a fresh look; a good dose of new technology, including the next generation of driving assistance systems and the MBUX infotainment system. 

The key feature is the AMG-specific radiator grille with 12 vertical louvres. The A-shaped design of the front, which becomes broader towards the bottom and the flatter, sharper-cut all-LED headlamps create a powerful impression. 

Viewed from the side, the standard 19-inch light-alloy wheels in the aerodynamically optimised 5-twin-spoke design are quite eye-catching. As an option 20-inch light-alloy wheels in a 5-twin-spoke design are available, with the optional AMG Night Package offering an even sportier appearance with outside mirror housings, window frames plus trim elements in the front and rear apron styled in high-gloss black. 

On the inside, the upper section of the dashboard appears to hover, resting on trim elements that flow through into the doors. 

The E-Class is fitted with an entirely new, intelligent steering wheel as part of the facelift. This is available as a leather steering wheel and in a super sports variant. It is also equipped with the latest generation of the MBUX (Mercedes-Benz User Experience) multimedia system, which comes standard with two large 10,25-inch high-resolution screens, arranged side by side.

 Under the bonnet, the electrified 3,0-litre engine with twin turbo-charging via an exhaust gas turbo-charger and an electric additional compressor generates an output of 320 kW and produces a peak torque of 520 Nm. This results in a 0-100 km/h sprint time of 4,6 seconds, with top speed governed to 250 km/h (or 270 km/h, if the AMG Driver's Package is selected). 

The engine is coupled with the AMG SPEEDSHIFT TCT 9G transmission and it features all-wheel drive with braking to match the performance in the form of cross drilled and internally vented 370 mm x 36 mm discs, with four-piston fixed callipers and AMG lettering at the front, while the rear axle is fitted with internally vented 360 mm x 26 mm discs with single-piston floating callipers. 

With the five Dynamic Select drive programs - Slippery, Comfort, Sport, Sport+ and Individual, the characteristics of the new Mercedes-AMG E53 4MATIC+ models can change from efficient and comfortable to very sporty at the touch of a finger. The modes modify key parameters, such as the response of the engine, transmission, suspension and steering. 

The test car was also fitted with the optional AMG Track Pace although I am at a loss to understand why anyone would want to put this car (sans roll cage) onto a race track. 

It is brisk, make no mistake about that and it is very easy while highway cruising not to notice the speed ramping up until you are well past the national limits – fortunately there is cruise control and a speed limiter option. 

Having had the CLA45 AMG on test fairly recently, the comparison between the two cars puts the E53 in the greater comfort zone. Where the C-Class version reacts quite strongly to road ripples, the heavier and bigger E-Class rides them with more panache. 

That additional mass also results in a little more ‘push’ at the front going into tight corners but the bigger road footprint also means less fidgeting from the back end trying to break traction – all of which means with a minor adjustment to driving style, the cabriolet can be hurled around pretty much at will.

 

Of course, it is also well suited to being the boulevard cruiser and, with Active Brake Assist will coddle the driver in traffic by reacting quickly to slowing traffic, stationary vehicles or pedestrians. It also has hands-off detection, allowing the car to react quickly and intelligently if the driver is unable to do so. 

The hands-off detection feature of the steering wheel means if the system detects the driver does not have their hands on the steering wheel for a certain time, a warning cascade is started, which finally activates Emergency Brake Assist if the driver continues to be inactive. 

Fuel consumption in normal Comfort mode on my test cycle came in at 9,3 l/100 km and you really do not want to know what it becomes when absolute hooligan mode is put into play. 

In the lexicon of Mrs W, this is a “growly” car – and, indeed it is, and that is perhaps the true beauty of a convertible, where you can hear that gentle growl grow into the full-throated symphony that is petrolhead bliss.