Cosworth solidified its association with Ford on road cars by developing the YB series of engines. Starting with the Ford Sierra RS Cosworth in 1986 with the famous in-line four producing 204 PS, this hugely successful engine destined for great things both on and off the track. This collection includes three of those famous cars, all very successful for both Ford and Cosworth which made Ford Cosworth a household name.

Triumph Herald 1200, Monmouthshire Constabulary

Monmouthshire Constabulary, which became part of Gwent Constabulary on April 1st, 1967, were early adopters of the then experimental Unit Beat Policing (UBP) methods being trialled in the early 1960s. The concept took constables off the 'beat' and into 'panda cars', allowing them to cover much larger areas and still walk a beat to meet the public. However, the advent of radios meant the UBP cars were constantly responding to calls and the beat concept gradually faded away. This car was one of six Heralds bought in September 1966 purely for UBP work, a task the reliable tight-turning Herald was ideal for. They were not fitted with blue lights or sirens in this role.

During the late 1950s, as traffic density increased and radio technology improved, the government and police started to look at different methods of policing both beat patrols and traffic management. The first 'Z' car-style policing experiments were done in Kirkby, near Liverpool, in 1959 and entailed replacing beat policemen with uniformed two-man police patrols in cars. The term 'Z car' was coined by Colonel Eric St Johnstone, then Chief constable of Lancashire, during this trial and eventually became the title of a long running BBC TV series on which St Johnstone acted as technical advisor. These experiments led to the UK officially introducing Unit Beat Policing in December 1966. Some forces resisted initially but it had become almost universal by the end of 1968.

• Engine: 1147cc 4IL OHV
• Power: 39bhp@4500rpm
• Torque: 61lb.ft@2250rpm
• 0-60mph: 28.6secs
• Maximum speed: 74mph
• Unladen weight: 1771lbs

The Volkswagen Beetle entered the record books as the bestselling single-model car of all time on February 17th 1972 when production reached 15,007,034 units, eclipsing the Ford Model T. When production finally ceased on July 30th 2003, Volkswagen had produced a total 21,529,464 and it’s unlikely this record will be eclipsed as cars now rarely remain in production longer than 10 years. It was developed by Ferdinand Porsche in the mid 1930s and was heavily influenced by the then modern design thinking about economy cars espoused by Hans Ledwinka of Tatra and others. The result was a rear-engined air-cooled saloon which was rugged, simple and reliable in any sort of extreme weather conditions.

Although Volkswagen's legendary advertising campaign for the US market highlighted the fact that the Beetle did not change year-on-year, making it easier to source parts, it did develop over the years because of both market pressure and legislative changes. The first obvious visual change was in 1953 when the vision-limiting 'split' rear-window was replaced by a one-piece oval design, which lasted until August 1957 before being superseded by an even larger rear-window. The example modelled was one of the last 'oval' window cars, which was registered in London in June 1957. Current owner, Robin Allen from Hampshire, had it professionally refurbished in 1990 and it remains in excellent condition whilst retaining its original engine.

• Engine: 1192cc 4-HO OHV
• Power: 30bhp@3,700rpm
• Torque: 56lb.ft@2000rpm
• Maximum speed: 70mph 0-60 mph: 28secs
• Weight:1720lbs

The Mk1 Granada was produced from 1972-1977 in both the UK and Germany with 123,368 being made in the UK alone. However, rust and banger racing has destroyed many and few survive, Ghias in this unusual but striking colour being especially rare.

First registered in October 1977, this Ghia’s early history is unknown but it was purchased as a complete and running car by Gary Davison from Ryhope in Sunderland on March 8th, 1997. Gary’s father Ian had run a Granada Coupé when he was growing up and he’d inherited an enthusiasm for V6 Mk1 Granadas.

Tragically, Gary passed away in 2006, aged just 37, because of a heart condition. Thus his son, the current owner Lewi Davison, inherited the car when he was just 11 years old.

The British Motor Corporation was created in 1952 by the merger of long time competitors Austin and Morris leaving many towns with competing dealers franchised to sell only two or three of their now six marques. Chairman, Leonard Lord, devised the concept of 'badge-engineering' the 1959 1.5-litre Farina styled Austin A55 Mk2 Cambridge into five different versions (Austin Cambridge A55 MK2, Morris Oxford Series V, Wolseley 15/60, MG Magnette Mk3 and Riley 4/68) so every dealer had a vehicle to sell to their often brand-loyal customers. The whole range was updated and restyled in late 1961 and remained in production until 1971 by which time over a million of all types had been produced.

Sold new in late 1961 by Knavesmire Garage in York, 4771 DN is one of a small number of early Oxfords made in this distinctive hue with no mid-line chrome strip.  It returned to the dealer as a used car in 1967 and was loaned to the garage's workshop-foreman, Bob Turner, for his family's summer holiday to Reighton Gap Caravan Park. His car-mad son, Steve, then 5, was impressed by the 'salmon pink' car, the first Oxford he'd ever travelled in, and has retained that youthful passion; becoming one of the UK's leading restorers of the type and Secretary of The Cambridge-Oxford Owners Club. Sadly it is believed 4771 DN was scrapped in the early 1970s and no other Deep Pink Oxfords survive.

Engine: 1622cc 4IL OHV
Power: 61bhp@4500rpm
Torque: 90lb.ft@2100rpm
Maximum speed: 81mph
0-60mph: 21.4secs
Produced: 296,255 (Series V & VI)

The Morris Minor was launched at the 1948 London Motor Show, Britain's first since the cessation of hostilities, alongside another legend the Jaguar XK120. In its original form it used a 918cc sidevalve engine and its headlights were mounted low in the grille. Foreign market legislation forced the lights up into pods on the wings in 1951 and then, when Morris Motors merged with Austin in 1952 to create BMC, the Minor received the Austin-designed 803cc A-Series engine.  This was updated to create the 'single screen' Minor 1000 in 1956. The Minor was Alec Issigonis' first complete car design and possessed extremely surefooted handling which was many years ahead of its competitors.

Engine: 948cc 4IL OHV
Power: 37bhp@4750rpm
Torque: 50lb.ft@2500rpm
Maximum speed: 73mph
0-60mph: 25.9secs
Produced: 1,303,331 (all Minors)

Extensive government research into policing procedures led to 'Unit Beat Policing' (UBP) being rolled out across the UK during the late 1960s. Conceptually this was a big change as police officers, who had previously walked a 'beat' over a given time period, now drove between different areas walking for a while before driving to the next. This led to the introduction of the 'Panda Car', so named because it featured white panels on a blue car. These were usually small, economical cars such as the Minor. The example modelled was one of The Lothians and Peebles Constabulary's (L&PC) initial batch of twenty UBP cars, all Minors, supplied by Hall Brothers of Musselburgh.

• Engine: 1098cc 4IL OHV
• Power: 48bhp@5100rpm
• Torque: 60lb.ft@2500rpm
• Maximum speed: 74mph
• 0-60mph: 24.8secs
• Produced: 1,303,331 (all Minors)

In October 1963 Rover announced their compact 2000 model, often known colloquially by its codename P6. It was an all-new design featuring a unit-construction base skeleton covered by bolt-on body panels, independent front suspension using horizontal coil springs, de Dion rear suspension and four-wheel disc brakes, giving it class-leading dynamics. Its radical exterior and interior styling was by David Bache and its pioneering passenger safety-cell contributed to it becoming the first ever 'European Car of The Year' in 1964. Rover's General-Motors derived all-aluminium V8 was offered as a more powerful option in April 1968, finally giving the P6 the power its chassis had always warranted. Production of the P6 ceased in 1977.

Engine: 3528cc V8 OHV
Power:  150bhp@5000rpm
Torque:  204lb.ft@2700rpm
Maximum speed: 122mph
0-60mph: 9.1secs
Produced:  292,947 (all P6)

This Series 2 model was painted in a slightly later Series 3 colour, quartz blue. It was owned from 1972-1975 by Edinburgh-based Kenneth Scott and he remembers that, although areas underneath showed it had originally been green, it had been painted very professionally and comprehensively. This has led Alpine enthusiasts to speculate it was done by the Rootes development department in order to see what an Alpine would look like in their new colour. Alternatively it could have been sprayed by the Edinburgh dealership it was dispatched to as a special order for a favoured customer. This would explain why the hardtop, usually in a contrasting shade, was the same colour.

• Engine: 1592cc 4IL OHV
• Power: 80bhp@5000rpm
• Torque: 94lb.ft@3800rpm
• 0-60mph: 14.8 secs
• Maximum speed: 97mph
• Weight: 2,135Lbs

Ford Escort Mk1 RS2000 Daytona Yellow The RS2000 was the last MK1 RS Escort to be announced and was created by fitting the Mk3 Cortina’s SOHC 2-litre engine into the smaller, more nimble Escort. It was ideally suited to both Group-1 motorsport or spirited road use and in standard guise was not much slower than the more expensive and complex Cosworth BDA engined RS1600. It was unveiled on July 4th 1973 and 5,334 were produced in only eighteen months, 3,759 of which were for the UK. The RS2000 modelled was first registered on October 18th 1974 by Finchley-based Ford dealers W. Harold Perry, Ford’s main London dealer from 1912, and retained by them until March 1975 as a demonstration car.

Vauxhall got ahead of Ford by launching their fresh new front-wheel-drive 'J-car', as it was known internally, in Autumn 1981 when Ford's new Sierra was still almost a year away. It was an immediate sales hit, being handsome, robust, reliable and great to drive. Vauxhall pulled the rug from under Ford again by announcing the injected 1.8-litre SRi in 1982 and suddenly every sales rep Europe wide had a new purpose in life, to own an SRi. Its lightweight but strong and discreetly aerodynamic bodyshell made the best use of the new engine's power and allowed this genuinely rapid saloon to be fairly economical while alloy wheels, spoilers, graphics and bucket-seats provided showroom appeal.   

The 2-litre SRi 130 was introduced in 1987 and has become a cult classic today. The example modelled was originally owned by Len Balls, Service Manager at Cowies Vauxhall in Bury St Edmunds, Suffolk, where it was originally registered on 6^th August 1987. He serviced it meticulously for fifteen years then sold it to an enthusiast who dry-stored it for three years. Current owner, Cleethorpes-based Mk2cav.com member Darren Cox, bought it in 2005 and in October 2006 embarked on a detailed restoration to a better than new standard using as many original components as possible. The finished car, known amongst his family as 'Champers' because of its champagne colour, has still only covered 55,000 miles and is considered to be one of the UK's best.

Engine capacity: 1998cc 4IL OHC
Power: 130bhp@5600rpm
Torque: 133lb.ft@4600rpm
Max speed: 117mph
0-60mph: 8.2secs
Weight (unladen): 2320lbs

The Stag modelled was purchased from BL Dealers F.W. Warwick and Son, Petersfield, Hampshire, on June 12th 1974, by David Ford, from Hayling Island. It cost £3146.56, including a £41.45 laminated windscreen and a whopping £292.98 for a Radio-Mobile 108SR cartridge 8-track player. He had major engine repairs carried out on the car in 1980, which resulted in a court case with the garage concerned; correspondence in which Ford stated "car worse than before" has remained with the car. Stag specialist Clive Tate did a full engine rebuild in 1990, after it had blown up while Ford was holidaying in Wales.

He obviously loved the car though, as he kept it until July 2011. David Ford had the body restored in 1994 at a cost of £4300, and second owner, Peter Harper, carried out more restoration work including having the seats retrimmed in the original shadow blue Ambla vinyl, a new blue hood, and new stainless steel bumpers. However, he only kept it 18 months before current custodians, Cambridgeshire-based David Currington and Helen Field, purchased it in December 2012. It's now covered just over 90,000 miles and, having been well looked after, is a very good but usable example. David and Helen have had the hard-top resprayed and the manual-overdrive gearbox rebuilt after reverse gear sheared off. They are enthusiastic members of the Stag Owners Club, attending events regularly, and enjoy using the car all year round.

Engine: 2997cc V8 SOHC Power: 146bhp@5700rpm Torque: 167lb.ft@3500rpm 0-60 mph: 9.3 seconds Maximum speed: 116mph Weight: 1274kgs

The car modelled was purchased from Tildesley Ford, Walsall, for £1250 on August 1st 1973 by a then 25 year old engineering company MD, Ivor Grange. He bought it off the showroom floor, pleasing salesmen who’d nicknamed this colour ‘doom blue’; yellow or orange being the fashion. Unusually, it had been built with black cloth seats but he requested two dealer-fit extras, a vinyl roof and Dinitrol rust-proofing. He drove it for 10 years, 56,000 miles, before putting it in his garage for restoration. In 2007 Ivor sold it, untouched, to Midlands-based enthusiast Mark Rogers who totally restored the car and was delighted that Ivor was able to join him displaying the car in the 2017 NEC Classic Car Show’s Pride of Ownership competition.

The MGB modelled was registered in January 1974 and is presented as it was when new. However, it’s led an interesting life. When only eight years old, after being damaged, it was partially rebuilt by MG Specialists Chatham’s in Braintree, Essex, and returned to almost as-new condition.

Since then it’s been well cared for by a number of owners as the car’s substantial history file proves, before being purchased in 2013 by the current owner, David Trotter, who is based in the French Alps. He sent the car to well-known MG specialist Oselli, who fitted one of their fast-road 1950cc engines, converted it to left-hand-drive, and carried out various other works to improve it.

This Capri was purchased new from Ford agents M&M Services in Eastriggs, South West Scotland, by David Mulholland who’d originally attempted to order a Capri from a Ford dealer in Dumfries. Unhappy with their response he found that M&M had one in their showroom, bought it, and requested the number plate XSW 24W because he was then a truck driver with the CB handle ‘24V’.

He used the car for five years and it had two further keepers before being purchased in 1996 by the current owner, Cumbriabased Malcolm Rolland, for £700 without an MOT. It had covered 74,000 miles. He used it for four years, then embarked on an epic nine-year restoration. The result, after over 3600 hours in the garage, is one of the best Capris in the UK.

Ford Capri Mk3 3.0S Graphite Grey The Capri Mk2 of 1974 revised the successful 1969 Mk1 by adding a useful hatchback while retaining the sports coupe’s attractive basic outline. The Mk3, launched in March 1978, brought in many detail upgrades the most obvious of which were the partially shrouded twin-headlamps, front-spoiler, wrap-around bumpers and slatted grille. These, combined with the rear-spoiler, lowered the drag coefficient to 0.374, a reduction of 12.6%, and improved both high-speed stability and fuel economy. This made an attractive showroom package and remained in production at Ford’s Cologne plant until December 19th, 1986, by which time 324,045 Capri Mk3s of all types had been produced.

The V6 Capris are often regarded as the most desirable models in the Capri range but many enthusiasts regard the 2.0S as equally desirable, especially if the 2-litre SOHC engine has been tuned. The smaller engine created a less nose-heavy car that was 188kgs lighter overall and, when fitted with the more responsive S suspension package, was a very appealing driver’s car. It was only one second slower to 60mph than the V6 but also considerably more economical. The Mk3 2.0S also featured a rear spoiler and an integrated front-apron spoiler which reduced lift by 7% and drag by 6%.

The XR3i modelled was based at Darlington Police Station from 1983 under the call sign M10D, or more usually 'Mike 10'. It was used by 'Traffic' and was one of two XR3is employed by the Constabulary in this role during that period with the other, A277 BJR, being based at Peterlee; both were later replaced by Astra GTEs. The XR3i was an ideal urban traffic car because it was relatively small and nimble but genuinely fast enough to carry out all the tasks demanded by this role. It was thus a formidable weapon in the fight against car crime although, ironically, XR3is were one of the most commonly stolen cars of that era...

The XR3i was used in this role by Merseyside, Durham, Dorset, and Cambridgeshire, but other forces adopted hot hatches for similar duties. With impressive grip and vice-free front-wheel-drive handling, honed by F1 Champion Jackie Stewart, a 0-60 time of 8.6 seconds and a maximum speed of 116mph it could keep up with far more exotic cars in any real-world situation. It could, however, still carry the equipment that the job by then demanded and have two passengers in the back if needed. The UK police started using small performance saloons in the early 1960s, with the Mini Cooper pioneering this role, although other rally and race-bred saloons quickly followed with the Lotus Cortina, Escort Mexico and Escort RS2000 being popular.

Engine: 1597cc 4IL SOHC Power:105bhp@6000rpm Torque: 101lb.ft@4800rpm 0-60mph: 8.6 seconds Maximum speed: 116mph Weight: 2040lbs

Ford Motors Company Trademarks and Trade Dress used under license to Hornby Hobbies. Manufactured by Hornby Hobbies Ltd.

It became clear almost immediately after the Land-Rover's launch in 1948 that it could be used in a far greater number of roles than Rover had initially envisaged. The vehicle modelled is the first Land-Rover built for the fire service, and thus the first to leave the Solihull works painted red instead of green. It was actually the first of a batch of four dispatched in February 1949 to the Derbyshire Fire Service, all of which were handed over to Derbyshire's Divisional Fire officer at the same time.

They were among the last vehicles made using the R86 1948 model-year numbering sequence, before production of the subtly different 1949 model-year vehicles commenced. Other than the red paint they were all standard vehicles and were used to transport equipment and personnel around Derbyshire, a region where off-road capability is important because of the topography. All four were painted green to be sold off in the mid 1960s and the current owners, North Yorkshire-based Robert and Rachel Sargeant, spotted the vehicle on eBay in 2010. It was by then painted blue and had been off the road for 35 years but, although in very poor condition, it was complete and unmodified. The Sargeants embarked on a total restoration to return it to its original condition and livery that took 570 hours of work but was finished in time for the Series One Club's rally in June 2012.

Engine: 1595cc 4IL IOEV Power: 50bhp@4000rpm Torque: 80lb.ft@2000rpm Width: 61 inches Length: 132 inches Weight: 2,594lbs

Land Rover and the Land Rover Logo are trademarks owned and licensed by Jaguar Land Rover Limited.

A40 Farina Mk1 'Alf', 1960 Monte Carlo Rally, Winner: Coupe des Dames, Pat Moss & Ann Wisdom. Pat Moss and Ann Wisdom's winning of the Coupe des Dames, or 'Ladies Prize', on the 1959 Monte Carlo Rally had been well publicised and BMC thus entered the pair in the 1960 Monte, always the season opening event in January, driving a similar A40. The little 1-litre A40 was one of Pat's favourite cars because it handled well, was the right size for rallying, responded well to tuning and the driving position suited her stature. BMC Competitions Department at Abingdon, where both Pat and 'Wiz' were very popular with the mechanics, built a new example for this event, 947 AOF, which Pat, who nearly always named her cars, immediately christened 'Alf'.

Austin, Austin-Healey, MG and Morris are registered trademarks of MG Moror UK Ltd. Licensed by British Motor Heritage Ltd. Licensing agent LMI www.bmh-ltd.com     

The more sporting S specification Cortina was popular with customers who wanted the stiffer suspension and improved handling it offered. However, the vast majority of the nearly 3000 S specification cars built were the 4-cylinder 2.0S, as the 'Cologne' V6 engined 2.3-litre version tended to be ordered with an automatic gearbox in the more comfort-orientated Ghia specification. The 2.3S modelled, which has a manual 4-speed gearbox, is therefore one of only 476 produced at Dagenham for the UK market, one of only two remaining and the only currently roadworthy example.

Built in June 1978, and registered on July 3rd, it also features the extremely rare 'Orange Cadiz' upholstery instead of the more common grey. The previous owner, a Cortina enthusiast, enjoyed it for almost two decades but wanted to sell it to someone who would restore it. In August 2017 the current owner, Cambridgeshire-based aircraft engineer Simon Hoar, was able to persuade him that he was the man for the job. Simon had grown up with his dad's Mk4 Ghia, and loved it, but had rolled that car and written it off when aged 17. Thus, he initially bought the 2.3S to restore and give to his dad, Richard, to repay that long-standing debt. However, Richard found out, ended up helping, and the pair now share the matching-numbers car. Their concours standard complete restoration was finished in April 2018 and won Classic Ford Magazine's 'Restoration of the Year'.

Engine: 2294cc V6 OHV Power: 107bhp@5000rpm Torque: 130lb.ft@3000rpm 0-60mph: 12.2 seconds Maximum speed: 103mph Weight: 2507Lbs

Ford Motors Company Trademarks and Trade Dress used under license to Hornby Hobbies. Manufactured by Hornby Hobbies Ltd.

The Mk4 Cortina was based on the existing Mk3 platform but sported a totally new body, which was crisper and less American influenced than the Mk3 had been. It was styled under the leadership of Uwe Bahnsen at Ford in Germany and was now almost fully integrated with the European Taunus range. A 2.3-litre V6 model was made in relatively small numbers but the 2-litre 4-cylinder Ghia was the defacto top model for economy minded company car users and was luxuriously equipped for its era, featuring a wood-veneer dashboard and door cappings, extra sound deadening, a vinyl roof, cut-pile carpet and luxury cloth seats.

Subaru Impreza WRX Type RA STi V.II 555 Pure Sports Sedan. Sports Blue. The fantastic sales success off the first STi was a surprise to Subaru, although in hindsight it's hard to see why. However, on 22nd August 1995, only sixteen months after the first generation had been announced, they launched the STi Version II to meet this demand. Unlike the first it was built in Subaru's main production facility at Yajima, solving the volume problems associated with hand building the original in STi's smaller Mitaka plant. The V.II range included the limited edition Impreza 555, of which 500 'Sedans' and 100 'Wagons' would be built, with Sports Blue paint, a central roof-vent (sedan only), gold 16 inch Speedline Electra wheels and an optional dealer-applied sticker package.

The 555 V.II STi was only sold on the Japanese domestic market, or JDM as it's often called, but the example modelled was brought to the UK in 2008. Since 2013 its been owned by Wales-based Subaru enthusiast Dale Webb, who, after thoroughly overhauling it shortly after purchase, was pleased to find it was as original and sound as he'd thought when buying it. He's used it sparingly but regularly ever since, attending events organised through the Subaru forum www.type-ra.com, of which he's an active member, and enjoying its prodigious performance on track when he can. He's added a Prodrive suspension kit and exhaust, but has otherwise kept it original including the shorter final-drive of 4.111:1 that all STi V.II cars used.

Engine: 1994cc EJ20-Boxer 4cam 16v Power: 275PS@6500rpm Torque: 235lb.ft@4000rpm 0-60mph: 5.1 seconds Maximum speed: 112mph (Limited under JDM laws) Weight: 1515kgs

“SUBARU”, “IMPREZA” and all other associated marks, emblems and body designs are properties of SUBARU CORPORATION and used with permission.

The Granada Mk2 range was announced in August 1977 and although it appeared to be an entirely new car it actually used basically the same platform and suspension as the Mk1 that had been in production since 1972. The fribble, however, was a neat pan-European sharp but understated and elegant design by Filippo Sapino, overseen by Ford of Europe Vice President of Design, Uwe Bahnsen, which had a CD of 0.44. The free-revving 'Cologne' V6 engine was adopted in favour of the Mk1's 'Essex' V6 and fuel injection featured on more expensive versions.

The range was huge from the launch and spanned a basic 65bhp taxi specification version to the luxurious 135bhp Ghia. Although the 4-door saloon was the most popular, the Mk2 was also available as both a 2-door saloon and a very capacious estate. The whole range was substantially updated in 1981 with wraparound bumpers, a body coloured grille, improved suspension, enhanced sound deadening, more comfortable seats and more power. This kept it competitive with newer rivals and 918,969 Mk2s were produced before production ceased in 1985.

The car modelled is a later Ghia X, which featured an electric slide and tilt sunroof, electric boot release, electric seat adjustment, heated seats, a trip computer, electric mirrors, Michelin TRX metric tyres and air conditioning. It was first registered in March 1984 and was substantially restored by owner and enthusiast Ajay Notani in 2012. Engine: 2792cc V6 OHV Power: 160bhp@5700rpm Torque: 162lb.ft@4300 Maximum speed: 117mph 0-60 mph: 8.9secs Weight: 3009lbs

Ford Motors Company Trademarks and Trade Dress used under license to Hornby Hobbies. Manufactured by Hornby Hobbies Ltd.

Apollo Green The 1977 Mk2 Granada was based on the underpinnings of the Mk1 but Ford put a great deal effort into both the refinement of the car and its aerodynamics. The result was a luxury express which, in top of the range Ghia trim, offered serious competition to the premium luxury brands but was, in the Ford tradition, still simple and economical to service and maintain. All European market Granadas were built in Cologne, Germany, and featured the German-designed 2.8-litre V6 in place of the Mk1’s 3-litre ‘Essex’ engine. The Mk2 Granada remained on sale until 1985, by which

Ford purchased Italian coachbuilders Carrozzeria Ghia SpA in 1970. Initially Ghia worked on future Ford designs and concept cars but in the early seventies the Ghia name was transformed into the company’s most luxurious trim level on both European and American Fords. The Escort Mk2 Ghia featured more sumptuous cloth upholstery, wooden trim on the dashboard, distinctive square headlights, bright side mouldings, a Ghia crest on the lower part of the front wings and a vinyl roof. The majority of Ghias built were 4-doors, so 2-door examples are now rare because many of the small number produced have been converted for motor sport use.

The Mexico nameplate survived into the Escort MkII range but the car lost the 1600 crossflow OHV engine that had been so crucial in securing victory on the 1970 London to Mexico World Cup Rally and been such a huge part of the subsequent ‘Mexico’ tribute road car’s character. Instead, the Mk2 used a 1600cc version of the RS2000’s SOHC engine. It was only 2 seconds slower to 60mph than the RS2000 but at £2978, £541 cheaper. The Mexico was the entry-level Mk2 RS Escort but is now amongst the rarest as only around 10% of the 2,290 produced in Saarlouis, West Germany, remain.

The Mk2 Golf was announced in 1983 and, whilst more refined, aerodynamic and capacious than the Mk1, was slightly larger and heavier. Volkswagen thus introduced the 16 valve version in late 1985 to address the perceived performance deficit of the Mk2 8 valve GTI to newer rivals such as the Peugeot 205GTi and Vauxhall Astra GTE. The car modelled was first registered on May 1st 1988 near Preston, Lancashire, and is one of very few UK cars ordered in Monza Blue, a colour only available on 1987 and 1988 model year Golfs and which, surprisingly, wasn't that popular. That rarity, of course, means enthusiasts now actively seek out the few remaining Monza Blue examples. Current owner, Kate Westmoreland, a long-standing Volkswagen enthusiast who owns and manages Sandford Road Auto Centre, Doncaster, looked for a 'Monza Blue' for quite some time before purchasing this car from Broxburn, Scotland, in June 2019.

The journey home was challenging as the clutch started to slip but Kate finally arrived at 3.15am and was overall, once she'd replaced the clutch, pleased with the condition and look of the car. Although it's had, incredibly, twenty-one owners, many were friends in the Scottish VW community so it has an excellent interior and wears its 180,000 miles, most of which were done before 1991, lightly. Kate now enjoys using the car regularly but is planning to improve the paintwork and reinstate the original alloy wheels.

Engine: 1781cc 4IL 16V DOHC Power: 139bhp@6100RPM Torque: 123.5lb.ft@4,600rpm 0-60mph: 7.9secs Maximum speed: 129mph Weight: 960kg

Trademarks, design patents and copyrights are used with the approvals of the owner Volkswagen AG

Jaguar's sublime 1968 XJ6 Series 1 was always designed to accept the refined new 5.3-litre V12 the company had been developing for some years. When the XJ12 was finally revealed in 1972 it was the best and most refined car in the world, effortlessly powerful, supremely comfortable, and whisper quiet. The 1973 Series 2 built on that, improving the heating, ventilation and air conditioning, grouping the minor gauges in front of the driver, and altering the switching so a number of functions were controlled by stalks rather than switches. The most obvious external change was the two-piece grille, split by a higher front bumper that was designed to meet new US minimum bumper-height regulations. Jaguar purchased Daimler in 1960 and, when they amalgamated with BMC in 1965 to form BMH, became part of the same group as renowned coachbuilder Vanden Plas, Kingsbury, London. The V12 engine enabled the historic Daimler Double-Six name to be revived, thus the car modelled here became the most luxurious long-wheel-base XJ-derived car available. Hand finished by Vanden Plas' craftsmen the Double-Six featured unique colour schemes, Vanden Plas badges, a vinyl roof with chrome finisher at the rear, chrome-swage-line trim, chrome door mirrors, unique leather seats with individualised rear seats, boxwood inlayed interior wood trim, enhanced door trims, Birstall Evlan carpets, rear console cigar lighter and lambs' wool over-rugs. The resulting machine was a distinctive and serious rival to far more expensive cars. Engine: 5343cc V12 SOHC Power:285bhp@5750rpm Torque: 294lb.ft@3500rpm 0-60mph: 7.8 seconds Maximum speed: 147mph Weight: 4032Lbs

From late summer 1974 the Thames Valley Police (TVP) XJ6 modelled was based at TVP HQ, Kidlington, or 'Traffic South' as it was known. This was also where TVP serviced their vehicles. It was one of a number of 4.2-litre Jaguars, all fitted with a manual/overdrive gearbox, used by TVP 'Traffic' for motorway work. They were very popular with the officers who crewed them and many considered them to be the best motorway car that the force ever used; their speed and general performance were outstanding. This particular car had an experimental Dayglo orange vinyl sticker on the boot lid, which gradually faded with frequent washing and was not fitted to TVP's other Jaguars.

At that time the force's work was divided into three traffic areas, North Eastern, North Western and Southern. The traffic officers would work for two weeks on the motorway using the Jaguars and then two weeks on Divisional Traffic, which at this time was transitioning from using Rover P6 V8s to V6 Ford Granadas. All the Jaguars had their rear seats removed and a plywood floor fitted on which were stored 24 cones, a first aid kit, jack, crowbar, stretcher and other equipment. Red warning flares were stored on the back parcel shelf and signs in a rack in the boot. Any prisoners or other passengers in the Jaguars had to sit on a wooden platform between the cones, without a seat belt.

Engine: 4235cc 6IL DOHC Power: 170bhp@4500rpm Torque: 231lb.ft@3500rpm 0-60mph: 8.9 seconds Maximum speed: 125mph Unladen weight: 3808Lbs

Jaguar and the leaper device are trademarks owned and licensed by Jaguar Land Rover Limited.

Jaguar XJ6 Series 2 4.2-litre Strathclyde Police The Jaguar Mk2 3.8-litre brought unmatched power and performance to the compact saloon market in the early 1960s and became a firm favourite among the officers who drove them. Many forces remained loyal to Jaguar and adopted the groundbreaking 1968 XJ6 as a traffic car to patrol Britain’s then rapidly expanding motorway network. The example modelled was one of the last two XJ6s Series 2s purchased
by Dunbartonshire Constabulary. It is, however, presented in the livery it wore after May 16th, 1975 when Strathclyde Police was created by amalgamating eight forces into one unit matching the border of the then new Strathclyde Regional Council.

Vauxhall's UK Special Vehicle Operations department in Worcester created this Mk2 Carlton demonstrator for Police forces to test in 2.6-litre form. However, although it was used on active duty by West Mercia Constabulary and at least three other forces, no replicas were purchased. This was because the Police generally preferred the more powerful and commodious Senator 3.0i, especially in its later 24v form, which although it was based on the same floorpan and mechanical components set as the Carlton was slightly more expensive. The distinctive 'Tiger-Stripe' livery on this car was standard for West Mercia Constabulary in the early 1990s and remained on the car even when it served evaluation duties with other forces.

Engine: 2594cc 6IL CIH
Power: 148bhp@5600rpm
Torque: 162.3lb.ft@3600rpm
Maximum speed: 130mph
0-60 mph: 10.5secs
Unladen weight: 3120lbs

The camper modelled was built in Hanover, Germany, in October 1966 to option codes M396 - UK market RHD, and M543 - no seating in load area. It was supplied directly to VW's official UK camper van builder, Devon Conversions, Sidmouth. Although Devon Conversions specialised in VW's, founder Jack White having started by converting his own VW in 1955, they did expand into producing campers using other base vehicles. The company moved to larger premises in 1960, a former gas plant called the Alexandria Works, which had its own rail link to get vehicles in and out efficiently, and by the mid 1960s were converting well over a 1000 vehicles per year.

This example was owned for many years by enthusiastic Split Screen Van Club (SSVC) member Christopher Pratt from Derbyshire, who restored the bodywork in 2010 and made sure, unusually in a VW Type 2, that the vehicle was kept completely original. In 2013 it was purchased by Shropshire-based fellow SSVC member Ted Thomas. He's rebuilt the engine, gearbox and other running gear of the van himself, being an engineer by trade. He has also made sure it is kept original, something that's easier to do on this vehicle as it is one of the first to use a 12 volt electrical system. Ted and his family enjoy using the van regularly and it won 'Best Splitscreen' at Camper Jam in both 2016 and 2017.

Engine: 1,493cc HO AC OHV SP Power: 53bhp@4200rpm Torque: 78.1Lb.ft@2600rpm Maximum speed: 65mph Unladen weight: 2,447lbs Length: 168.9 inches

Trademarks, design patents and copyrights are used with the approvals of the owner Volkswagen AG

The Rat-Rod or Rat-Look scene is a huge and growing part of classic car culture and air-cooled VWs have been central to its creation and popularity. RAT is an acronym for 'Recycled Automotive Transport', a perhaps ironic salute to the prevailing western culture, but RAT-Look vehicles are not what they appear. Mechanically they are often far better than they were when new. More powerful engines, better brakes and custom suspension are hidden under an exterior which has been carefully and expensively prepared to look like it's been abandoned in the sun for decades.

The finish is often preserved by a matt clear coat varnish, which stops the vehicle rusting and preserves that 'patina'. The origin of the 'look' came from 1950s hot rodders in the USA being much more interested in go than show, spending every penny on the mechanics of their ride and not worrying about the appearance because money and time could be better spent elsewhere. That produced a look which started to be emulated and became cool. As a new generation started to modify cars with unit construction and single-width styling there was more room for expression in paint and less in terms of the visible engines and axles which defined the 1960s Hot Rod movement. On these new generation modified cars stance became all important, as the look of the car could be radically altered without changing too much sheet metal.

Trademarks, design patents and copyrights are used with the approvals of the owner Volkswagen AG

The original Type 2 sold in far larger numbers, and eventually guises, than VW had originally envisaged when it was launched in 1950. Sensibly, they evolved this successful concept and launched the second generation Type 2 in late 1967. The new vehicle was larger, more powerful, more comfortable and more versatile, but retained the original's charm and its air-cooled rear-engined layout. It was almost immediately nicknamed the 'Bay Window' because of its large wraparound windscreen and is now often known just as the 'Bay'. The example modelled was first registered on May 3rd 1979 and immediately sent to Devon Conversions, the company who invented the word Caravanette, to be turned into a camper.

Now with its 14th owners, and located in East Kent, it was extensively restored by the 13th, a Suffolk-based couple, who had it from January 2016 to November 2018 and christened it 'Pepper'. During this time both the engine and body were substantially rebuilt and it was then resprayed and then lightly modified, being fitted with Porsche-style Fuchs alloy wheels, Porsche heated seats and slightly lowered suspension. It has also since been fitted with electric power steering, making it much easier to manoeuvre, and particularly when towing the colour-matched VW Beetle styled trailer which is, of course, called 'Salt'. Previously to the 13th owners it has been owned all over England at locations such as Hastings, Andover, Rugby, Woking, Cirencester, Braunton, Stockton-on-Tees, Redcar, Blyth, and South Shields, so a well travelled van! Pepper is one of the last 'late Bays' produced in Germany, although production continued in Brazil until 2013 by which time well over 2 million had been produced.

Engine: 1584cc 4HO OHV Power: 66bhp@4,800rpm Torque: 85Lb.ft@3400rpm Maximum Speed: 68mph 0-60mph: 24 seconds MPG: 22 average

Trademarks, design patents and copyrights are used with the approvals of the owner Volkswagen AG

RAT is an acronym for 'Recycled Automotive Transport', perhaps an ironic salute to prevailing western culture. However, although RAT-Look vehicles may look like they have lain abandoned for years, the very opposite is usually true; that look has often been achieved by putting in a great deal of effort, and money. The VW scene has led the way in creating RAT-Look vehicles that are, in themselves, works of art. Builders go to extremes, painting a vehicle with multiple coats which are then sanded back to different depths revealing a patchwork quilt of feathered colours. Graphic designs are then carefully created over this patch work of paint colours then weathered to match the whole look. Stance is all important to RAT-Look VWs, which often sit very low, giving the RAT-Look car attitude.

However, the engine, suspension, brakes and transmissions are usually far superior to the original with many Rat-Look cars having big power outputs and carefully developed chassis. The deliberately weathered look is now so popular, enthusiasts can spend more time and money creating that exact look than they would have done on a conventional restoration. Once the desired style is achieved it is carefully persevered with a clear coat which seals the rust but prevents it taking hold of the vehicle to a level which would damage its integrity. The great thing about the RAT-Look is there are no rules, what the builder thinks looks good is good.

Trademarks, design patents and copyrights are used with the approvals of the owner Volkswagen AG

BRS Truck Rental was established in 1975 and was part of the government-owned British RoadServices company created in 1949 as part of a very ambitious post war plan to nationalisethe UK’s transport system. The vast majority of BRS’s van rental fleet at this time were UK-builtdiesel-engined vehicles such as the Ford Transit and the company rarely bought foreignvehicles although contract hire fleet companies sometimes requested them. BRS did, however,buy six VW Type 2 vans in early 1975 including the example modelled here, believingthat the quieter rear-engined positioning of their petrol engines and more car-like drivingposition might appeal to customers who’d not previously driven a van.Production of the T2, the second-generation Type 2 Volkswagen commercial, commencedat Hanover, Germany, in August 1967. It was both slightly larger and slightly more powerfulthan the original and was a wholly new design in both structure and styling. It remainedfaithful to VW’s traditional layout however, using a rear-mounted air-cooled engine in a unitaryconstruction body. Like the original Type 2 it was available from the factory in an array of guises,although specialist conversion companies also used it as a base for vehicles such as fire engines.The vehicle modelled was made in early 1975, the twenty fifth year of Type 2 production, andon August the 9th of that year Volkswagen celebrated the production of the four millionth Type 2.