Examining the quilt, you see that some tangents are formed by stitches going against the grain. They lead to an eccentric section a little off from centre- smaller than the big players’ zone but no less finely detailed. It is here that you will find patches dedicated to what the mainstream call ‘quirky’ cars. Chevrolet Corvairs share space with Alfa 75s (I should know where to find that as I just bought one…), Tatras and Australia’s favourite, the Leyland P76.

Please don’t be fooled by the mentality of the pack. These quirky cars create cult followings because of their differences, and because of the opinionated, impassioned discussions they create.

Cars like the Subaru SVX.

Conceived just as Subaru really blossomed into the mainstream market with their Legacy/Liberty series, the SVX (or Alcyone in the Japanese domestic market) was designed and styled, by Giorgetto Giugiaro no less, to be the premier showcase for Subaru’s now-famous Subaru All-Wheel Drive technology.

Giugiaro’s design took inspiration from a fighter jet, the broad, angular glasswork and dark toned roof combining to create the impression that the top-half of the car is a canopy made purely of glass. Inside this runway sense is further heightened- the still substantial glassware allowing the cabin to fill with light, the wonderfully cosseting seats slightly angling the occupants’ vision toward the centre of the road ahead, as if sizing up the tarmac for takeoff.

This image- individual, plush, luxurious, laden with technology- hinted at the SVX’s key target market, the United States, where over half of the near 25,000 production run were sold over six years and included a little known ‘cut-price’ front wheel drive version that was exclusive to this market.

Compare this to the local Australian market, where only 280 were sold from 1992-1997 and you begin to understand why they are such a rare sight on our roads today.

Though they were developing some seriously capable turbo technology, Subaru eventually decided that the SVX powerplant should be less highly strung (more American influence?) and decided on a large capacity, naturally aspirated ‘boxer’ six. This was mated to a four-speed automatic transmission with an early version of the adaptive shift technology that we take for granted today. This altered the changeup point dependant on throttle position and ranged from ‘economy’ to ‘power’ modes. Why no manual? The simple explanation is that Subaru at the time did not have anything that would stand up to the pressures that the big six and all-wheel drive system exerted on the drivetrain.

Displacing 3.3 litres and blessed with DOHC, 4 valve heads, the all-aluminium ‘EG33’ produced 169kw @ 5400rpm at a time when locals were excited by the return of the V8 Falcon, with its 165kw output from a full 5 litres. Torque wise, the SVX churned 309nm @ 4,400rpm through its intelligent all-wheel drive system, which defaulted to a front/rear torque split of 35/65. If it sensed a split in traction, drive could be redistributed towards 50/50 to restore grip levels.

As befitted large Japanese coupes of the time (consider here the Toyota Supra and Mitsubishi 3000GT) the kerb weight of the SVX came in at a portly 1615kg, which gave its impressive engine quite a workout as it lugged the coupe to 100km/h in around 8.5 seconds. Contemporary road testers complimented the smoothness and flexibility of the engine, but it lagged behind its peers in accelerative terms; in fact one gets the impression that the SVX fell short of the performance expectations Subaru had set. This, combined with a new price north of $70,000 could explain why so few found homes in Australia.

The dynamic story was different when it came to ride and handling, the weight assisting in keeping the car planted when pressing on, the slightly rear-biased drive helping to quell its natural tendency to understeer as the supple suspension tune dialled out the worst of the bumps.

Perhaps it was this smooth yet responsive composure that fed Tony Parle’s obsession with all things SVX. After greeting Tony and his wild, modified SVX desert crusher, I am convinced this is the case. “It’s funny that you suggested we meet in a McDonald’s car park, this SVX is called ‘Pickle Power’ because my business is involved in distributing all the pickles to McDonald’s restaurants!”, he laughs as my boggled eyes try to reset in their sockets.

The ‘Pickle Power’ sobriquet was picked up when Tony entered the car in the Kidney Kar Charity rally in 2008, an annual long distance event that benefits the Kidney Foundation. The 2008 event covered around 4,000kms in 8 days, from ‘Sydney to Mudgee via Mildura’. Turns out this was just a jaunt in the park for Tony and his vehicle, which is currently showing a whopping 540,000kms: “Driving for me is thinking time. There are no distractions and I find it very relaxing. I often take my wife on trips through the deserts of outback Australia to go camping, and I wanted to do it with something that no-one else thought could stand up to the punishment,” he says. Adding credence to this is the fact that Tony had driven from Griffith in New South Wales to Melbourne that morning, at least a 5 hour trip, and a viable explanation for the variety of squashed insect life in its grille. “Where are you staying?” I ask nonchalantly. “I’m not staying; I’m turning around and going straight back home!” is his response. That is true commitment.

As we walk around the car and Tony explains the modifications, new stories continue to light up his face, tales of others’ disbelief upon seeing his sportscar spearing through the sand. “I just love these cars. Besides this one I have two more at home, a low kilometre ’92 in White and another that has Targa Tasmania history…and I am keen to get it back there. But it’s this one that turns the most heads, especially when I am using it to tow Land Cruisers out of the Kimberley!”

You can see why it draws the crowds. On top of that extrovert SVX styling, this one is lifted 2 inches on a set of rally-spec DMS struts and sits on 70 profile, puncture resistant rubber. It simply oozes presence, with the big light pod bracing the bonnet and the Terratrip adding to its mystery, a mystery that has seen grown men almost come to blows over the possibility that it could arrive at a rest stop in the middle of the Simpson Desert more quickly than their own dedicated off-roaders.

It is when your eyes fall to the centre console that you become completely sold on the fact that this Subie has what it takes to tackle the Oodnadatta track. “That is an STi six speed manual complete with the Driver Controlled Centre Differential (DCCD). The standard auto is fine for the road, though you want to run a transmission cooler. The manual gives me more driving options, and boy do those STi boys build them tough,” he laughs.

Other modifications include sump and transmission guards along with an upgraded, custom built radiator. “Body wise, they are so strong because Subaru built them with thicker than standard steel, hence why they weigh what they do. But it’s great for me- we have hit trees and other objects in the desert, but we kind of just bounce off and keep on going.”

Tony loves the engineering behind the SVX and is well known in the online international community www.subaru-svx.net as someone who is always willing to lend advice. When not driving, he can often be found at the farm tweaking parts destined for installation into ‘Pickle Power’ so they can be tested and deemed reliable enough for use in the race car.

When Colin arrives in his immaculate, 120,000km ’92, Tony is immediately enquiring as to whether he has had the gearbox cooler fitted. “That was the first thing I did, thanks to the forum,” he replies.

Colin’s car hunkers down on a lovely set of gold STi rims, the centre caps of which he had custom made to say ‘SVX’. Again, Colin was after something different to the mainstream. He had been convinced of the legendary Subaru reliability by a Liberty, and he liked the fact that the SVX was a 2+2 arrangement so he could share time in the car with his young children. “They love coming out in it, because it is such a unique looking thing. It’s so comfortable to drive and has power adjustable everything. I enjoy keeping it for nice weekends, drives to Arthur’s Seat and other scenic drives. It’s a great cruiser.”

He purchased the car a couple of years back after researching online to make sure he knew what to look for. “This one had a dented body, but I bought it for a good price and had it repaired,” he says. “Besides the trans cooling, the rear wheel bearings can cause trouble as they need to be fitted a certain way. If they are noisy they can be costly to fix,” adds Tony. Warped brake discs are another item to watch out for.

Sliding into the passenger seat of Colin’s velour trimmed example, I am struck by how open the cockpit feels, and how relatively cramped the rear seats are in something that is so imposing on the outside. As we pull away I note the muted but cultured flat six burble as it emits spent gas from two small, rectangular exhaust pipes. Pick-up is smooth and it is matched by the ride even on these larger, 17 inch rims (standard wheels are 16 inch). It gives the impression of ironing over the bumps and it corners with a poise that belies its weight, even if you can feel it roll onto the outside front tyre in tighter turns.

After a stop for photos, my return run is as passenger in Tony’s machine. The contrasting car stories are quickly apparent; Tony’s leather seats well crumpled, the floors caked in desert dust, the Terratrip reminding you of this vehicle’ purpose. You of course sit higher, but the ride is so well controlled by the suspension upgrades that you feel a similar sense of bumps being ironed out. The six-speed conversion reveals a keenness to rev that is masked by the auto, as Tony’s car leaps forward more vigorously and is accompanied by a more urgent bark from the exhaust.

Of course, during our travels we are greeted with finger points and questioning looks- people are genuinely interested by these unidentified driving objects. Both owners take it in their stride as you would expect, but does the attention get wearing? “It certainly makes for a good conversation starter. In the outback I tune in the CB radio and the truck drivers are bewildered when they see it closing in. They all say the same thing: ‘That will never make it to the other side!’ but there I am waiting for them to catch up, hours later!” exclaims Tony with pride. Colin, too, has had approaches from people wanting to know what it is: “They don’t believe it’s a Subaru but are usually complimentary,” he says.

As Colin and Tony say their goodbyes and take off into the early afternoon sunshine, I cannot help but be impressed with this glimpse into SVX world. The attractiveness of the styling patch may be subjective, but the passion that goes into making up the stitches is inspirational.

As a 17 year old who was attracted to European sports cars and who was making a very good living as the member of a successful rock band, in 1970 the decision was made to purchase his first car. To his parents’ displeasure he acquired a 1967 Alfa Romeo Giulia Sprint GT Veloce for the grand sum of $3000. It is unclear whether the parents’ displeasure came from the fact that Dad’s brand new Holden Kingswood had been purchased for $2200, or that the 3 year old Alfa was already starting to rust. The car sparked a lifelong love of the marque for Gary, and he certainly enjoyed proving to his Holden-owning mates that the little 1600cc car could indeed do 115mph. In 1970, an all alloy twin cam engine, five speed gearbox and four wheel disc brakes were the preserve of pretty special cars.

That his early experiences with the car turned Gary into a lifelong devotee of the marque is clearly evident upon entry of his garage, although to call this a garage is perhaps underselling it slightly, it is more like a shrine/studio. Amongst the memorabilia in a glass case, and the TV with Alfa videos on constant loop, the award winning GT Veloce that is the subject of this tale shares space on the carpeted floor with Gary’s other concours winning car, one of only 99 rhd GTCs ever made (the convertible version of the GTV), a Group S race-prepared GTV 2000 and a stunning green Montreal. Perhaps it’s true that Alfa does indeed stand for ‘Always Looking For Another’.

When the time was right to tackle a restoration, Gary just happened to spot a GT Veloce in a neighbour’s carport as he was out for a run near his home in 1999. The very same model as his first car, it was too good an opportunity to pass up, and since it was only ‘slightly’ rusty, and with only ‘slight’ panel damage, this GTV was acquired and became the project car. Anyone who has owned an older Alfa will no doubt have a smirk on their face at the mention of a ‘slightly’ rusty car, because we all know there is no such thing. These cars can have some nasty rust traps for the un-initiated, including but certainly not limited to the triple layer sills, the area below the rear parcel shelf, and the base of the A pillars, all quite difficult to find if you don’t know what to look for.

The long process of dismantling the car in preparation for restoration began, and as so often happens during this process, another Giulia was acquired for various parts, as well as other bits and pieces when they popped up for sale.
In the meantime, someone else in Melbourne had the same idea of restoring a ‘slightly’ rusty GTV. Upon dismantling this car it was found to be worse than first thought, but not beyond saving, so the decision was made to do a full strip and rebuild. Costs soon escalated on this project and the owner was keen to offload the car. The work was being done by Leo Parra at Extreme Body Works in Dandenong, which happily enough was where Gary was having some work done on his car at the time. Gary had the opportunity to take over the project in place of continuation of his own car and eventually decided it was the better option. It seems like that was an excellent decision, as not only had the car been completely stripped, down to separating the frames and skins of the doors, boot, and bonnet, but it had already been rust proofed and zinc dipped.

While the body was off being expertly manipulated back into shape, a job which took more than two years, Gary set about the difficult task of tracking down the rest of the parts needed for the finished product. Right from the start Gary was determined to make this a car that could at the very least be regarded as a ’new’ car, if not something even better than the factory turned out in 1967. As such, every single component was taken apart, and every part had to be either brand new, or an old part refurbished to a new standard. This was to be a true ‘nut and bolt’ restoration.

As the car was exactly the same as the one Gary had owned in 1970, he knew exactly how he wanted the car to turn out, and he knew exactly what equipment was standard at the time. Some genuine parts for these Alfas are getting very rare indeed, so the search took Gary literally years, and thousands of phone calls and emails. Many parts had to come from overseas, such as the original type Magnetti Marelli rubber cased battery. Gary spent years locating one of these, and when finally it was located, it had to be gutted and sent to Australia as just an empty case with a battery built inside it to suit when it arrived in Melbourne.

An example of the dedication needed to finish a car to this standard is the search for original tyres. It’s pretty hard to find a 1967 pattern tyre in 165-R15, but luckily Gary eventually discovered that Michelin will do a run of any of their old tyres, but only once they have a sufficient number ordered. Gary got lucky and only had to wait 14 months for his to be delivered, and he was smart and ordered a couple of sets, because the next run may not have been for another three years.

Probably the most difficult part of the project was the dash. “The only new dash I could find was overseas and about $2000. All the others around were good second-hand, but whichever way you look at it they’re all 35 years old,” recalls Gary. “I firstly had the dash re-covered in black vinyl which finished looking similar to the way GTAs looked in 1966, but I kept searching for a better solution to having a close looking wood grain dash. The Dash Doctor in Clayton, who is unfortunately out of business now, provided me with the solution with a woodgrain appearance as installed in modern cars. He had the contract for doing some factory Mitsubishi Veradas I think.”

“The trouble is the process required the dash to be suspended in water and the finish is applied under pressure. Of course the original cardboard type dash would have disintegrated or at the very least distorted, so the way around it was to have a fibreglass copy made and have that coated. I found a perfect condition dash, made a negative mould and then formed up a new dash. I had 3 units made so I could pick the best one and sold off the others. I still have the mould for future jobs if I need to. Of course the total cost was at least as expensive as the new old stock dash I found in Italy, but at least I got some change back for the other dashes.”

The final assembly of the oily (or not so in this case) bits was done by Lee Lanzillotti of Knights Automotive in Dandenong. Lee rebuilt the mechanicals, and then bought everything together to be fitted to the completed bodyshell, which I can only imagine was a stressful job. Not only could no scratches be tolerated, obviously, but this car had to be as tight as a brand new one – no rattles, and everything fitting and working perfectly. It was obviously a great job, as this car has won two Alfa Club Concours in Melbourne, and one at Autoitalia in Canberra. The car would have won many more in Melbourne but winning cars are not allowed to re-enter the next year. Gary has also won this event with his GTC.

I’ve driven a few old cars in my time, but nothing had prepared me for driving this car. Gary’s original aim was for this car to be just like a new one, and from where I was sitting he’s done a superb job. Everything feels as tight as a drum and there is no sloppiness to any of the controls. Which is what you’d expect I guess for an essentially new car that has only covered 1500 miles in the six years since it was completed, and has been driven in rain only once. Gary admitted that he spent months underneath the car with a toothbrush to clean it up again after that mistake.

Often when driving a classic car some allowances need to be made, and some things are forgiven because it’s an old car and ‘they all do that’. It might be something as insignificant as an ashtray that doesn’t move as smoothly as it should, or a doorhandle that sticks slightly. I’ll admit that I’m a big Alfa Romeo fan and have three of my own at home, so I was prepared to forgive this 42 year old car almost anything. As it turned out, no allowances or excuses were needed, the car was absolutely magnificent and was nothing like I had expected. The weighting of all the controls are perfectly matched, the gearchange is absolutely intuitive, and unlike 99.9% of other GTVs the synchros were perfect, with not one hint of undue noise. The steering is excellent, with little effort required, and with as much feel as you could ever want this side of a racetrack. The only thing that dated the car to me was the steering wheel, which by modern standards is very large and thin-rimmed.

On the road, it has no problem at all keeping up with modern traffic, helped no doubt by its real willingness to rev. As Gary points out to me now, and as he did to his mates back in 1970, these engines are happy to rev to 7500 in standard form. Although Gary was happy for me to ‘drive it a bit’ (I think his actual words were “Come on, you can go faster than that!”), I was happy just to take it easy in such a beautiful and well-loved car, but it was still easily capable of speeding past the other traffic on our short drive. The car gets a lot of admiring glances as we motor past, and it’s hard to tell if it’s the stunning looks or the sublime sound that gets their attention. It really is a wonderful sounding car, but doesn’t have that ‘raspy’ sound that many Italian cars produce.

And as Gary took the wheel of his multiple concours winning car, a car which took him many years and much sweat and toil to finish to the highest of standards, and which would arguably be one of the best 105-series Alfas in existence, he revved it to 6000rpm in every gear and hung the tail out around every corner, I could understand why Gary would choose this car to restore…

Ford’s opinion was that those who required more performance would plump for the 240kw XR6 turbo or 260kw XR8 if a V8 grumble was required. There was no longer any need for a hotted up atmospheric version of the six, especially since the standard engine was so far ahead of the competition. So, the XR6 became a handling and cosmetic package; a recipe of wider alloys, lowered suspension and body addenda.

The lineup remains similar in today’s FG range, though the numbers have changed with development- the XR8 sporting 290kw, the XR6T 270kw, while the base Barra motivating the XR6 produces 195kw @ 6000rpm with 391nm torque @ 3250rpm. Given those figures match the entry level XT, does the sporty handling tune accentuate the Barra’s strengths enough to justify the XR6 beyond its body kit? Let’s find out.

The test
Welcome to Tasmania, known for apples, cheese, pinot noir and breathtaking wilderness. This wilderness provides a stunning canvas from which to paint sinuous ribbons of black tarmac, celebrated annually by the world renowned Targa Tasmania.

We have nabbed the keys to a new XR6 finished in the popular Nitro Blue and matched to a non-showy Black cloth interior. It is in a standard spec with the no cost option 5 speed auto replacing the 6 speed manual, and a 245/45/17 wheel/tyre combination designed to compliment the lowered, stiffened ‘Virtual Control Link’ front and ‘Sports Control Blade’ rear suspensions. Our aim is to discover the abilities of the XR6 across as broad a cross-section of roads as we can find, and following the route that comprised the ‘West Coast trundle’ of the 2009 Targa Tasmania sounds ideal.
Coming for the ride is photographer Daniel, a veteran of XR Falcons having previously owned EB XR8 and EL XR6. Leaving Launceston for Highway 1, the FG’s gleaming blue paintwork shimmers off the shop windows, standing out against the bleak greyness of a typical Tassie morning.

After finding a comfortable seating position through the manually adjustable seat and steering wheel, we head west for Deloraine. First impressions are of a big, relaxed sedan that is in its element at a loping 110km/h cruise. Passengers are reasonably seperated from road undulations and the engine makes unobtrusive progress. Unfortunately, that degree of separation also feels evident in the steering. Though the car sits solidly with no tram-lining tendencies, it’s feels as though there is a feedback barrier distorting the message between rack and hand, dampening the chatter from the wheels. While this detachment contributes to the sentiment of progress-with-minimal-effort, we hope that the XR6 can break the barriers when the road starts to fall back on itself.

Another early bugbear is the auto’s lack of intuitiveness. It often kicks down unexpectedly, disrupting driving flow. As a result we experiment by nudging the lever into manual mode, which is quite a reach across fat centre console (forget even attempting this if you have bottles in the central cup holders). This achieved, we lock the ‘box into 5th gear to determine if the early kick-down is masking a lack of low-rev torque. My right foot plummets through the false stop in the throttle, and we glance at the speedo to await the corresponding increase…hmm, it seems to take a long time to gather enough momentum to turn 90km/h into 110, and is “Nothing on even the manual EL’s high gear, low rev-range response,” according to Daniel. Running it back through the lower gears suggests the big 6 only really starts to wake up with 3000rpm on board, with the combination of older-tech auto and 1800 odd kilos dulling the 195kw motor’s response.

By the time we reach the road that makes up the Mole Creek Targa stage, familiarity has grown and we are ready to explore the XR’s dynamic repertoire in more detail. Sport mode selected with the DSC engaged, the big Falcon transitions from Jekyll to Hyde with a multivalve snarl as revs rise, replacing the previously hushed vocal track. Grip from the Dunlop sport tyres is mightily impressive, and they play a key role in assisting the XR6 to overcome its girth and allow it to turn in with respectable agility. Little roll is evident laterally, and traction in the dry is good enough to not overly worry the DSC system, though over 50kgs of luggage (which was quite easily swallowed by the boot- if you are into that kind of data) set right on the rear axle has to help. Despite these attributes you are still left yearning for more feel, the power steering remaining slightly aloof and lacking the kind of granular feedback that allows you to truly key in to the tarmac beneath.

We gather our thoughts as we cross Oliver’s plains to take in the legendary Cethana stage, cutting through Cave country, rocky outcrops providing an imposing backdrop as we ascend, then traverse free-fall down Mt Claude. Here there is either a camber, gradient or surface change around every corner; the bends themselves ranging from hairpins to flick-flack esses. Cethana’s second half is known as a brake killer even at legal speeds and the XR proves this with the previously nippy pedal response replaced with a degree of sponginess, accompanied with a hint of ‘brake whiff’. It doesn’t dilute the sense of awe at driving this strip of bitumen, which compresses every aspect of a rewarding road into 37kms that locals proudly proclaim as the “best piece of tarmac in the world.”

Unfortunately our relationship with the rain has turned from on-again off-again to a live-in arrangement so it’s a good time to settle back into cruise mode, passing through the historic town of Wilmot and spotting the local extroverted letterboxes (from a model steam-train to an outhouse) along the way to tackling more Targa turf in the form of a winding dive to Gunns Plains and a steep climb through Lowana, which sees the wipers working wilfully to keep our field of vision clear.

The Falcon further impresses, maintaining its composure with exceptional body control and a surprising resistance to scrubbing understeer, even without DSC. Switching this off provides an opportunity for the rear to have more input into the cornering process, with a tentative throttle squeeze early in a hairpin revealing that the nose will push wide initially before trimming back to the line as you move to the apex. A more confident input balances the car nicely, avoiding that initial washout, while stabbing harder still offers a relatively benign transition to power oversteer- provocation of which is exacerbated by the conditions. After one sliding instance, Daniel remarks “It’s amazing in this day and age that you can access an engine like this in a car primarily aimed at families. It’s lucky the DSC defaults on when you turn the key…could you imagine Mum on the school run being distracted by the kids in the back and getting broadside in a roundabout?” Thankfully, that aforementioned numbness in low-rev delivery means that it takes quite a prod to do draw this reaction unless the gate is locked in 1st gear.

After our overnight stop on the north coast at Ulverstone, the Targa route takes us through Burnie (with a detour to the Hellyers Road whisky distillery thrown in- well recommended for passengers) before gliding south west towards the conclusion of the trundle in Strahan.

It’s raining harder than ever, so much so that at one point we have to stop to pause for breath, the swiftest wiper speed unable to cope with the deluge. Despite this the Dunlops continue to impress with the way they find grip even in puddles that appear designed to cause aquaplaning of true heart-in-mouth proportions.

Through to the famous Hellyer Gorge we continue to make assured progress between thick forests and meandering rivers (do watch for tourists parking their cars in the middle of the road near the gorge itself…) and the short, intense stage of Mt Black before taking in Rosebery and the final, 33km Rinadeena stage that gradually descends into Strahan.

It’s a grower, this XR, revealing further depth here as initial sweeping corners morph into 30km/h snaps left and right. It carries a poise that is particularly well resolved, with bumps on corner entry being ironed flat (they barely register through the wheel), the shock absorbers maintaining body control as the big Ford settles into the apex. This control is tested during one particularly challenging moment when we negotiate a DSC-free tightening left over a crest, followed by a quick pivot into an adverse camber sharp right. The rear lifts, goes light- the momentum building into a slide, but a settling of the throttle combined with a smooth but swift steering correction settles things down once more. So, you can play but we would advise to keep the DSC on for regular road driving.

Overall, as we settle into a dinner of fresh ocean trout, it is safe to say that the XR6 has exceeded early expectations. But is it still relevant in today’s market? Daniel: “It’s a slow burner isn’t it? I couldn’t bring myself to see beyond its weight and the detached, dulled initial responses. But you learn to adjust…you can get it to flow by easing it into the apex, trusting the grip and using the manual shift mode to exploit the engine more completely. I’d still take the 6-speed manual, though.”

It has to be said that the XR6 still fills its intended niche despite the standard engine, which isn’t short of power in the first place. It is entertaining enough to keep the enthusiast interested, yet is spacious enough to carry five adults comfortably. The ride mixes a tinge of sportiness without being harsh and though the steering could use more feel its overall blend of power and handling is very well judged. It is also cheaper, more fuel efficient and easier for anyone to get in and drive than either of its more illustrious XR siblings. Even without the sparkle of extra stomp, the XR6 still makes a strong case for itself.

Ferrari Classiche, the specialist division set up in Maranello to provide owners of historic Ferraris with restoration, maintenance, supply of parts and issues Certificates of authenticity, has completed the restoration of the unique Corsa Indianapolis single-seater, a one-off built in 1953.

Chassis 0388 was built with the specific intention of competing in the 1953 Indianapolis 500 and, had it competed, would have been Ferrari’s first attempt at America’s greatest race. Nevertheless, it was raced across the USA with motorsport luminaries such as Carroll Shelby behind the wheel. Historically, it represents a step away from the Formula One cars of the same era and indicates the rapidly growing importance of the American market to Ferrari.

The restoration included not just the unique Corsa Indianapolis, but also tracking down all the documentation for the car to ensure its full and accurate heritage.

The Monoposto Corsa Indianapolis project started 1953 with the idea of participating in the Indianapolis 500, which eventually wasn’t completed, probably due to the numerous other motorsport projects in which the Scuderia department was involved. On 21 January 1954 the car was sold to Luigi Chinetti, then Ferrari importer for North America. The following month the car was shown at the New York Motor Sports Show. The Daytona Speed Week GP, in February 1955, was the car’s first official appearance in a race, where it was driven by Bob Said.

1956 was the busiest year for the Monoposto Corsa Indianapolis: in May Giuseppe Farina used the car for a test in Indianapolis, on 15 July it was driven by Carroll Shelby at the SCCA Mount Washington hillclimb and on 22 July at the SCCA Golden Jubilee hillclimb in Indianapolis. In the year 1958 the car returned to the factory for modifications for the Monza/Indianapolis race, with Harry Schell behind the wheel.

After the competition the car returned to Maranello for repairs and further modifications, for a new coachwork in Formula 1 style in 1960 bodied by Carrozzeria Fantuzzi. In the same year the car was tested by Cliff Allison on the Modena race track. The Monoposto Corsa Indianapolis concluded its motorsport activities and changed the owner several times.

HISTORIC RESEARCH

The historic research for such a particular project started with the identification of the assembly sheet 250/I (Indianapolis). The tubular chassis with extra tubular bracing (with no existing designs) was made by the chassis supplier Gilco.

Naturally it is important to underline the existence of a specific list of components dating from March 1953, entitled “250 Indianapolis”, encompassing components that were specifically designed and identified as “250″. These included clutch, suspensions, hubs, braking system, fuel tank, oil radiator and tank (the car also had a double Houdaille shock absorbers rather than the usual single absorber).

In that context, the design in February 1953 of the Tipo “250 I” engine had an identical bore and stroke (68 mm) yielding an overall displacement of 2963.45 cc. The engine was initially equipped with a single-stage supercharger, then with two superchargers and twin Weber carburettors (various types were tested: twin Weber 40 IF4Cs, 46 DCFs and 42 DCFs).

Probably because of the many different racing projects dealt with by the Racing Division at the time, the development of this design didn’t go according to schedule and it was only bench-tested at the end of September 1953. A few days before the other test, a 375 engine was tested, while this was subsequently fitted when the car was delivered to Chinetti.

RESTORATION ACTIVITIES

The restoration of such a highly unusual car involved followed Ferrari Classiche’s usual methods for restoration work carried out at the factory, while the running gear was stripped down and verified in correspondence to the original design and state of deterioration, to determine whether the parts could be re-used.

The car’s similarity to the original design and eventual modifications made by the factory over time were verified through the analysis of the assembly sheet, analysis of the list of components (all of the components, divided by group, required to complete the car). Following a verification of the components installed and correspondences of the same to the original design was carried out, followed by a verification of the components’ treatments (engine, gearbox, differential, suspension, brakes, transmission assembly, timing gear, ignition, lubrication, cooling system and exhaust system) to ensure that the same were rendered compliant with the initial specifications.

FERRARI CLASSICHE

Ferrari Classiche provides owners of historic Ferraris with restoration, maintenance and supply of parts, thanks to a process that involves researching the cars’ original designs which are held in the company’s own technical-historical archive and issues Certificates of authenticity to road-going Ferraris over 20 years old as well as to all competition cars (such as the Monoposto Corsa Indianapolis), including Formula 1 single-seaters, regardless of the year they were built.

The Company’s body, responsible for evaluating the cases presented, is the CO.CER (Comitato di Certificazione), chaired by Engineer Piero Ferrari. The certification document officially attests to the cars’ authenticity and also provides a further guarantee for buyers should the vehicles ever be sold. Introduced in 2009, the Attestation for vehicles of historic interest is now available to Ferrari cars that, although they do not fully comply with the strict Ferrari authenticity certification criteria, have been deemed, as a result of their competition and/or international recognized show history, to be of historic interest.

Based in the original old factory building, Ferrari Classiche opened its doors in July 2006 and has since become a major player in the protection of the unique Ferrari heritage. In fact, it has already issued around 1,200 certifications of authenticity and has completely restored a total of over 30 cars at its workshop.

Here we were then. We found the sign-in office easily enough, after narrowly avoiding a maniacally driven 125i convertible which nearly rear-ended us. A good start to a day of dedicated driver development!

We were instructed to traverse the main straight’s underpass, acoustic fun in itself, after which we were greeted with the sight of a row of perfectly prepared current model BMW 325i’s quietly warming through.

Random workers buzzed around, all in appropriate ‘BMW Driver Training’ gear, looking effortlessly professional. This feeling of slick organisation was set to continue as we were ushered into the conference room above the main pit area to enjoy a wide-ranging breakfast spread accompanied by ‘available all day ‘refreshments. I must admit to feeling nervous and not wanting much but the fresh fruit kept me on song through the theory sessions. To the instructors’ infinite wisdom, this was all covered in one block at the start of the day, all the better to allow us to focus on the practical applications behind the wheel.

A few glances and nods were swapped amongst students as said instructors entered the lecture room. Geoff Brabham, son of 3 time World Champion Jack, a Le Mans winner in his own right and chief instructor for BMW Australia, was there to not only supervise but to participate in the day! Not bad we thought, given this was the Advanced 1 ‘introductory’ course.

Joining Geoff were Derek and Rhys, and it was Derek that presented the theoretical component to the day. Obviously super comfortable in his role, former Police driver trainer Derek took us through several key components of safe driving on the road. Specifically, he encouraged us to use our vision more completely. It was a mantra often repeated: “Humans are designed to only look for hazards a few metres ahead of themselves, so they would be avoided at running speed. Most drivers only look at what is immediately in front of them, when they should be looking much further ahead.” Think of it this way: If you were looking at the bumper of the car ahead, you wouldn’t see what was beyond it. But if you were looking beyond, you could still see the bumper of that car in your lower sightline.

We went through the effects of braking and how long it actually takes when you factor in your reaction time and that of the car in exerting full brake pressure. At 100km/h the reality is that you should be keeping at least 5 seconds between you and the car in front to enable adequate hazard avoidance time. This caused some debate amongst the students who claimed that if you did that people would continue to cut into your lane ahead of you. Derek’s response provided food for thought: “So what, how much time out of your journey do you actually lose by letting them in?”

Next we looked at grip and how the different forces of braking, accelerating and cornering affect the tyre, particularly in an emergency situation. This extended into footage of oversteer and understeer to reiterate the effects of incorrect steering, throttle and brake inputs, and how to control these issues when faced with them.

Finally we were encouraged to utilise a particular steering method that worked on the 9 to 3 hand positions encouraged by the traditional BMW 3 spoke wheel. Your hands should stay in this position until 90 degrees of lock is required, at which point the bottom hand should disengage and rest just below the wheel. If more steering is needed, the upper arm can continue to sweep the wheel through to 180 degrees while the bottom hand picks up its position at the top of the wheel, in a similar method to ‘hand over hand’. As lock is unwound, the hands return to the 9 to 3 position, all very nice in theory and quite simple in application once you get used to it, the power steering assisting with its light touch.

“OK,” I hear you say, “enough of the theory!”- We were divided into groups of 2 and allocated one 325i’s per team. Once we had found our mount, my co-driver Daniel and I got busy familiarising ourselves with the Beemer and all its gadgets including car-to-car intercoms for communication. “Bloody electric memory seats, DSC, sport-shift auto trans, run flat tyres” I may have uttered; the tech laden features of a modern BMW quite a change from the old world familiarity of my Alfa 105 coupe.

Seating position was paramount, ensuring you had bent arms (wrists should dangle over the top of the steering wheel) while maintaining good visibility , with the pedals situated close enough to your feet to enable comfortable exertion of full pressure.

We trundled out in groups to the skidpan section, which was set up with witch’s hats to form a slalom course designed to familiarise us with both car and steering technique.

Following this, the fun really began, for, in Geoff’s own words: “We now venture out onto the circuit to put theory into practice….and also just because it is simply good fun!”

We were split into groups of 4, each group then following an instructor’s DCT-equipped M3 Sedan onto the vast expanse of Phillip Island’s Gardner straight.

Daniel, my co-driver, was immediately on it, wringing the 325i through the gears in manual mode, straight six emitting a cultured howl to 7000rpm. Each driver had 2 laps at the head of the queue, before moving over to rejoin at the tail of the snake. The first driver was to control the pace, with the instructor (initially Geoff Brabham for us, which was surreal in itself) matching his speed to that car. As we came to the front of the queue, the shrunken images of the other 325’s in the rear mirror suggested that Dan’s speed was superior to the others. Geoff came onto the radio to move us into the faster group headed by Derek. This was fine initially, as Daniel quickly adjusted to the higher speeds. Quickly, though, butterflies entered the cabin when a lap and a half later we pitted for the driver change and I was expected to be right up to speed…

Thankfully, my first laps of Phillip Island (complete with cones directing entry, apex and exit points) were at the rear of my group, for the pace was cracking and I wanted to ease myself into experiencing this new car/circuit combination.

The circuit certainly lived up to all I had heard about it, with long, adversely cambered double apex bends, shiveringly quick curves, steep braking zones and sharp hairpins combining with a very high average speed to form a complete challenge.

By the time I worked to the front of the queue, more detail was becoming apparent- primarily the skill of the instructors, which was humbling to say the least. Real appreciation developed by observing how they could maintain consistent gaps with people behind them, whose speed varied wildly, while at the same time studying student’s lines and making constructive comments at speeds of up 200km/h.

I felt that I was now using my vision more completely, craning my neck to look past the thick A-pillar to the exit of Honda corner and squeezing the throttle earlier and earlier. My largest adjustment came with timing my ‘track-out’; unwinding steering lock quickly enough to get the car pointed for exit as early as possible. This went hand in hand with using the entire track surface rather than instinctively keeping left, and by the end of the session I felt as though I was lapping as well as the others surrounding me.

As for impressions of the 325i, both Daniel and I felt it best to leave the gearbox in performance auto mode, which changed down gears for you under hard braking and clung to them longer on exit. It seemed to respond better than the manual mode, which felt slow-witted; trying to short-shift out of MG, for example, wasn’t working as the lag in making the shift saw it change up as you ran to the apex of the left hander that followed.

Another issue surrounded the run-flat tyres which contributed to quite dull feel through the steering. Geoff was diplomatic about them, while Derek was more succinct, saying that he “much prefers” running traditional rubber.

The morning shifted to more technical development, with half heading over to the skidpan, whilst my group moved onto Gardner straight to run through some braking and avoidance exercises.

Rhys ran this session, demonstrating in the M3 what we’d be expected to do each time. Initially, we did straight-line braking tests both with and without ABS, at 80km/h and 100km/h, noting the change in pedal feel (the trick is to mash the pedal with it on, at which point the pedal ‘pulses’.)

The beauty of ABS is that it still allows the driver to control the car through steering, whilst braking heavily. Come the high speed wet lane change exercises, I have to admit that the ABS required quite an adjustment for me, as my natural reaction to an emergency brake is to feel for the point of lockup and modulate the pedal to maintain some steering. In practice I took out many a cone, tank-slapping my way between the lanes…of course, being first in the group made this doubly embarrassing as I sat laughing nervously with the hazard lights blinking.

After another break we made a beeline for the skidpan, which was a chance for Derek to show off his skills behind the wheel. Well, with a 414bhp M3 and a wet pan, it’d be rude not to! Again it was humbling to observe this- as he tipped broadside between the cones, Derek spoke through our intercoms as if he was having a nice cup of tea and a bikkie (he probably was).

Our first tests involved provoking understeer with the DSG system switched off. This wasn’t so much about recovering traction loss, as about feeling the benefit of the new technology. A brisk run to 50km/h and a wrench of the wheel to the right saw the 325’s nose skid straight on- again, instinct told me to ease throttle and steering to recover grip, which I duly did. “Nice recovery,” said Derek, “but not the objective of the exercise. Do it again!” The second time, I let the nose plough on until I received a “Good!” through the speaker. By the time of the third run DSC was on. Keeping the foot down, the car still understeered initially, but caught up in time to alter the forces and tighten our line without much driver input. An odd feeling- as it removed you from the equation.

Oversteer came next, and while many salivated at the prospect the combined effects of run flat tyres and a slow-witted auto gearbox meant these well balanced Beemers struggled to maintain any slide. We were asked to provoke the rear by simply stomping the throttle upon turning for a slow right. Again, understeer took over, before the ‘box caught up and spun the wheels furiously into oversteer.

Everyone in the group spun like a top, even Ian, a former sprint-car driver. It seemed the issues mentioned above combined with a lack of throttle sensitivity (it is electrically operated) to create this effect, which even Derek appeared confused by. Regardless, with DSC back on the rear was noticeably more controlled but it further removed that layer of involvement that enthusiasts so craved. The good news was that in safety terms for most drivers it really does the job.

Armed with our new appreciation we ventured back on track. As before DSC was compulsory but in dry conditions its presence was hardly noticed. I was now far smoother, turning in later than before, applying throttle sooner, and running to the ripple strips on exit. My rhythm from Siberia through to Lukey heights was developing well, a gentle ease of pressure through the Hayshed allowing for a cleaner apex as the climb began. Geoff came onto the intercom, talking through his lap up ahead with a quote on smoothness that had us all laughing ourselves wide of the next apex- “Compare the experience to, I don’t know, dating Jennifer Hawkins. Always be smooth, caress with your touch…”

Our day concluded with passenger hot laps in the instructor’s M3s. Derek was our chauffer and gave us a first-hand experience of his sideways skills, hitting both apices through the Southern Loop in a haze of smoke before exceeding 240km/h down Gardner straight. If my eyes were not already widened enough, this final experience topped the day off. I now can’t wait to participate in the next lever, Advanced 2- the keys to an M3 for the day beckon.

Our feature car, a wonderfully period 1971 Chevrolet Camaro SS 396, is the product of such a story.

“I had wanted a Camaro ever since I was a kid,” remembers Dave, who realised his dream in September 2008.  “Wayne, my Dad, went to the States as a 25 year old.  He found work and stayed there for about a year.  He bought himself a ’67 Camaro to use and ended up bringing it home with him.  He had it converted to RHD and eventually sold it, but his passion for interesting cars filtered down to me, for sure.  My trip to the States in ’08 fulfilled an ambition of mine to do something similar- find a car over there and bring it home.”

The second generation Camaro, introduced in 1970, was in Dave’s sights.  “Owning an HQ Monaro meant the Camaro appealed, as the second gen was what the HQ was based off,” he says.  “I wanted a pre-1974, with the steel bumpers as I think the rubber bumpers ruined the look.”

Once he decided upon his requirements, he began looking for examples both here (to see what the local market was offering) and in the States.  As we chat, he produces a notebook and offers it to me for a flick.  It is chock full of pictures, adverts and notes on the cars he discovered for sale online and in various classified magazines.  When he saw this car, he was immediately interested- the bold arrangement of an asterix and arrows in his notebook says as much.  “I spoke with the owner on the phone after looking it over in pictures and came away from the conversation convinced it was the car I wanted.  It had my ideal spec- a big block, chrome bumper SS.  Dad told me not to be hasty but I felt it, like its owner, was the real deal. ”

The dream trip to the States quickly gathered momentum.  Dave soon arrived in Los Angeles, where he awaited the arrival of his Dad and his mate Graham. Conveniently, they were interested in a couple of still Stateside Corvettes and the plan was to see the Camaro together.

The thought of organising such a trip can put people off, but with friends in LA and contacts in shipping there was little standing in Dave’s way:  “Dad had done some work importing English classics and other cars from the States in the past.  If I had known just how smooth it could be, I would have done it myself sooner!” he laughs.

From LA, the group made a flight over to New York.  From here they faced a 4 hour drive north to a town called Denver, where the SS waited.  When they arrived, they could not have had a better experience: “The owner, Ed, was an ex-Navy man and Diesel Mechanic who had purchased the car rebuild for his wife, who later succumbed to cancer.  He was just the nicest guy, and we are still in contact,” says Dave.  “Ed had bought it off the original owner, a college graduate who received it as a gift but had lost interest.  Ed retrieved it from long-term storage and had it recommissioned.  It received a repaint and Ed refurbished the mechanicals himself, adding a few performance upgrades without compromising the car’s period appearance.  It was what his wife wanted. ”

The 402ci engine received lead-free aluminium heads and an Edelbrock manifold, on top of which sit twin 600cfm Weber four-barrel carburettors.  Mallory ignition, a mild Crane camshaft and Hooker headers further enhanced horsepower.  To keep things reliable roller rockers were installed along with larger capacity oiling and cooling systems.  This spritely setup (“Ed claimed around 420bhp post-rebuild,” recalls Dave) is combined with a TH400 3-speed auto (with Horseshoe shifter) and posi-traction LSD rear end to really put the power to the tarmac.  “Accelerating onto highways, or up the hills surrounding Denver, the car just leapt forward and 80mph flashed up before you knew it!” Dave recalls as we admire the Camaro in close-up detail.

It’s an original Z27, more commonly referred to as the Super Sport or “SS”.  This option code, which added such niceties as dual exhausts and power front disc brakes could only be had with a V8; either a 270bhp 350ci or this optional 402ci (code LS-3), factory rated at 300bhp.  Only 1533 1971 Camaros had this option out of 114,630 built in that year.  An added bonus to ordering the LS-3 big block was the mandatory addition of code F41, or “Special purpose suspension” to make better use of the extra power.  Beyond this, the degree of personalisation initially made famous by the original ‘pony car’, the Ford Mustang, was also offered by Chevrolet for the Camaro.  Of the most effective options fitted to this example are the Power Steering and Air Conditioning, which make life more manageable at the helm. 

Faced with the prospect of a 3000-plus mile road trip, as Dave was when he collected the car to drive back to LA, the abovementioned options take on even greater significance- especially when you have 2 others sharing the coupe’s space.  “It’s actually quite roomy in the back,” he remarks.  “Ed had every faith that the car would get us back to the port in LA and we had no problems.  In fact, the biggest challenge we faced was the weather.  The first two days, the rain was just torrential and we could feel the car aquaplaning.  When you are on a highway surrounded by massive B-Double trucks, it’s not the nicest feeling.”  You get the feeling that the trip Dave took in his new beast was further sweetened by the presence of his Dad and Graham.  “Just to be able to share the experience with them was special.  When I look at this car, it symbolises that trip for me- the endless miles cruising along in the sun with the windows down, the engine humming with no need for a radio, the company.  It really was a dream come true.”

He tells us of the simple joy derived from ambling through Las Vegas, which segues nicely into him revealing a decidedly non-period edition Ed made to the vehicle- the fitment of Blue neon lights to the undercarriage.  Though it may not have quite lit up the Las Vegas neon strip on its own, Dave explains that “When it arrived in Australia, my first drive after picking it up was at 9.30pm, and it drew a lot of attention.  Because it’s left hand drive, people at the lights were able to talk easily with me from their cars and the lights got a great reaction! Everyone wanted to know what it was.” 

The same could be said of the passers-by during our photo shoot.  Double-takes abound as pedestrians, cyclists and other drivers strain for a closer look.  We observe the big coupe’s angles; the curvature of its rear spoiler works nicely with the thin steel bumpers and almost dainty taillights to lend an air of elegance.  However this is quickly offset by the Cragar wheels, hunkered down stance and quite aggressive front-end treatment that divided opinion even when the 2^nd generation bodies were brand new.  For me it lacks the sensuality of the 1^st gen shape but still accurately reflects the era in which it belongs, maintaining an aura of latent aggression.

Inside, there is a spaciousness you just don’t find replicated in European coupes of the same timeframe.  In fact, two 6-foot adults wouldn’t be too put out sharing the back seats on a short trip.  I ease down into the Blue Vinyl passenger seat (with higher back as introduced in ’71) to further admire the wonderful patina of the interior.  With only 74,000 original miles, the upholstery shows it has been loved but used at the same time.  Dave has put new carpets in but otherwise is happy to leave it as is.  He fires up the big block, which quickly settles to a gently loping idle.  His hand falls to the horseshoe shifter, and I note the lack of any gear indicator nearby- Dave quickly corrects my observation with a pointed finger to the dash- before we set off. 

There is something wonderful about the way a big-block motor can take a lumpier cam and massive carburetion yet disguise their behavioural issues at lower revs.  What is felt initially is abundant torque wafting us along on a mere hint of throttle, the engine barely a murmur in the background of conversation.  Flex the ankle, as Dave does further up the road, and the beast comes alive; the lope becomes a bark as the posi-traction axle does its best to maintain traction, the TH-400 dropping hard into second gear as the rear tyres shake.  Second is where it really lifts off as the inertia of 1500kg-plus of American metal is beaten into submission by the 402’s power curve.  “With some better tyres and an increase in fuel pressure, Ed feels it has the ability to pass through the quarter mile in 12 seconds,” Dave beams.  For his sake, with 1200cfm of carburetion, I am silently hopeful that petrol stations aren’t much further apart!

Handling wise, the SS is lowered and has thicker sway bars than standard.  The ride is still pliant, as demanded by the US market of the day, but it handles the road better than the compromised setup found in a 1^st generation big block (due to Chevrolet’s rush to get the car to market against the Mustang).  As Dave says, however, digging into the handling dynamics misses the point of a car spec’d liked this: “With the 402ci engine and auto, it makes for a great cruiser that can still run hard when required.  I bought this car to enjoy, to cruise in, to make memories with.  The road trip was just the start…I’d sell the Monaro before this car- that’s how attached I am to it.”  With the way the two came together, who can really blame him?

*This aritcle also appeared in the September 2009 edition of Australian Classic Car magazine.

Lancia’s Delta was originally introduced in 1979, a compact 4 door hatch designed by Giorgietto Giugiaro. Originally offered with 1300cc and 1500cc Fiat based engines, along with a turbodiesel, the Delta remained inconspicuous in its formative years, a neatly designed and capable run-around.

A precursor of things to come was shown at the 1982 Turin motorshow. The Lancia stand displayed a “Delta 4×4″ concept, intriguing bystanders who no doubt had noted the all-paw Audi Quattro’s rapid ascension to the rallying throne. That same year saw Lancia return to the stages themselves with the Martini liveried, Montecarlo based 037. Mid-engined but only rear-wheel drive, the supercharged 037 was nimbler and more responsive than the Quattro if not a match for outright pace on most surfaces. It was also more reliable, actually winning the manufacturer’s championship in 1983 as Audi struck trouble with its A1 evolution. But the writing was on the wall and the 037 lagged behind in 1984 before becoming completely obsolete the next season.

Back in the production car world, Lancia had introduced their famed HF badge to the nose of a Delta for the first time in 1983, with the 1600HF turbo. Initially producing 130bhp, but driven only through the front wheels, the little Lancia was well received as a capable handling hot hatch. At that stage Lancia had no plans for an all-wheel drive production car, but their rally program demanded another set of priorities.

Group B was a liberal formula, only requiring 200 ‘production’ units of the model for homologation with almost unlimited technologies permitted. Peugeot had introduced the first bespoke Group B monster, the mighty mid-engined, all-paw, turbocharged T16. This layout was clearly the future for any rally manufacturer worth its salt. Lancia themselves had started developing a vehicle to this template in 1983, introducing the ‘Delta’ S4 in December 1984. As well has having the requisite turbo, the S4’s 1759cc inline 4 also utilised a supercharger; a wonderfully Italian way of overcoming throttle lag. A space-age projectile under a lightweight shell loosely based on a road going Delta, the S4 won on debut in the RAC of 1985 with Henri Toivonen at the wheel.

Tragically, it was Toivonen’s fatal accident (that also claimed co-driver Sergio Cresto) in the Tour de Corse of 1986 that sounded the death knell of Group B rallying, which was already on shaky ground after the death of 3 spectators in the earlier rally of Portugal. Group A was to take over for 1987, requiring 5000 units for homologation and tighter control of safety standards, power outputs and minimum weights.

Off the back of the S4 project, Lancia had finally introduced an all-wheel drive version of the Delta, the HF 4WD which debuted in May 1986. It took the 1995cc twin cam 8 valve engine from the Thema and added a Garrett turbocharger to produce 165bhp (123kw) @ 5250rpm. Again, it was not originally intended as a rally car, but the dramatic shakeup of regulations provided an opportunity that was too good to pass up. Martini Lancia duly fronted at the 1987 Monte with a brace of HF 4WD’s and promptly finished 1-2, with Miki Biasion ahead of Juha Kankkunen. It was to become a familiar story throughout the season, Kankkunen, Biasion and Markku Alen finishing 1-2-3 and giving Lancia the Manufacturer’s championship, the first of 6 on the trot for Delta based vehicles.

November 1987 saw the local market release of the now mythical integrale (note the small ‘i’), literally meaning ‘complete’. It certainly was an improvement, with enhanced cooling (larger intercooler, radiator and oil cooler) and an increase in max turbo boost to 14psi with a throttle determined overboost facility. The road version now produced 185bhp (138kw) @ 5300rpm to go with a stump-pulling 224lb ft (303nm) of torque. Drive was split f56/r44 via an epicyclic centre differential, with an open front diff and Torsen rear. Road testers raved about the total traction the integrale provided on any surface, which combined with the cracking engine/gearbox combination and lithe dimensions to ensure this Lancia was as fast as anything on the road in ‘real life’ driving. Autocar was convinced- they pitted one against a contemporary Ferrari Testarossa, severely embarrassing Enzo’s flat-12 in the process.

The HF 4WD won the first 2 rallies of 1988 before the integrale took the reins, homologation being approved in time for the Portugeuse round. The Lancia team ended up winning 10 of 13 WRC events that year (though only competing in 11 of these, as they chose to miss the Ivory Coast and New Zealand rounds which were only eligible for driver’s points) as Miki Biasion won his first world championship.

Thanks in part to these triumphs, the integrale was also a success on the showroom floor. This encouraged the rally department still further, as it assured them that they would have no real issues with gaining homologation on any subsequent variants. Come the end of 1988, this was vital as Japanese giants Mazda, Toyota and Mitsubishi had been constantly developing their machines with more sophisticated traction management and new generation engines until they were showing enough potential to threaten the integrale’s supremacy. Work began on a 16 valve version of the integrale, allowing it to produce more power, hitting 200bhp (144kw) at 5500rpm with 17 psi boost but providing slightly less torque, 220lb ft (298nm) at 3000rpm. The 16v satisfied 5000 production units in time for the last rally of 1989, in San Remo. Toyota’s Celica had emerged as the most likely to knock the Lancia off its perch, handing the 8 valve cars a defeat in their last works rally appearance. The 16v redressed the balance in Biasion’s hands, giving him a second consecutive driver’s championship. Interestingly, the debut of the 16 valve was celebrated with a new Martini livery for the team, with red being the primary colour. This scheme was only to appear the one time before reverting back to the ubiquitous White livery of before, as celebrated by our feature car, a late 1988 build integrale 16V.

“It was one of those cars that when I saw, I was convinced that I had to have one, some day,” explains Shayne Williams as we blatantly ogle his ‘grale. “I remember watching the small snippets of rally coverage you would get on the TV, seeing the Lancia name always on top. I have loved them ever since.”

A man with a decidedly Latin taste in cars (he also owns a lovely silver Fiat Dino Coupe), Shayne let it be known to the small but passionate group of Australian based integrale devotees that he was after one. “I looked at a couple that were already here including a later model evolution model (that replaced the 16v in late 1991 and came with further modifications including a wider track and bolder bodywork) but the guy that owned it, who was all of 6 feet 11 inches, just wasn’t ready to part with it!” he laughs. Shayne now counts that man, Shannon, as one of his closest friends. His height came up when I climbed into the passenger seat and nearly hit the roof in the process. Apparently the trick is to set the seat right back, which holds 2 advantages: You can fit in, and back seat passengers can’t! Shayne can also empathise with not being able to let go, after finally locating this 16v in Japan: “It would take a heck of a lot for me to sell it on,” he says as if the very thought repulses him.

In his two years with the car, it has been kept in wonderful condition, still in its original left hand drive configuration. Lancia only ever made the 4WD Delta’s in LHD form, though there were a couple of approved dealers in the UK that could offer RHD conversions. The main issue with these conversions is that there were never any specific steering racks made so the natural fluidity felt through the wheel is compromised somewhat.

Shayne had plans to turn the car into a tarmac rally beast, but the necessity of altering the car on safety grounds proved enough to put him off. “To have to strip it down and put a full cage in, when it was in such lovely condition and drove so nicely as a road car…I felt that I should just leave it and enjoy as is,” he recounts. “My long term plan is to find one that isn’t in as good basic condition and modify it for more serious motorsport use. This one, I intend to keep it as is and just enjoy it on the roads, at club days, touring assemblies, public displays and things like that.”

The car itself certainly attracts enough interest wherever it goes. Shayne recalled a story of Glenn Ridge becoming smitten upon seeing it parked up at the Lake Mountain Sprint one year. “He kept asking if I could bring it over for the Mount Buller Sprint later in the year and asked if he could drive it up Buller when the road opened between stages,” he laughs. “I saw him later and said ‘Got your overalls, got your helmet?’ and Glenn was like ‘Yep, can I have the keys?’ and I just laughed and said ‘No way!’”

It does really get under your skin, seeing something like this out on the road. As we drove along a 3 lane highway for some photos, people were honking and pointing, waving and smiling. And, somewhat disturbingly, swerving as their attention swayed. Happens all the time apparently, thankfully without major incident.

Along with being active in the Historic Rallying Association (HRA) and Fiat clubs, Shayne has been instrumental in founding “Club Delta”, dedicated to the little beasts. They combine drive days and static displays, sometimes including other Italian exotica. “We just want to get word out about how great these cars are, as outside of the real car nuts, no-one knows what they are!” he says. “There are guys in the HRA and Fiat clubs that know the history of each rally car! But Club Delta wants to bring them to the masses.” Their convoys have attracted the attention of an event promotions company who are keen to help out to make 2009 an exciting year for Club Delta. Some may think that keeping the ‘grale a relative secret in Oz is a good thing, to be shared only among the learned few, but Shayne is the opposite and with like minded club members we can only hope to see a spike in ‘grale numbers on our shores.

When it comes time to take the car out, I unfortunately have to follow in Ridgey’s footsteps, and be a passenger only. While Shayne is protective of the car, insurance precludes anyone else from driving it. Even simply to import one, you must have a CAMS level 3 licence or above. Not to worry, I clamber in through the right hand side and relax into the very eighties interior. The engine, of course based off the famous Fiat twin cam, has a lovely throbbing note to its idle which is amplified with each spike in revs. Though you can tell it is turbocharged, the spooling sound of the Garrett does not overwhelm the motor’s base personality like turbos sometimes do. There is a modified ECU in this car which brought about a 25% power hike at increased boost of 23psi, to go with a fat slug of extra torque. To say it keeps up is a vast understatement…

Once underway the combination of left hand drive and the necessity of remaining on the left side of the road doesn’t phase Shayne too much. His Dino is also LHD and he looks more than comfortable threading the Lancia past mortal cars parked randomly along the leafy streets, avoiding the dropped jaws of passers-by. This car is mechanically unmodified save for a slight re-chip which boosts power slighty but significantly fattens the torque curve. And the detailing…that Martini livery took lots of perfecting, and lovely touches such as Martini branded driving gloves can be found in the console.

A significant change between 8 and 16v cars was the redistribution of torque between front and rear, the 16v offering a rear biased 47/53 split. This coupled with power steering and optional ABS brakes brought the integrale back to the forefront of road car technology. Understeer was greatly reduced, allowing a ‘more sporty drive’ according to Lancia’s press of the time. In the real world, Shayne agrees: “Torque steer is just never an issue. The steering is very well balanced, providing a light enough effort with maximum feel, excellent for an all-wheel drive. The short wheelbase and narrow track compared to the evo cars make things a bit more interesting in the wet, particularly with these larger wheels (17 inch compared to the standard 15- Shayne has 3 sets with tyres to swap with depending on his mood) but you just have to respect that when cornering with the power down.”

According to Shayne, the other major interfaces share a similar feel of detailed control, the gearbox sporting a longer throw than that of a modern rally warrior, while ultimate braking power also misses out on the last 15 years of progress in the field. For its day, however, the Integrale experience was unsurpassed and it rightly formed the template from which the next generation of rally cars bounced forward from. Even today, the ride has a suppleness that belies its ultimate grip. And the engine response, with an 8.0:1 compression ratio, would still be hard to beat today. With a rich seam of torque from 2000rpm upwards its rate of acceleration in road conditions is as much as one would ever need. Combined with that immense traction, conveyed to its occupants as if it is grating into the tarmac to find purchase, and its easy to understand how dominant it was in the rally world. How much fun it must have been to bait the supercars that abounded in the little Lancia’s heyday. After embarrassing, hmm, let’s say a Countach, on the road, one can easily imagine strolling up to its distraught driver and asking for a re-run, only this time on gravel. After all, it would only be fair…

The 16v’s rally career spanned the whole of 1990 and 1991, winning both manufacturers championships and the driver’s title in ‘91 for Juha Kankkunen. Though it’s replacement, the HF Integrale more commonly known as the evo, continued into 1992, the works Martini outfit had officially withdrawn, leaving the running of the new “Deltona’s” as they were known to privateer team Jolly Club. Auriol won 6 of the 14 rounds and Lancia won their final WRC manufacturer’s championship, but Delta was at the end of its development curve and went winless in Carlos Sainz’s hands in 1993 before retiring to the history books as the most dominant rally car of its time.

For more information on Club Delta either contact us, or if you have a facebook account check out the following:
http://www.facebook.com/group.php?gid=17569939115

Performance wise the new R8 doesn’t disappoint and it will rocket from standstill to 100km/h in 3.9 seconds, and if pushed to the limit will achieve a top speed of 316km/h. These times are quite an achievement over the 4.2 litre V8 version of the Audi R8, which covers 0-100 in 4.6 seconds and has a top speed of 300km/h. The V10 engine revs all the way up to 8,700 rpm and achieves peak power of 383kw at 8,000 rpm, while peak torque of the naturally aspirated engine is an impressive 530Nm at 6,500 rpm. There is a significant increase in power and torque over the current model, with the V8 engine generating 309kw at 7,800 rpm and 430Nm between 4500-6000 rpm.

The 5.2 litre V10 uses direct injection according to the FSI principle developed by Audi and gets by on an average of 13.7 litres fuel per 100km. The engine also features dry sump lubrication that ensures oil feed in any position, even at the maximum transverse acceleration of 1.2g achieved by the R8. According to Audi, the highlight of the V10 is ‘an amazing exhaust note made up of growling bass tones and powerful high notes as the engine revs up.’

The mid-engined R8 5.2 FSI quattro comes standard with a six speed manual transmission or optional R tronic sequential six speed which enables the driver to change gears in an instant via rocker switches on the steering wheel. Also featured on both transmissions are launch control, enabling the car to catapult forward from a standing start, improving acceleration times. Audi’s proven quattro permanent all-wheel drive system distributes the engines torque to all four wheels, with a strong bias towards the rear wheels.

Suspension wise, the new car is exceptional, with the company fine-tuning the suspension with 8,000 test drive kilometres in the world’s toughest laboratory, the Nurburgring Nordschleife. All four wheels are guided by dual aluminium wishbones, tuned for a highly dynamic ride yet still offering plenty of comfort thanks to Audi’s magnetic ride. This technology continually adapts the function of the shock absorbers to the requirements of the driver and the road. The power of the V10 is put down through exclusive 10 spoke, 19 inch wheels that are equipped with 235/35 tyres on the fronts, and 295/30 tyres on the rears. Brakes are also exceptional, with optional carbon-fibre ceramic brake discs shedding unsprung weight and adding further durability. In standard form, the front brake disks are 365 millimetres in diameter, while the rear disks are 356 millimetres.

The six speed manual R8 5.2 FSI quattro tips the scales at 1620 kilograms, with weight being kept down thanks mainly to its lightweight body, built of aluminium and weighing a mere 210 kilograms. The flagship’s exterior differs subtly from its V8 counterpart with notable changes at the front, sides and tail end. All-LED headlights are used as standard equipment, with Audi being the world’s first carmaker to use LED’s for the high beam, low beam, daytime running lights and turning signals.

Interior of this high performance sports car provides astonishing roominess and the car is luxuriously equipped with heated seat covers made of Fine Nappa leather, the navigation system plus, the Bang & Olufsen sound system and automatic air conditioning all being standard equipment. Carefully arranged interior details underscore the leading position of this top-of-the-line model. As always in an Audi, the workmanship is of the highest quality. The driver interface is clearly laid out and includes a colour monitor. The standard driver information system presents the speed as digital read-out and serves as a lap-timer when needed. The instruments and the gearshift knob are decorated with red rings; the pedals, the footrests and the rocker switches of the R tronic have an aluminum finish, as do the door sills.

The list of options is impressive such as the Audi parking system advanced with integrated rearview camera or a Bluetooth interface for your phone. Options that enhance the racing atmosphere are adjustable bucket seats from the Audi exclusive program as well as the option of carbon-fibre for the front spoiler, rear diffuser, sideblades and the engine compartment. The Audi R8 5.2 FSI quattro will reach Australia in late 2009 with an expected base price of around $360,000 plus. Although quite a jump in price from the current model, starting at $277,000, the new Audi R8 represents an attractive alternative to direct competitors such as the Porsche 911 turbo.

Originally the 924 was designed by Porsche on behalf of Volkswagen but the project was shelved by VW execs due to financial concerns. This suited Porsche fine, as they needed something with which to supersede their aging 912 and 914 models. Eventually the rights to the 924 design were bought and Porsche released the car under its own badge.

While the chassis generally lived up to market expectations, the feeble engine ultimately let the 924 down. Even the introduction of a Turbo model part way into the 924’s lifecycle could not help flagging sales. Additionally, there was a general sense of apathy towards their new flagship GT, the 928. Released in 1977 to complement the 924, it was originally hoped this front-mounted 4.5 litre V8 coupe would replace a certain obsolescent rear-engined model with the numbers 911 on its tail.

Technologically advanced and eminently comfortable, the 928 devoured big distances, its futuristic design (highlighted by a famously curvaceous rear end) regarded by many as timeless. However the weight a V8 engine over the front axles upset the handling, making it more suited to being an autobahn cruiser than a pure driving machine.

It seemed Porsche were not able to produce a front-engined machine without issues, so after analysing the strengths and weaknesses of both 924 and 928, Porsche looked to develop a bespoke model that would sit between the two in price and performance; the 944.

Introduced to the world at the Frankfurt Motor Show in 1981 with deliveries starting a year later, the 944 became the Porsche one could buy on a somewhat entry-level budget. The designers decided they were onto a good thing with the 924 styling, so in the traditional Porsche way of design, they left the majority of the exterior alone and only made some key refinements. In this sense the 944 can be seen as an of the 924’s ethos. To preserve the handling a smaller and lighter engine was required, but not at a detriment to performance. They installed a four-cylinder 2.5 litre engine that delivered the power in a package the chassis deserved. Over its model lifecycle, the 944 used various engine sizes ranging from 2.5 litres in the early 944 models to 3.0 litres in the later 944 Series 2’ range. During the mid eighties a Turbo model was introduced which boosted power levels and turned the 944 into a track weapon, while still maintaining the façade of a perfectly usable road car.

Harnessing the 944’s newfound engine power, sensible suspension and brake upgrades were a key compliment to the already outstanding chassis. The fundamental reason why the 944 is the pick of the three front engined models is its near perfect weight distribution, helped no doubt by its rear mounted gearbox in the tradition of many great sports cars. There was a choice between a 3-speed automatic or 5-speed manual gearbox, though the 5-speed was much better suited to a driver whom liked to test the chassis on occasions.

After six years of trying with the 924 and 928, Porsche had finally created a front-engined sports car that delivered on all fronts, without the hefty price tag.

Test case

The test car is a 1990 944 Series 2 model (944S2). An Australian delivered car, it is one of only 71 locally delivered 944S2’s from that year. Porsche produced nearly 10,000 S2’s from 1989 to 1991, with only 128 being delivered to Australia before the 968 took over. This is a rare and special example of the Porsche product circa 1990. Alongside the coupe there was also a Cabriolet model, though these were produced in even smaller numbers.

There is an air of excitement as I walk over to the white 944, idling smoothly. I take in its swoopy rear profile and spoiler, long bonnet and wide guards and realise this is a special day. Today is my first drive in a Porsche and also the day that hopefully confirms my belief that Porsche creates truly great sports cars.

Taken from the 944 Turbo, the smooth front bumper and rear valance give the 944S2 a purposeful yet tidy appearance. The wide rear tyres fill the pumped guards well – the 944 has a great set of hips on it which really define its appearance. Everything works with everything else on the exterior – it all fits together and flows both visually and functionally with precision. Opening the door and sliding into the fabric and leather driver’s seat, the precision continues. A mixture of leather, vinyl, fabric and plastic greet the driver. The flat dash oozes function-by-design, with air conditioning and stereo nestled in the centre console. The gauges are nice and clear, the speedo lets you know with a red mark when you are getting close to 60kmh (crawling speed!- ed) and the tacho signals it is all over at the 6,500 rpm redline. The gear knob for the 5-speed gearbox is minimal distance from the wheel and feels pleasant to hand. It is a nice place to be. Touches such as the handbrake on the right; placed low near the electric seat controls, create plenty of space for you left leg and let you know the designers have really thought about making the driver feel comfortable while maintaining the theme of ‘function by design.’

The seats are cosy with side leather and fabric in the middle. Bolsters for your rear-end and around your mid-section and shoulders yield a snug fit which is not only comfortable, but provides a reassuring feeling of being ‘anchored’ into the car. The driver and front passenger seats are electronically fully adjustable and sculpted leather bucket seats are added for the two rear passengers, though in reality this car is really a 2 seater unless you are prepared to compromise your driving position (or carry small passengers in the rear). Technically you could say it seats four, but would be better classed as a 2+2. Porsche could have compromised here by moving the rear seat back a little as the boot is quite large. The intrusion into the ample boot space would have been worth it, with the reward being the ability to seat four adults in comfort.

On the road

Put it in gear, squeeze the floor-mounted throttle and be transported into another world. The build quality is such that even after 18 years everything works and all components feel solid, letting you know that you can depend on them doing their job. At cruising speeds on residential roads it can feel like a normal road car, however you get the sense the 944 just wants to be opened up a little. In truth, the 944 really comes into its own when moving through the gears and using all its glorious rev range. Like a wild brumby, it conveys a feeling that it just wants to run free.

The floor-hinged pedals add a special feel to the driving experience, unmistakably different in feel to the top hinged pedals in most cars. The throttle pedal is quite heavy though once accustomed, the pedals feel natural and the initial heaviness of the throttle becomes a memory as familiarity grows.

The Series 2 was introduced in 1989 and is powered by a 155kw (211bhp) 3.0 litre water-cooled four cylinder with two overhead camshafts and four valves per cylinder. It is a tremendous engine. The performance was quoted as 0-100kmh 6.9 sec onto a top speed of 240kmh for the manual. Though I cannot confirm these figures, the 0-100kmh time would seem about right. The 3.0 litre four cylinder delivers effortless torque and a firm shove in the back under acceleration. A quick squirt from 2,000rpm in fourth gear really showed the engine’s class with almost linear, but relentless power delivery.

Put your foot down and “once you drop it into second gear it pulls beautifully,” according to fellow autisie Adam. The engine is so flexible up and down the rev range. The 944S2 transports you away from the harshness of some mass-produced inline sixes and clunky gearboxes, to a place where things are made with precision and low tolerance for error. The rear mounted gearbox provides an almost even weight distribution, yet gear changes can be slightly vague due to the lengthy linkage mechanism, producing a ‘notchy’ feel on occasion.

Complimenting the engine room is an equally capable chassis. Independent four wheel suspension with wishbones, suspension struts, stabilisers and longitudinal torsion spring bars up front while the rear is composed of diagonal control arms and transverse torsion bar springs, telescopic shock absorbers and stabilisers to create a package which is at ease on smooth and rough surfaces alike. The suspension is comfortably firm, yet it feels as though it is constantly working with you. At slow speeds it glides over any surface soaking up the bumps while maintaining excellent communication from all four wheels. The words balance and poise spring to mind.

Porsche have never had to search for answers when it comes to acceleration; nor have they needed to find answers to braking effectively. When the brakes are applied your previous speed simply ceases. While not aggressive, the braking power of the 944S2 must be respected: a highlight of the road test.

With a wheelbase of 2400mm and weighing 1,340kg, the 944S2’s handling can only be described as sublime. Steering is precise and quite communicative as it loads up through the bends; however around the dead centre the information flowing back becomes a little indistinct. The 944S2 is not an all out track-ready sports car so this steering feel is entirely acceptable.

During the test, road noise was minimal, though this comes as no surprise when you consider Porche’s world renowned build quality. There was notable absence of rattles or squeaks from the 18 year old 944. Mostly all you can hear is the hum of the engine and the subdued exhaust sound, until you open it up a little. Then the aural delight filters though to the cabin – though by no means is the exhaust intrusive. Perfect for a daily driven road car with its flexible engine, sublime handling and braking to match while maintaining a great look from the exterior, the 944 Series 2 can do it all.

With a good sized boot, comfortable seating for two occupants, a +2 option to make four occupants for short trips and well laid out interior; as a road car it ticks all the boxes. Equally, seeking out a country road it would transform itself into a beautifully balanced sports car for the driving enthusiast. It really lets you know who is in control and constantly re-assures that it is you who makes the decisions from the driver’s seat. There are no hidden surprises waiting to attack the unsuspecting. After two failed attempts, Porsche created a superb front-engined sports car, an everyday Porsche at an affordable price.

For those who are interested in this car, is currently for sale at Brooklands Classic Cars for $33,950. Our thanks go to the team at Brooklands Classic Cars for providing the test car and for their support.

Ignore the shady picture quality for a moment and take time to enjoy this fearsome lap, on an open Nordschleife. This is the first installment of our new video of the week feature. Feel free to let us know your suggestions!