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23:05

I have Black Puma from new 1998 — 82000 miles, I have looked after it and am still driving, it has just past its MoT 1 month ago, yes its original No modifications I still enjoy driving it, but have decided it needs to go as I need something newer. If anyone is interested pleas me let me know 

18:49

Cool test drive

Daniel Bevis

Value Guides look primarily at models which have been advertised or sold in Australia during the preceding 12-24 months. In the Market Reviews I do sometimes mention others (such as the 1969s Boss 429) when one sells somewhere. The Cobra-Jet cars I list are all are pre-1971 shape and have a decent following in this country with values up around $100k for quite some time. Boss 302s remain popular but looking at recent asking prices that can top $150,000, some vendors who will be disappointed by our value range. 1971+ Boss 429 cars are difficult to find locally and aren’t included for that reason. I can recall seeing just one of the model being advertised here but that was while back. Also the US market isn’t very respectful of their scarcity, with a couple being sold by North American dealers in late 2020 at less money than the more common Boss 351 cars. That said, I don’t use the US market at the moment for anything more than general guidance because a lot of people are getting carried away with excessive asking prices and we do see that in some of their Boss 351s. Once the US social and political issues calm down things might a return to more sensible levels. Thank you for your comments and taking the time to write. Reader feedback is always very welcome and enables us to continually improve and expand the guides. 

Daniel Bevis

Thanks so much for sharing that story, Dan. We suspected the old war horse had seen a fair bit of service, and the fact it was setting out on the Reliability Trial 11 years after its first big marathon event says a lot about the car, the times and the people. Amazing. 

Driver Car

Very cool and rare Mini!

Bond 007
23:01
+1

This E28 was sold in 2016

Chris Rees

You are correct — Illinois Institute of Technology (IIT) in Chicago. Peter came back to IIT in the mid-1980s to give a Porsche company presentation and talk to IIT faculty, students, and alumni. A year earlier or so, Peter welcomed a small group of IIT faculty and alumni at Porsche HQ in Stuttgart-Zuffenhausen for a whole day of activity, including a tour of the entire production facility there. Yes, a wonderful man. R.I.P. Peter.

Paul Walton

A wonderful man who happened to go to school on the Sout' Side

21:59
+1

Nice. It is for sale?

PHIL RavenshearBMW E92 M3
21:52

unreal !!!!! 

Nice one Owen. Long way from that purple monster

Ezra Dyer

Blackpool illuminations

On a winter’s evening of 2019-2020, I was driving my 2006 S-TYPE when I had to stop under a railway bridge for roadworks. The rail line carries the electrified Thameslink and East Midland’s Main Line services. Just as I started to move off, the whole dashboard lit up like the Blackpool illuminations and my car went into limp-home mode. I continued driving for about 100m before pulling off the main road onto a housing estate. After switching the lights and ignition off I waited for about a minute and upon restarting the engine everything seemed to be normal, so continued my journey for another ten miles with no issues and all dashboard indicators reading normal. The following morning everything was still working okay, but as a precaution the car was taken to my local specialist to be plugged into the diagnostic machine. Of the 15 electronic modules, 11 reported faults and four no faults. The 11 modules between them reported 37 separate faults, including faults from the engine control module, front and rear control modules and instrument pack panel. Once reset, none of the 37 faults re-appeared, nor have any occurred since. So what was the issue? It’s believed that the most likely cause was a large electromagnetic pulse (EMP) generated by a train passing overhead while I was under the bridge. Fortunately, the pulse was only large enough to cause interference to the car’s electronics and not extreme enough to cause permanent damage. Maybe other readers have experienced this, or a similar problem. 

Driver Car

I don't think it is. Great, And fun, price isn't too bad, and the looks are fairly good, I don't think theres such thing as the best in anything, but id gladly chose a RS500 or Scirocco R over this.

But I do see a lot of them at Trackdays at the end of the month.

Ezra Dyer

While Bentley has committed to offering only plug-in hybrid and electric powertrains from 2026 onwards, with EV-only models from 2030, chairman Adrian Hallmark said the firm is planning “an autumn rush” of new and updated versions of its combustion-engined cars in the next decade. Hallmark wouldn’t be drawn on details but said Bentley plans to “release a multitude of derivatives over the next three years” and will continue to invest in traditional powertrains, including plug-in hybrid variants. He said: “The problem with talking about strategy is that 10 years isn’t a long time but it’s short enough. When you talk about strategy, people will say: ‘Well, does that mean tomorrow you’re not building engines?’ Well, we are, and part of the discussion with governance is about how industry adapts. “You can’t just have a turnoff, turn-on approach. We’ve invested heavily in EU6 and EU7 hybrids and the industry has spent hundreds of billions between us investing in these new technologies. They’ve all delivered massive improvements versus previous technologies. “There is time to take full advantage of that investment and huge advances in product innovation that we’re throwing into the market in the next three to five years in the conventional technology space. “With the hybrids, we hope they will carry on beyond whatever the earlier banned date is for pure-combustion-engined vehicles. Because they’re the same architecture as combustion-engined vehicles, we’ll innovate in terms of connectivity, autonomous driving capability and more electrification. All of those things will be part of our plan before we get to 2030 when we’re full-electric.” Hallmark added that Bentley is still monitoring the development of green synthetic fuels – which could be vital for the airline industry – in the hope that they could allow the company to keep offering clean combustion-engined continuation models in the future. 

Chris Rees

Bentley’s plan to go fully electric means the clock is now ticking on its association with the VW Group’s W12 petrol engine, which began with the Continental GT in 2003. There was a sniffiness about it at the time from Bentley traditionalists, who preferred the more effortless torque of the firm’s 6.75-litre turbo V8. Well, that was certainly a wonderful engine too, but it wasn’t nearly as adaptable or clever as the compact, innovative W12. Some also said the W12 would never make big power reliably because of the inherent challenges of getting cool air to its inner banks of cylinders. Some problems. Three years ago, Bentley got 700 imperial horses from it, and 750lb ft, for the last-of-the-old-line Continental Supersports. I bet there’s quite a lot more to come from it now. The thing is, I’ve always preferred it at its most refined and unstressed. There’s a deliciously silken brand of unstoppableness about its low-range torque that works brilliantly in heavy cars. Electric motors will supply as much torque quite easily. They won’t approach nearly the same demure mechanical charm, though. 

Bob Harper

A Stag on the Riviera

What could be better – a hot summer’s day in 1978, the Promenade des Anglais in Nice, a Triumph Stag with the roof down and a hat to die for! But the bonnet slightly ajar is a precursor to a fraught and ultimately fruitless attempt to reach Grasse where we were meant to be staying. The offending distributor had supposedly been fixed by a BL garage in Gap but the problem re-appeared with little to choose between zero and maximum revs.

We limped as far as Roquefort-les-Pins where we persuaded le patron of the local garage to look at the problem. To his credit he undertook such a successful repair that the car ran faultlessly all the way back to Inverness. The silver lining was having to spend the weekend in a delightful little restaurant with rooms, dining under the stars and listening, rather bizarrely, to Mull of Kintyre.

As for those wheel trims, two went AWOL – one under a lorry on the M1, the other preceding us down a Normandy village’s steep main street, greatly entertaining the locals. The car is still on the DVLA database but has been on SORN since 2012.

Ezra Dyer

What’s better than a 930 Turbo? A 930 Turbo rocking the Martini look, that’s what. Iconic is an overused word, but in this instance, there is no other to describe the marketing and design nous that created the blue and red livery that injected glamour into some of the greatest race and rally cars of the ’70s, ’80s, ’90s and even into the 2010s. Think Porsche 917, through to 935/936, the F1 Brabhams, rallying Lancias and latterly F1 Williams. Even today, Porsche still uses the livery, with no financial incentive from Martini. It’s got to be one of the greatest and most enduring deals ever done. That and, of course, the James Bond connection. Shaken not stirred etc. That’s why there’s a Martini striped Turbo on the front cover of this issue, not that we really need an excuse. Check out the story of this resto. Also check out Keith Seume’s Usual Suspects column in this issue, for more Martini 930 memories. Anything else to report? Well, talking of iconic, Porsche’s 904 road racer definitely falls into the icon category, and we welcome the Aestec GTS in this issue, a Boxster-based homage to one of Porsche’s greatest hits. 

Sam Dawson

Rarest 6-cyl LWB version on Traction Avant?

Malcolm McKay

Gordon Birtwistle used X782

Gordon Birtwistle used X782 to test automatic and manual gearboxes


A bad reputation early in a car’s model run can taint it forever, or paradoxically help infuse it with mystique

Mention the Triumph Stag in mixed motoring company, pause for breath and you’ll almost certainly have someone chime in with a wellworn version of the old, ‘Don’t they always overheat?’ line. Like the thirst of the Jensen Interceptor and the deathwish oversteer of a Porsche 911, these nuggets of received wisdom cling to certain cars forever, often obscuring the full picture. With the Stag reaching its 50th birthday this year, we decided to colour in that picture with some fresh insight. We’ve driven two pre-production prototypes, spoken in-depth with factory development driver Gordon Birtwistle and followed the story of a prototype’s restoration. Like many cars with a reputation, the Stag’s is rooted in fact, but delve deeper into its story and you’ll be impressed that it turned out as well as it did. In these handsome grand tourers – they look best with the hard-top on – is a sophisticated travel companion, one that helps you escape life’s troubles as soon as that overhead-cam V8 stirs into a silken burble. And with modern knowledge, old problems are consigned to the past. No wonder it has such a following. If you want an example of a car that is revered in spite of its reputation for being difficult, consider the Porsche 917. Like the Stag, it celebrates a 50th anniversary in 2020, in this case for giving its maker its first outright victory in the Le Mans 24 Hours. But contrary to Porsche’s hard-earned reputation for obsessive engineering, the 917 was a wayward child, so unstable at full speed that it would weave from one side of the Mulsanne straight to the other, its drivers using all of their skill to keep it on the blacktop. Some even refused to drive it until aerodynamic improvements tamed the beast and made it into a winner. To celebrate, we took a 1971 Le Mans contender on track and spoke to the luminaries who knew it inside-out.

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