Event Recap - Mobil 1 Seat Swap at Watkins Glen

In spite of a weather forecast of sunny and 70 degrees, Watkins Glen International was cold and rainy on Tuesday morning when a surprisingly large number of fans began turning up at the track for the Mobil 1 sponsored "Seat Swap" event. Formula 1 driver Lewis Hamilton and Nascar driver Tony Stewart were set to trade cars for a few laps around the historic circuit in New York. The Glen made a name for itself by hosting the United States Grand Prix (among other international racing events) for roughly two decades. In more recent years, Nascar has utilized the track for one of a couple road courses run throughout the season. Tony Stewart, therefore, is no stranger to Watkins Glen in a Nascar, though it's been nearly 30 years since a modern Formula 1 machine has raced around the circuit.

The relatively quiet atmosphere was awakened as Hamilton's McLaren MP4-23 (2008) was fired up in a tent across from the grandstands on the front straight. Perhaps it's the newer, smaller 2.4 L engines, or the fact that the Glen is fairly open in terms of surrounding structures, but I couldn't help but think that the McLaren didn't seem nearly as loud as the old V10 F1 cars I recall from Indianapolis in 2000 and 2001. After a few minutes of warm-up revs, the McLaren was switched off, and there was more waiting. This would be the case throughout most of the day. The F1 was turned on, revved, and switched off several times before it was finally wheeled out to the track along with Stewart's Chevrolet Impala Nascar.
In the mean time, F1 driver David Coulthard was keeping busy by taking VIPs around the wet track in a Corvette. Since Nascars don't race in wet conditions and Stewart himself is not experienced in the rain, let alone in a Formula 1 car, there was a bit of worry that the event may be called off. Interestingly, the Nascar was fitted with rain tires, a windshield wiper, and even a defogger. After a few hours the rain let up, and the two cars were finally rolled out to the start/finish line.

The scene of watching the respective team members prepare their cars was rather telling of just how different the machines are. The Nascar was simply pushed out on its own wheels whereas the F1 car was wheeled out on a dolly with tire warmers kept on until the very last moment. Most of the activity seemed to me centered around preparing the McLaren - the Nascar waiting patiently. It was like imagining a country boy going out on a date with a European super model.

The two drivers eventually got into their own cars and went around for a parade lap. Stewart came in to the pits while Hamilton went stayed on track for a few warm-up laps. The sound of the car could be heard the entire time as it went around the 3.4 mile circuit. Hamilton had never been to Watkins Glen before but seemed to have no trouble at all. Seeing the F1 car at Watkins Glen just seemed to fit. I'm certain that many of the people there were thinking that it's a shame the series no longer races at the rightful home of Grand Prix racing in the United States.
Stewart went out in his car, but was notably conservative. The track was still quite damp, however, and it has to be one of the only times a Nascar has been driven at speed in such conditions. Stewart came back in and it was Hamilton's turn in the Impala. The track had started to dry significantly at this point, but Lewis seemed all the more fearless with the car - even sliding it sideways before coming back to the front straight on his final lap and doing an incredible series of doughnuts in front of pit lane.
Hamilton remarked at how well planted the Nascar seemed and how much he enjoyed the Watkins Glen circuit. (Maybe Bernie Ecclestone heard him?)

Stewart got into the McLaren and after a stall, was out on track. He seemed very timid with the car the first time around, though one can't blame him. The next couple times around, he seemed to gain a lot of confidence. The only noticeable difference in driving styles from this observer's point of view, being the much more relaxed downshifts going into the 90' after the front straight.

In the end, and to be perfectly honest, Hamilton was the faster of the two in both machines. That being said, Stewart couldn't be blamed.
The event could have been more spectator friendly and a little better organized, but hopefully the several thousand people who showed up on a weekday in terrible weather will get the point across that we want to see Formula 1 cars in the US - and at The Glen.

Also available on our partner site Racing Redux

Great Automotive Failures: Triumph TR7 & TR8

The classic British roadster conjures many stereotyped thoughts in the minds of automotive aficionados. Think for a moment of a cool Clint Eastwood motoring around Carmel in his Jaguar XK-150 in "Play Misty For Me." On the other hand, there are those who would point out that you probably would never see Clint bent under the open hood of an MGB trying to determine why the headlights didn't work or where all the crankcase oil went.
That aside, these cars have a significant following. Affordability, classical styling, simplicity, and sheer fun propelled the market for literally millions of units from the likes of MG, Austin-Healey, and Triumph.
Of the less-expensive brands of British cars, Triumph certainly made some of the greats. The Spitfire, and TR series were serious competition for the UK's own brands (prior to industry unification, of course), Fiat, Alfa-Romeo, etc.
Looking back, the TR2 and TR3 really got the Triumph name to stand out in the all-important US / North American market. Michelotti-designed TR4, TR6, and Spitfire gave the brand an nice Italian flair, while the Triumph straight-six engine gave the "bigger" models a lot of power for the price.
Naturally, the curse of British-Leyland and poor build quality mounted throughout the 1970s. The Spitfire and TR6 were decidedly "old-school" in production methods and amidst a rapidly developing industry were quite dated by the later part of the '70s. The Spitfire was the cheaper and smaller model, and continued to sell well enough to remain in production for 18 years until 1980. The "range-topper" TR-6 was to be replaced, however.

The all-new Triumph TR7, introduced in 1975 was advertised as "the shape of things to come" with distinctly '70s wedge-shaped styling and pop-up headlights. It even featured (gasp!) unibody construction. This was to be the Golden Boy - the savior of the marque that would bring Triumph back to its former glory. That was the idea anyway...
Until the TR7's debut, the TR series was always made up of convertibles. Many manufacturers were fearful that United States legislation would ban convertibles from its highways. While Triumph's own Stag, for example, maintained a rag-top, it incorporated a roll-bar structure to get around this potential problem. Porsche, meanwhile, went so far as to introduce the famous Targa cars. The TR7, unfortunately, rolled off the production line for the first four years of its life as a coupe only.

Whereas the TR7's predecessor was driven by Triumph's straight 6, a rather bland 2.0L inline four powered the new car (the same one found in early Saab 99s). Performance was lacking at best. The reasons for this engine choice, of course, being emissions and fuel economy. Furthermore, as many cars were being fitted with 5-speed gearboxes by this time, Triumph stuck with a 4-speed initially. Eventually a 5-speed would be offered, along with a 3-speed automatic. Acceleration from 0-60 could eventually achieved in a little over 10 seconds and top speed short of 110mph.

Quality control was a bit of a mythological thing to British Leyland by this point, and the TR7 was down-right devoid of it. Particularly horrid examples were built in the infamous Speke factory before it was shut down. If the TR7's "modern" shape failed to bring the Triumph name back to notoriety, the appalling lack of reliability did its best.
To boost appeal, particularly to Americans, the venerable Rover V8 was fitted to the chassis, thus producing the TR8 in 1978. The Buick designed 3.5 L engine significantly improved performance and was probably the most reliable part of the revised car. Naturally weight increased with the larger powerplant, and as a result, the underwhelming brakes of the TR7 were upgraded.

The fear of anti-convertible laws subsided enough (and sales suffered enough) that Triumph finally released a roadster version of the TR7 & TR8. Most of the (relatively few 2,800 or-so) TR8s were of the "drophead coupe" convertible variety. Most TR7s were coupes, though about 28,800 roadsters were built - roughly a quarter of total production.

By 1981, the "shape of things to come" was the shape of things gone awry and away.  Production of the TR7 and TR8 ended after the money-hemorrhaging company could no longer viably produce the car. Even Leyland's typical "pretty girl" advertising couldn't save it. It was the last roadster to carry the Triumph name, and the last car the company would design themselves. The brand's long history of building cars since 1923 was over when the re-badged Honda known as the Triumph Acclaim halted sales in 1984.

*RWP takes no credit for images.

Moderately Priced Mid-Engined Cars

Automotive manufacturers have understood the advantages of placing a car's engine in the middle (or, behind the driver and ahead of the rear wheels) for some time. By placing the engine there, the weight balance of the car can be made much more even over the front and rear axles. This allows (in most cases) for superior handling over front-engined cars, which tend to understeer, or rear-engined cars, which tend to oversteer. Auto Union grand prix cars from the '30s, designed by Ferdinand Porsche, were some of the earliest examples of this configuration. At the time, it was considered somewhat unstable, but the greater advantages of mid-engined design were continually explored, perfected, and adopted in particular on racing cars by nearly all manufacturers. It was not until the 1960s that mass-production of a mid-engined road car would really begin.

Not all mid-engined cars have to be outlandishly expensive supercars like Ferraris or Lamborghinis. There are a few examples of these well balanced sporting cars that the "average Joe" can afford to purchase and enjoy, even as a starter classic. So, we have prepared a list of some moderately priced mid engined cars for the masses which can be had for under $20,000. Granted, in the long run, some can end up costing you much more, but let us start with the most affordable:


Toyota MR2 (1984-2007)

The Toyota MR2 has the great advantage of being affordable, fun, and reliable though to be honest, they're not exactly the most desirable of the lot here. Honestly, most people don't dream of some day owning a Toyota over say, a Porsche, Lotus, or nearly anything Italian. Nevertheless, they're a good starter sports car or easy-to-run weekend runabout.
The original MR2 of 1984 featured crisp styling as boxy as one could expect from a 1980s design. The car was designed in cooperation with Lotus and it's not surprising considering the car's light weight and excellent handling. Initially, a 1.6 L DOHC four-cylinder engine was mounted transversely behind the passenger compartment. While it wasn't exactly the most powerful engine in the world, it was quick and eager to rev.
By 1986, an optional T-top roof configuration was made available, adding some appeal to those desiring an open air experience. These early MR2s can be had for just a few thousand dollars (or less if they're an abused example in need of some care). Beware though - they are getting old and they are made in Japan - rust can be an issue.

In 1989, the MR2 went through a complete redesign with a more rounded and organic body. The car weighed a few hundred pounds more than its predecessor, though it also became more powerful, and even a 200hp turbocharged variant was available. Again, the T-top was offered. These Turbo models obviously cost a bit more even today, though finding a decent example for under $10,000 is not at all unheard of.

Finally, the last of the MR2s, the Spyder, marked a rather drastic change in direction from the previous two generations. Another complete redesign made the sporting Toyota a full roadster for the first time. The very successful Mazda Miata must have left them wanting a piece of the market. The "new" MR2 also lost the pop-up headlights of past models and also, several hundred pounds over the last generation. Once again, the model was light and very nimble, though only a 1.8 L four-cylinder was available, and alas, no turbo. To many, these are the best of the MR2s and since production stopped in 2007, they can be purchased quite cheaply from roughly $8,000 to $15,000.

Fiat X1/9 (1972-1989)

The Fiat X1/9 was a rather radical departure for the company known for its small economy cars and classic Italianate roadsters. The crispy body was styled by Bertone and the basic drivetrain was that of a Fiat 128 moved to the back. While initially, the X1/9 weighed in at roughly 2000lbs, the anemic 1.3 L four-cylinder was hardly a powerplant for a sports car, producing a wheezing 75hp and virtually nothing in terms of torque.
The car did have the advantage of a fairly stiff body, a removable top, and of course, good handling. Furthermore, it also had some luggage capacity, which is typically at a premium on mid-engined cars. Granted, I wouldn't choose one to take on a cross-country camping trip, but some weekend luggage would fit.
As Federal crash-test regulations increased, so did the bumper size as well as weight. Smog equipment further taxed the engine and decreased it to a down-right poor 63hp. By 1979, a larger 1.5L engine was fitted and added a little much-needed power. Fiat left the US market in 1982, and the X1/9 was marketed as a Bertone until 1987. World-wide production and sales of the car ceased in 1989.

While the earlier cars are a little better looking and lighter, later cars do have advantages in terms of a little more passenger space and better rust-proofing. Being Italian and from the '70s, rust is naturally a major concern when purchasing an X1/9. It's not hard to tune one to respectable performance provided local laws allow it. Fortunately parts are readily available as about 160,000 were made and it utilizes many standard Fiat parts. Finding a decent example may be difficult, but should only cost you well under $10,000. Be prepared though - it's Italian, and it will break.

Lancia Montecarlo / Scorpion (1975-1982)

The Montecarlo (or Scorpion to the US market) was originally intended as a big-brother to the Fiat X1/9. The Scorpion / Montecarlo, however, is larger and perhaps most importantly, more powerful. Unfortunately, the Scorpion was very short-lived in the US market (sold in only 1976-77), though a few Montecarlos have been imported. Unlike the 2.0L European counterpart, the US Scorpions were only sold with a 1.7L four-cylinder offering only 80hp. Still, the Pininfarina styled body is aesthetically more pleasing to many over the Bertone X1/9 and the weight nearly the same.
One unique feature of the Lancia design is the large retracting canvass roof. Though not all Montecarlos had this feature, all Scorpions did. Naturally, being Italian, build quality was always questionable, but you can't deny that the cars certainly have that Mediterranean flair.

As I'm sure one could expect, reliability and rust are the biggest problems with the Scorpion. Furthermore, these cars were notorious for easily locking the front brakes and creating a rather scary situation for the driver. It wasn't until after US sales stopped that Lancia simply removed the brake booster as a quick solution.
The Scorpion is a rather rare beast here in the States as only 1800 were made for the American market. If you find one, it's important to make sure the car has been well taken care of and is properly sorted out. If not, you could be in for the nightmare of your life. In spite of the car's relative rarity, prices vary considerably. A fixer-upper could run you only a few thousand - a restored example around $20,000 or more.

Porsche 914 (1969-1976)

Here at RWP, we're no strangers to the Porsche 914. In this writer's humble opinion, having grown up with these, it is one of the most under-rated sports cars ever made. The styling may take some getting used to for some, but the 914 seems to fit very well with the rest of the classic Porsche stable. The bodies were assembled by Karmann and were fitted originally fitted with either a VW-sourced "Type-4" engine, or Porsche's classic flat-6. When the 914 was introduced, it was largely applauded for its spaciousness, two trunks, removable hard top, and superb handling. If you opted for the 1.7 L flat-four engine, however, you'd be less than impressed with the performance. The 914-6, on the other hand, was fitted with the same 110 hp 2.0L flat-six as an early 911. The problem though, was the rather high price which fell just short of a 911T at the time. Not much of an "entry-level" Porsche in those respects.
By 1971, Porsche saw that the 914-6 was too costly and opted to drop it from the line. In 1973, a 95 hp (100hp outside of the US) 2.0L variant of the VW engine was offered and gave the car a good balance of performance and price. The base-model was uprated to a 75 hp 1.8L as well. These would be the first mass-produced cars with electronic fuel injection. The 914 was never really a "cheap" car, and lower-cost competition from Fiat, Datsun, and Triumph, for example, made the 914 rather hard to sell.
By 1975, big Federal bumpers and smog equipment did their best to kill the 914 like so many other imports. Sales dropped along with power (the '75 and '76 cars all had the 2.0 but were de-tuned for emissions) and the 914 ceased production.

Many 914s have been tastelessly and poorly modified to American V8s and/or fitted with body kits and other gaudy accessories. These should probably be avoided. 914s were often abused over their lifetime and a good, rust-free example can be tricky to find, but they're out there if you look - Porsche built nearly 119,000 of them. It's easy to hot-rod a VW engine and most 914s are old enough to get around emissions regulations. A '73 or '74 model is probably the most desirable, as they have a better shift linkage, smaller bumpers, and decent power. There are some well done 6-cylinder conversions as well. Expect to pay $10,00 to $18,000 for a nice 4-cylinder and an original 914-6 may run well over $20k. They're very reliable and VW parts keep running costs down, but be warned, anything with a Porsche part number is pricey.

Lotus Europa (1966-1975)

You could say that this is the one that started it all, in terms of mid-engined road cars. The Europa was the first "mass-produced" production car to have the engine in the middle (if you consider less than 10,000 units "mass"). Like earlier Lotus designs, the Europa used a steel back-bone chassis with a fiberglass composite body. Say what you will about the styling (some love it, I personally hate it), but it was certainly aerodynamic with a drag coefficient of 0.29. This, combined with a curb weight under 1,500lbs made for a very nimble car.
Power was sourced from the Renault 16's 1.5L four-cylinder and 4-speed gearbox and tuned to a respectable 82hp. in 1968, the S2 variant was introduced with several refinements over the original design. These are probably the most desirable of the early cars. Finally the 1.5L Lotus Twin-Cam engine became available in 1971 along with a change in the body. The rear "flying buttresses" were carved out a bit to make it easier to see out of the incredibly tiny car.

As far as practicality goes, there essentially is none with this Lotus. It's very small, hand-made in England and therefore likely to have build quality issues, and probably the most unsafe of this entire lot of cars. That being said, they're incredible fun. Values for these cars are rising, particularly for an early example or a Twin-Cam. Watch out for typical electrical gremlins and poor fiberglass repair that could literally leave the body coming apart at the seams. Lotus made relatively few of these, but they're still out there for $10,000 to $20,000+ if you can find them.

Lotus Esprit (non-V8s 1976-1996)

Lotus again employed the proven fiberglass body over steel backbone chassis design for the Esprit. The wedge-like design of the Esprit was also becoming somewhat of a Lotus trait in the era, referencing some of their racing cars' shapes. Like most of these early Lotus models, it has a bit of a kit-car feel to it, which some may not like. Regardless, the Esprit was another great "driver's car" in terms of its road holding and feel.
The earliest examples of the Esprit were powered by Lotus' own 2.0L "Torqueless Wonder" power plant driving the wheels through a Citroen SM transaxle. As you'd probably expect, these are the slowest of the Esprits, and probably the most prone to quality issues. The S2 had various improvements over its predecessor, though the engine remained the same. In 1981, a lightly re-worked Esprit, the S3, was equipped with a more powerful 2.2L Lotus-built engine. A turbocharged version also hit the market, finally adding some much needed "real" power.

In 1987, a less angular and stronger body was fitted to the Esprit. These cars mark the transition to the "modern" Esprits. Various trims and engine specifications were available throughout the 1990s and it actually seemed as if the design was finally coming into its own and shedding the 'kit car' image. Beginning in 1996, a turbocharged, all-aluminum, 350 hp V8 developed by Lotus found its way into the car. These are the fastest of the Esprits, but also the most expensive. In terms of being an "affordable" mid-engined car, they're a little too far off the chart.
Like anything, condition is a large factor in price with these cars. You can find an earlier model for around $10,000 or so, but unless you're willing to spend a lot on repairs, you may be better off finding a later S3 model that's been well taken care of. These can be had for under $20,000, but a really nice one can be significantly more. V8 models are usually well over $25,000.

Porsche 986 Boxster (1996-2004)

It hardly seems like it was so long ago that the Boxster was automotive industry front-page news. Porsche was having a hard time financially, and the 986 marked the beginning of a new era in Porsche's history. The completely new design was a significant departure from the line-up preceding it, which were cars all based on designs dating back to the 1970s or earlier. Porsche was no stranger to water-cooling by this period (924, 928, 944, 968, etc.) but this was the first time the company used it on typical flat-6 engine layout.
Everything about the Boxster was new, including the very method in which Porsche produced the car. To keep costs under control and therefore make the model a success, the Germans actually hired Toyota to advise them on production processes and parts sharing. The Boxster shared much in common with the 996 series '911' including styling cues such as the unique headlights. Perhaps realizing that their last attempt at an entry-level mid-engined car (the 914) was rather distant from the classic Porsche shape, the Boxster bore more than a passing resemblance to the legendary 550 Spyder.
At its debut, the Boxster could be purchased for just under $40,000 - a relative bargain compared to a 911 and even more so when one considers the arguably superior handling over its big brother. Granted, power wasn't as great - the 986's engine was initially a 200 hp 2.5L - but overall, the whole package was just what Porsche needed to revive the company. Boxsters sold faster than they could be built.
Some criticized the Boxster for being a little too cheaply built, particularly in interior quality. Early cars had issues with engine failures due to production flaws and as a result Porsche instituted a massive recall program. Most of these cars had entirely new engines fitted under warranty and are trouble free.

In addition to great handling and a full roadster layout, the Boxster, like the 914, has two trunks and therefore a considerable amount of luggage space for a car of this type. Like all Porsches, year-to-year changes are numerous, but perhaps most important is the fitment of a more powerful 2.7 L engine in 2000. Boxsters are perhaps the most common Porsches on the road today. Fortunately for those wishing to own one, prices of used models are fairly low. Certainly some have been abused, but a decent late-90s example can be had for a very resonable $10,000 or even less. Later models and "S" spec cars may run closer to $20k and a second-generation "987" series will be higher still.




Photos are not the property of RWP and we do not claim credit for them

Race Oddity: Lotus 56 "turbine car"

Turbine powered automobiles have been tried and tested many times as a replacement to the conventional piston engine. Essentially a jet-engine mated to a mechanical drive shaft, turbines allow a vast power curve and relative simplicity. The idea became gained popularity in the late 1950's "Jet Age" and was experimented with heavily by Chrysler in particular. They proved rather impractical on street cars though for various reasons like extreme heat, noise, and high fuel consumption. Even Rover took the technology to LeMans in 1963 with Graham Hill and Richie Ginther, but that of course is another story.

Andy Granatelli's STP-Paxton turbine-powered special came close to winning the 1967 "500" at the hands of Parnelli Jones before dropping out 10 laps from the finish due to a bearing failure in it's unique 1-speed drivetrain. The turbine's wide operating speed range meant changing ratios was unnecessary, but power was sent to the ground with a bespoke Ferguson (as in Massy-Ferguson tractors) four-wheel-drive system. Though it didn't win, Granatelli was sold on the potential of the formula.

(The STP-Paxton chassis and engine)

The next year, Lotus joined STP's efforts with their vast racing expertise and built on Granatelli's idea. This project became known as the Lotus 56. As if the 500+ horsepower Pratt & Whitney turbine (designed for helicopters) wasn't radical or innovative enough, designer Maurice Philippe clothed the car in an unusual new aerodynamic "wedge" shape. Unlike the 56's predecessor, which placed the driver beside the engine, the Lotus had its turbine was mounted in the center behind the driver, which allowed for a completely symmetrical and balanced chassis. Perhaps even early in development, Lotus had plans for the four-wheel-drive car on tracks that were not just ovals. In any case, it seemed like a very promising package and STP's Granatelli was eager for his team to have a victory at Indy.

(Granatelli and his 1967 effort with Chapman, Clark, and the Lotus)

Initially, Chapman intended to have his best F1 drivers and Indy veterans drive the new machine - Jim Clark and turbine veteran Graham Hill. Tragically, Clark was killed early in 1968 in a Formula 2 crash before the Indianapolis event. Chapman then asked Mike Spence to step in, though he too died at the wheel. During practice for the "500" he struck the wall in one of the 56s and was hit in the head with the right front tire. Former motorcycle racer Joe Leonard replaced him and went on to capture the pole, his teammate Hill qualified in second, and relative newcomer Art Pollard took 11th in a third car.

(Spence's fatal crash in the Lotus 56)

When race day came, Hill's car was the first to bow out, losing a wheel at lap 110 and crashing into Turn 2. Leonard was passed after 31 laps of the race, however, he regained 1st after leader Bobby Unser had problems with his car's transmission. At a re-start after the final caution flag, both Lotus 56s suffered from snapped fuel pump shafts and were forced out of the running. Victory once again eluded the STP turbine-car effort in spite of so much promise. To make matters worse, USAC (Indy's governing organization at the time) banned turbine-power as well as four-wheel-drive.

(David Walker in 1971 at the wheel of a 56B - note addition of wings)

Back overseas, Chapman was still trying to get his money's worth. A modified version of the 56 (the 56B) was casually tried in Formula One during the 1971 season. The "B" would only compete in three F1 races where it proved heavy, unreliable, and overly complex. The car looked like a contender in the Dutch Grand Prix where wet-weather allowed the FWD system to come into its own, however driver Dave Walker went off-track and didn't finish. At Silverstone suspension failure put the car out, and finally Emerson Fittipaldi could only manage 8th at the Italian Grand Prix.

(Fittipaldi in Italy with later livery - front wings removed for this high-speed track)

The 56's career was finally over. Lotus had already carried-over the "wedge" design to the very successful 72 F1 car, but turbines whirred away into the history books.

Great Automotive Failures: Caterham 21

The Lotus 7 has long been a living legend in the sports car world. Since its debut in 1957, Colin Chapman's diminutive roadster has been one of the gold-standards by which automotive agility and sheer driving pleasure is judged against. By 1973, Lotus sold off the rights to manufacture the design to their primary distributor, Caterham. They continued the manufacture and sale of the 7 (in the most desirable form of the Series 3) with only minor changes and improvements. In 1994, however, Caterham decided to embark on a new project - the 21. The 21 was based around the chassis and drive-train of the 7, but it featured a new, curvaceous, fully enclosed body.

The shape was penned by Iain Robertson and designed to use existing lights and other miscellaneous parts where possible. The headlights were from a Suzuki Cappuccino, the taillights from a Ford Mondeo, the steering column from a Vauxhall and door handles from an Opel. Much of the design work was done using a full-scale foam mock-up to ensure a fluid design around these bits. Inside the car featured leather seats and a sculpted dash, though still quite austire in terms of ammenities.


The first prototype hit the car show circuit clothed in a polished aluminum body. Initially, Caterham planned to offer the car in both alloy or fiberglass, though only fiberglass models saw production.


The car was powered by either the venerable 1.6L Rover K-series engine or the 1.8 Vauxhall unit, both of which could be found in the 7 model. The transmission was also, predictably, the same Ford sourced 5-speed as the 7. Despite the extra bodywork, the 21 still weighed less than 1,500 lbs.
Unfortunately, the 21 wasn't as well received as enthusiastically as it was conceived. Only 48 were built before the plug was pulled on the project. It was still considered expensive, and despite the effort, perhaps it just lacked the character of its Lotus designed predecessor.

Ford Anglia.

Bit of an odd find, this 1961 105E Anglia showed up at a Salt Lake City junkyard. Quite popular back in their day, they set a few records in the 1000cc engine class.

MG 1100/1300

This sad old MG 1100/1300 was spotted in the brush near a set of railroad tracks outside of Erie, PA. The interior has some boxes of parts and pieces inside and it appears as if at one point or another, somebody had some thoughts of restoring the car or at least making it road worthy. Unfortunately, it's probably too far gone to be worth the effort unless of course somebody out there really has a thing for BMC AD016 bodied cars.



The AD016s were produced from 1962 though 1974 under a variety of names including Austin, Innocenti, MG, Morris, Riley, Wolsely and Vandan Plas all in either 1.1 or 1.3 litre form. The designer was none other than Sir Alec Issigonis who was responsible for the original Mini. They were constructed for the most apart within the UK though some were manufactured in Spain by Authi or Italy by Innocenti. While quite popular in the home UK market, the AD016s were not quite as sought after in the States. Most of the few examples you're likely to see today are either like this poor specimen here, or perhaps lovingly cared for or resorted by a devoted British motor enthusiast.

Grocery Getter

You don't often see exotic English supercars parked in front of your local supermarket, but this Lotus Exige S was spotted in front of a Wegmans in Erie a few days ago. The perfect choice for making 148 mph runs to pick up a few rolls of toilet paper - which you may very well need after a spirited drive in this machine. 

The Exige S features a supercharged 1.8 litre Toyota sourced four cylinder producing 218hp mated to a 6 speed engine and is good for a 0-60 time of just a tad over 4 seconds.