I N BOX
all looking to TVR to do something special again. Here’s hoping that it can bring back that rawness and visceral feeling that attracted us to fast cars in the first place. Mark Dodd Red H at the Green Hell As someone recently inaugurated to the Nürburgring Nordschleife, I was deeply impressed by the immense driver courage and commitment on display during the setting of the 7min 43sec front-wheel- drive lap record with the forthcoming Honda Civic Type R [pictured above].
However, as a serial Type R owner, I am less impressed with Honda itself. The original Type R ethos was one of lightweight purity, and scorching pace from an outgunned engine. There is no Nordschleife time for the DC2! But yet again, in the name of Ring times, the new machine has more weight, more rubber, more power…
Please, Honda, progress lies in the opposite direction. Let drivers, not marketers, write the legend’s next chapter. Simon Chong, Auckland, New Zealand Rob Davis raised an interesting and very valid point on the approach to comparing acceleration figures (Inbox, evo 236). However, I don’t feel that his proposed methods would give tangible results that we can all relate to.
I would like to propose a more realistic real-world comparison, and it’s one that readers of this great magazine’s forerunner will recall.
Back in the Performance Car days you did the TED test – Time Exposed to Danger – which measure the time a car spent on the wrong side of the road when overtaking a truck travelling at a constant speed. Not only did it give a decent comparison between the cars you were testing, but it gave us something easy to understand and compare with our own choices of transport, irrespective of whether we drove a Ferrari or a Fiesta.
Bring TED back! Matt Crofts I did it. I took the plunge. I bought the best-sounding drivers’ car that I could afford. I did the man maths and told the family that the car we now ‘need’ is a Mini John Cooper Works.
It’s a simple, all- petrol car, and while its pops and crackles may be engineered-in, it’s as close as I can get to exotica.
I had to do it now, before it all goes silent in this new Tesla world that quietly but surely grows around us petrolheads.
Motoring is changing at an everfaster pace and that car you’ve promised yourself you’ll buy one day can no longer wait – so just do it! Carlos Carneiro Loved the £50,000 garage article (Market Analysis, evo 235). It’s a question all of us who live in the real world have surely asked ourselves. My real £50k garage is as follows.
BMW 320d for all the boring stuff. Cost: £10,000.
A Porsche (987) Cayman S Sport [above] is my daily driver and more recently has been enjoyed on road trips and evo, Castle Combe and Goodwood trackdays. It cost £ 31,000 when I bought it in 2010.
Finally, there’s a Caterham HPC for
raw fun: for blasts around lanes and airfield slaloms and for reminding me what being alive is all about. It’s a 1984 car with 8000 miles on the clock and 230bhp, and it cost £14,500.
Nowadays this trio would be much cheaper, of course (except the Caterham), but I’ll soon be looking to update my garage, so please keep printing what other readers own or are dreaming of, as I’d love more evo inspiration. Paul Wilkin
I’ve just realised my current three vehicles equate to a £50,000 garage but are not necessarily my fantasy. My 2016 Discovery Commercial is a superb company car that shares driveway space with a 2003 Clio 172 Cup and a Mk2 Golf GTI from 1992.
In fantasy-land I’d be tempted by three vehicles all at a similar price point: a Cayman S from 2007, a pristine Series 1 Elise (I owned one for ten years prekids) and, if I have to ferry the pre-teen monsters around, a four-door V8 M3 [above] with a manual gearbox. Andy Pearce
I reckon I am two thirds of the way to my perfect £50k garage. In fact, if my wife hadn’t taken out a three-year lease on a Mercedes SLK250 CDI, I would probably be there by now.
The perfect trio? First, a Mk7 VW Golf R with DSG (£27k). Most people need a daily driver capable of carrying four adults, some luggage and maybe a dog. My R has done that in style for the last year, clocking up 27,000 miles without missing a beat and delivering around 30mpg. It never looks out of place in any car park, irrespective of budget, and is brilliantly capable on B-roads. Want a bit more performance? It’s easily chipped to around 370bhp. The only real question is, should I have gone for an estate?
Second is an R53 Mini JCW (£5k). Every evo reader should have a toy, and late last year I bought an immaculate 2002 JCW to which I added some adjustable coilovers to create a superb-handling track car. OK, it’s not as fast as some cars round a track, but the go-kart handling makes corners a hoot and the German build quality means it's good to drive home afterwards.
Finally, and still a fantasy for now, there’ s a Porsche Boxster S–a 3.4litre 987 (c£18k). Every fantasy garage should have a convertible, despite the slight shortcomings in handling, and I find it amazing that you can get a lowmileage Porsche with all that refinement, performance and pedigree for less than £20k. OK, it’s not a 911, but a Boxster offers 90 per cent of the performance for 70 per cent of the cost and is great when the sun shines. As soon as my wife’s SLK lease is up, one will be joining the garage. The only argument seems to be about which colour! Hamish Westwater
Having just read Ed Speak in evo 235, can I respectfully point out that, contrary to what was implied, the Cobra pictured chasing the TVR at Goodwood [see above] is unlikely to be a 7- litre version.
The pictured Cobra’s grille is that of the Mark II, which has the 289 cubicinch (4.7-litre) engine. The bodywork of cars with the 427 cubic-inch (7-litre) engine has a larger, elliptical-shaped opening, not a flat-bottomed semielliptical one as seen.
Yes, many Mark IIS when raced have gained larger wheelarches to cover the wider tyres, but it’s still a Mark II Shell.
Enjoying the read nonetheless. P Coombes (Member of the 289 Register)