There’s an increasing desire to modernise classic and iconic cars. We look at some of the best.

In previous times, if you wanted a classic car, you’d have had to put up with its foibles such as sometimes-sketchy reliability, annoying driving traits (poor brakes, for example) and lack of modern-day technology.

But in recent years there’s been an emergence of ‘restomods’. These are essentially classic cars that have been modernised to make them easier to drive and live with, sometimes gaining an electric powertrain, while others boast enhanced performance and greater technology. The choice of restomods is now extensive. Here we look at some of the best restomods created.

Porsche 911 Reimagined by Singer

Given the desirability and popularity of the Porsche 911 over its 60-year production run, it’s no surprise that this is a model ripe for a restomod, and there are a host of companies out there that specialise in this. But leading the charge is California-based Singer Vehicle Design.

Renowned for the complete re-engineering of Porsche’s classic models, these classic 911s are famed for the way they drive, with Singer working with the best firms and suppliers to create the ‘ultimate’ Porsche 911. They unsurprisingly don’t come cheap.

Prodrive P25

There are few more famous rally cars than the Subaru Impreza, which was hugely successful in the World Rally Championship (WRC) in the late ‘90s and early noughties. Behind the Impreza’s domination was Banbury-based engineering specialists Prodrive.

To mark 25 years of one of Subaru’s iconic rally cars, Prodrive has now created the P25 which ‘reimagines what the car would have been like today’. Limited to just 25 units, each uses a original two-door Impreza WRX chassis as its core, but has been made lighter, more powerful and better to drive. The first cars are expected to be delivered later this year.

Jaguar XK120 by Lunaz

With environmental concerns increasingly on many people’s minds, there’s been demand for classic cars to be modernised with zero-emissions electric powertrains. One firm that’s right at the forefront of this is Lunaz, based close to the Silverstone racing circuit in Northamptonshire.

Lunaz calls them ‘upcycled electric vehicles’, with the firm modernising classics from the likes of Bentley, Rolls-Royce and the stunning 1950s Jaguar XK120 we’re focusing on here. David Beckham even gifted his son Brooklyn one as a wedding present. Lunaz doesn’t only just fit an EV powertrain and leave it at that, but also integrates the latest technologies and reworks the driving dynamics.

Aston Martin Callum Vanquish 25 by R-Reforged

Ian Callum is one of the most famous British car designers, with famous hits including the Ford Escort RS Cosworth and the Jaguar F-Type. Another of his ‘classic’ designs was the original Aston Martin Vanquish, which was introduced in 2001 as the brand’s then-flagship model.

But as good as the Vanquish was when new, there’s always room for improvement, and that was exactly what Ian Callum did in 2020, alongside R-Reforged, by modernising his classic design. Limited to just 25 examples, the ‘new’ Vanquish sits lower, has bigger wheels and a wider track among the many mechanical changes.

Peugeot 205 GTI by Tolman Engineering

The sheer breadth of the restomodding scene is huge, and even funnels down to more ‘normal’ models such as the Peugeot 205 GTI. One of the most well-regarded hot hatches in history, Warwickshire-based Tolman Engineering has set out to modernise it with improved performance and more present-day convenience features.

Getting a significant boost in power from 128bhp to ‘in excess of 200bhp’, Tolman offers a host of upgrades that can improve this 1980s hot hatch, as well as carrying out full body and mechanical restoration.

Land Rover Defender Works V8

It’s not just independent companies that like to set about modernising their past icons, but also the manufacturers themselves. That’s the case with Land Rover, which tasked its ‘Classic’ division with creating the Defender Works V8 to mark the British brand’s 70th anniversary in 2018, a few years after production of the model ended.

Limited to 150 units, Land Rover fitted its modern 5.0-litre V8 petrol engine under the bonnet of its 4×4, putting out nearly 400bhp and letting this quite unremarkable looking car to accelerate from 0-60mph in just 5.6 seconds.

Lancia Delta Futurista by Automobili Amos

Another past rally icon is the Lancia Delta, which spawned from when the brand was in its prime of motorsport and performance models – a space Lancia hasn’t competed in for many years. But there are still very loyal fans that are happy to pay for a Delta Integrale from the 1990s.

You can’t therefore blame Italian firm Automobili Amos for wanting to reinvent the Delta, and that’s just what it’s done with the Futurista. Limited to just 20 units, it starts with an original donor car, but reworks it into a two-door car, while using a host of carbon-fibre elements to bring the weight down.

Original concept influenced many of the brand’s vehicles.

Hyundai has announced that it will rebuild the iconic Pony Coupe Concept originally created for the 1974 Turin Motor Show.

Working with Italian design firm GFG Style, the rebuilt concept looks set for a full reveal in the spring.

GFG Style is headed up by father and son founders Giorgetto and Fabrizio Giugiaro, the former of which helped to create the original concept back in 1974. At the time, Hyundai contacted Giugiaro with a proposition to design the firm’s first independent model. Giugiaro was commissioned to create blueprints and build five concepts, one of which was a coupe.

Luc Donckerwolke, chief creative officer of Hyundai Motor Group, said: “We are absolutely thrilled to welcome Giorgetto and Fabrizio to Seoul for this rare occasion and we look forward to collaborating with them and GFG Style on this extraordinary design project.

“Not only does this project hold historical value, but it also represents a cross-cultural exchange that could pave the way for more collaborations down the road.”

Debuting with its eye-catching wedge design, the Pony Coupe was originally destined for North American and European markets but was halted in 1981 prior to mass production because of an ‘adverse global economic environment’, according to Hyundai.

The Pony Coupe Concept remained an ‘unfinished dream’ according to the firm, but it helped to inspire the design of Hyundai’s later Pony model which was sold from 1975 to 1990.

Giorgetto Giugiaro said: “I designed the Hyundai Pony when I was still a young designer at the start of my career. I felt very proud that I was in charge of creating a vehicle for a company and country that was about to take on a fiercely competitive global market.

“Now, I’m deeply honored that Hyundai has asked me to rebuild it for posterity and as a celebration of the brand’s heritage.”

After almost five decades on sale, Ford’s Fiesta is being discontinued in 2023.

The Ford Fiesta holds a rather special and important place in British automotive history. Thousands have learned to drive in a Fiesta, before going on to buy one as a first car, family car, fun car – we could go on. There have been more than 22 million produced in factories around the world.

Despite still being a popular choice, Ford has now announced that production of the supermini will finish before the end of June 2023, after 47 continuous years of sale. Let’s take a look at the history of the iconic Ford Fiesta.

Fiesta I (1976-1983)

It was 50 years when Ford began working on the car that would become to be known as the Fiesta. Designed as a ‘small car for the world’, the 1973 oil crisis added urgency to the need for an affordable, efficient model.

The Fiesta name was chosen in 1975 by Henry Ford II in celebration of the brand’s connection with Spain – the model would be produced in Valencia, along with Saarlouis, Germany, and also in Dagenham, near London.

The Fiesta was officially launched in 1976, and became an instant hit – Ford clocked up a million sales by 1979. In 1981 the XR2 was the first Fiesta hot hatch, establishing a trend that remains to this day.

Fiesta II (1983-1989)

Though there might not look to be a huge difference between the first and second Fiesta, this newer Ford was larger and more fuel-efficient.

New engines were introduced – including a 1.6-litre diesel, while the revised XR2 in 1984 brought improved suspension and brakes. An automatic transmission was launched for the first time in 1987.

Fiesta III (1989-1996)

The Fiesta III represented a more major change in design and took the push for efficiency further with new engines designed to meet European emissions standards.

This was the generation with all the hot hatches, with Ford initially launching the XR2i with a new 1.6-litre petrol engine, before following it up in 1990 with the substantially quicker Fiesta RS Turbo in 1990. A Fiesta RS 1800 hot hatch followed, with this model getting a 16-valve 1.8-litre petrol engine.

Fiesta IV (1996-1999)

The Fiesta IV arrived in 1996 with a far more rounded shape than its predecessor, getting a more aerodynamic shape to enhance fuel economy further. A raft of new engines was introduced, while this Fiesta served as the basis for the sporty Puma coupe, which was launched in 1997.

Fiesta V (1999 -2001)

The arrival of the fifth Fiesta really proved to be little more than a mid-life facelift. Arriving just three years after its predecessor went on sale – and replaced just two years later – it also saw the introduction of the Fiesta Sport as a racier version.

Fiesta VI (2001-2008)

The previous three generations of Fiesta models were all largely quite similar, so the arrival of the Fiesta VI proved a big step forward. Getting a boxer design than its predecessors, a range of new engines was launched. It also proved to be fantastic to drive, and helped to develop the model’s reputation for being a fun driver’s car.

In 2005, Ford introduced a new Fiesta ST. With 148bhp on tap, it was the most powerful Fiesta to date. Ford marked three decades of the Fiesta with a Zetec S 30th Anniversary edition, finished in a bright Radian Yellow and with a chequered roof.

Fiesta VII (2008-2012)

A much more rounded Fiesta was introduced as the next-generation car in 2008. The design was slightly softer, with Ford having a target to appeal to more female buyers with the model.

Fiesta VIII (2012-2017)

While little more than a mid-life update, Ford moved to call this reworked model the Fiesta VII. Introduced in 2012, it brought a sleeker design, and more technology (including a ‘MyKey’ feature that allowed parents to program a speed limiter when their children were driving their car).

Ford also introduced its clever new EcoBoost petrol engines, while in 2013 the 180bhp Fiesta ST was introduced – this being widely considered one of the best hot hatches ever made. This model would develop into the Fiesta ST200 – a limited-run special came painted in a unique Storm Grey colour, and saw a power increase to 197bhp.

Fiesta IX (2017-2023)

The most recent generation of Fiesta to launch is the ninth iteration – arriving in 2017 as a smarter, more high-tech model. It was available with an extensive choice of trim levels, including a more luxurious Vignale grade and a rugged-looking Active trim. These ensured the model’s continued popularity as tastes evolved.

The 197bhp Fiesta ST would arrive in 2018, though this time bringing a three-cylinder 1.5-litre petrol engine, though it still delivered a highly entertaining driving experience. The model was updated in 2021, gaining a reworked front end, new technology and mild-hybrid technology to boost performance and efficiency. Fiesta production will continue until the end of June 2023 at the latest.

Iconic hot hatch has received a host of modern-day updates

Peugeot’s well-loved 205 GTI has been given a modern-day update, ‘reimagining’ this iconic 1980s hot hatch.

Courtesy of restoration specialists Tolman Engineering, the 205 GTI has been enhanced with a number of modern upgrades, with the first customer ‘Tolman Edition’ now being revealed. The firm says it bolsters the model with ‘contemporary performance, reliability and convenience features to enjoy driving it today and every day’.

Customers are able to choose between 1.6- and 1.9-litre engines, with this first customer car being the latter, and has been upgraded to offer more low-down torque and a revised cylinder head and new cams. The result being more than 200bhp – a sharp increase on the 130bhp the 205 GTI came with from the factory.

A revised throttle is also said to offer a keener response along with improved starting in hot and cold conditions, while a Tolman exhaust and Quaife differential have been fitted to enhance the way the 205 drives.

Modern convenience features are also available, including LED lighting, an LCD dashboard and an integrated infotainment system with Apple CarPlay and Android Auto. Customers can also have the seats retrimmed, electric windows fitted and an Alcantara steering wheel to give the Peugeot a sportier feel.

Chris Tolman, founder of Tolman Engineering, said: “Back in the ‘80s and ‘90s, for me and I’m sure many others, 205 GTIs were a first taste in performance cars; something rewarding, responsive and engaging.

“We wanted to recreate that feeling of being at one with the road, a car you can just jump in and simply enjoy driving hard. Current hot hatches surpass these cars in so many areas but despite having loads of power and incredible dynamics, they fail to rekindle that emotional involvement that made us feel special with the 205.”

The Warwickshire firm says it has access to a number of donor 205 GTIs in both left- and right-hand-drive, or customers can use their own cars, and that all upgrades can be reversed and put back to standard. After this, Tolman says 700 hours are spent modifying the car with both performance and convenience updates.

‘Bavarian Legends Collection’ being tipped to sell for millions when it goes under the hammer next month.

A large private collection of BMWs, thought to be among the biggest in the world, has emerged for sale at auction.

Comprising a whopping 32 cars and motorcycles, the ‘Bavarian Legends Collection’ is tipped to fetch millions when it goes under the hammer with auctioneers RM Sotheby’s.

Among the highlights is a 1958 BMW 507 Roadster Series II, which is one of just 252 examples produced. The auctioneers have described the car as ‘unquestionably one of BMWs finest creations and a model highly coveted by collectors’.

The model was one of the German brand’s most flamboyant post-war designs with this example finished in cream over a red leather interior.

As one of the rarest BMWs on the market, the convertible is expected to sell for as much as €2m (£1.7m) when the sale takes place in Munich.

Among the pre-war cars on offer is a pristine 1936 319/1 Roadster, which is due to sell for €200,000 and a 1934 315/1 Roadster, for which an estimate has not been revealed.

Unsurprisingly, given the size of the collection, the sale includes several cars from BMW’s iconic M Division.

The highlights include a 1975 BMW 3.0 CSL ‘Batmobile’ worth €220,000 and a trio of M3s, consisting of an E30-generation 1989 M3 (€65,000), an E36-generation 1997 M3 (€40,000) and an E46-generation 2003 M3 CSL ( €50,000), all of which are offered with low miles.

The collection also includes classics from brands such as Mini and Rolls-Royce, which now form part of the wider BMW Group.

These include a highly desirable 1966 Austin Mini Cooper S Mk I, worth €40,000 as well as a 1934 Rolls-Royce Phantom II Owen Drophead Sedanca Coupé with Coachwork by Gurney Nutting, believed to be one of just 12 produced, valued at €500,000.

Discussing the collection, which also includes a number of motorcycles, specialist Marcus Görig said: “Being able to sell such an incredible variety of BMWs at a single auction, all without reserve, and in the hometown of BMW Group in Munich, makes this a very special match.

“This collection continues to underline our reputation as the auction house for large, single-owner collections.”

The sale takes place on November 26.

Aston Martin is celebrating 30 years of one of its iconic models, by remembering the 6.3-litre Virage models.

The engine upgrade was part of a comprehensive package of improvements to the standard Virage and Virage Volante, which were already highly regarded as the first entirely new models from the British firm in 20 years.

Aston Martin says the upgrades followed the era’s ‘more is more’ approach, and came from the move from a 5.3-litre V8 to a 6.0-litre unit in the motorsport version, which was eventually upped to 6.3 litres.

When it came time to offer an upgrade to the road car, it made sense for the engine size to be increased in line with the racing version. The standard car had 330bhp at launch, but once the new engine was introduced it boasted 500bhp, an incredibly number for the time.

Specially manufactured by performance specialist Cosworth, the engine contributed to the car’s 5.1-second 0-60mph sprint time, while 100mph came up in just 11.5 seconds and the top speed was 174mph.

On top of the power hike, the Virage was given a suspension overhaul to improve handling, while 18-inch alloy wheels with high-performance Goodyear Eagle tyres were also fitted.

Special brakes that took their design inspiration from the AMR1 Group C racer helped to bring two tonnes of Virage to a stop.

Because the wheels and tyres were much larger than before, the arches were flared, giving the car a more aggressive appearance, while extended side sills, new front air dam and large rear spoiler completed the visual upgrade.

Aston Martin Historian, Steve Waddingham, said that the conversion was offered at a tough time for the firm, with the boom of the 1980s followed by economic downturn.

He added: “This ingenious offering created by the brand’s Customer Service Division – now Aston Martin Works – not only created a huge amount of positive media interest in the marque but also provided many of our well-heeled customers with the opportunity to acquire an iconic road car with real motorsport heritage.”

BMW’s famous M performance division hits a big milestone this year – we’re taking a look at some of its most famous models.

BMW’s M division hits 50 this year, marking an incredible milestone for one of the best-known names in the business. Since 1972, it has created some of the most iconic and desired performance cars, consistently delivering vehicles that have gained the attention of motoring enthusiasts the world over.

Here, we’re going to take a quick walk down memory lane at some of BMW M’s finest creations.

BMW M1

Arguably one of BMW M’s most recognisable cars, the M1 was the first car to feature that iconic letter. Making its debut at the 1978 Paris Motor Show, the M1’s wedge shape was an instant head-turner, while its 277bhp six-cylinder engine backed up these looks with some serious performance too.

Just 460 examples were ever created, while the M1 was then a feature in the one-make Procar racing series.

BMW M635i

Though many might lean towards the M535i, we’d have to pick out the beautiful M635CSi as another key entrant on this list. BMW M took the elegant lines of the 6 Series and installed a 282bhp engine to give it a whole lot of punch.

Extremely limited in number, the M635iCSi commands serious attention, even today.

BMW M5

Few could’ve imagined that the arrival of the original M5 would go on to start a lineage of cars stretching for decades. On the outside, it looked like a humble saloon car, but it packed the same four-value straight-six as the M635CSi, exceeding the amount of power you got from the regular 518i by nearly three times.

BMW M3

It was in 1986 that BMW M would create one of its most iconic models – the M3. This compact saloon car was an instant success, with its four-cylinder 16-valve engine combined with a lightweight body to create an agile yet composed performance car.

The BMW M5 returns

The M5 made its triumphant return in 1988, bringing a straight-six engine – originally a 3.6-litre and later a 3.8-litre. Just as stealthy as its predecessor, this new generation of M5 brought a more refined character.

Plus, it was available as an estate – or ‘touring’ – broadening its appeal and giving it some added practicality.

BMW Z3 M Coupe

In the late 90s, BMW created a real cult classic – the Z3 M Coupe. Known affectionately as the ‘clown shoe’ it featured the compact and lightweight body of the regular Z3 but took its power from the second-generation M3.

Arrival of the E46

The millennium saw the arrival of an M3 generation that would go on to define the sports car – the E46. Featuring more performance mechanicals than ever before, this third-generation M3 would manage 0-60mph in around five seconds yet could easily be driven every day.

Later on in 2003 a lightweight CSL version would be created, utilising a variety of carbon-fibre elements to drive down weight and improve handling.

The V10 M5 and M6

BMW M went all-out in 2004 with the arrival of the V10-powered M5 and M6. The former was the most powerful ever made, bringing more than 500bhp and 520Nm to the table, with 0-60mph taking just 4.5 seconds.

In fact, the M5 would do 124mph in just 15 seconds.

The V8 M3

BMW turned the dial up on the M3 in 2007, too, fitting its M3 with a new 4.0-litre V8 engine. It made the M3 into a proper muscle car, while a lightweight construction meant that the M3 still handled just as elegantly as its predecessors.

Available as both a coupe and saloon, it proved a very popular generation of M3.

1 Series M Coupe

BMW M would go back to its compact roots in 2010 with the 1M Coupe, a punchy take on the then-new 1 Series Coupe. Kitted out with a straight-six engine, the 1M’s lightweight handling and strong performance made it into a cult classic.

Even today, 1M values continue to rise.

The M3 goes modern

In 2014 the M3 arrived with a revolution – a turbocharged engine. As well as the standard saloon, a coupe version – now badged M4 – was made available, while a more agile M3 CS would arrive later on.

The M5 goes all-wheel-drive

BMW cars are famous for their rear-wheel-drive layout, but that all changed in 2017 with the arrival of the new M5. It used a clever all-wheel-drive system – as well as a 4.4-litre V8 engine – to bring brutal acceleration but a whole lot of traction too.

BMW M turns to SUVs

BMW M had already made a brief foray into the world of SUVs, but in 2019 it created some of its most powerful with the X3 M and X4 M. Both used the same 3.0-litre turbocharged petrol engine, while more powerful Competition versions came with a fearsome 503bhp.

A striking M3 arrives

But in 2021 the fun would start with the arrival of the G20-generation M3 Competition and M4 Competition. With its opinion-dividing styling, this new generation of M3 and M4 didn’t hold back in terms of performance and design, while an upcoming M3 Touring will give enthusiasts the car they’ve been wanting for years.

The future

BMW M has already showcased an awareness of the future with its i4 M50 – the division’s first electric car. From here, we can only see the number of electric M cars increasing as demand for EVs surges. One thing is for sure, the future looks exciting.

The Jensen Interceptor was a highly successful integration of Italian design, American muscle and British engineering, says JULES CHRISTIAN.

When you hear the word ‘Interceptor’ you are likely to have visions of jet fighter aircraft streaking across the sky or a young Luke Skywalker piloting against impossible odds and saving the universe from the evil of the Dark Side of The Force. On the other hand if you are into mo­toring legend, you may well know the name was associ­ated with the Jensen Motor Company as far back as 1950 and culminated in one of the most notable sporting GT models of the late 1960s and early 1970s.

The Jensen Interceptor was big and bad and was a highly successful integration of Italian design, American muscle and British engineering. The body styling was by Carrozzeria Touring, with its legendary curvaceous back window, and with the first body shells being pro­duced by the famous Vignale factory when the Intercep­tor made its public debut on 1966. As the 6500+ Interceptors made were to be all hand-built by Jensen, they soon were pro­ducing the body-shells them­selves at their Kelvin Way Factory near Birmingham.

The top league sportscar com­petition at the time was fer­ocious, with brands such as Ferrari, Aston Martin, Lamborg­hini, Maserati and Porsche all vying for a chunk of the market. Jensen did not have an engine anything like competitive enough for this league and adopted American brute force to power the Interceptor. This came in the form of, initially the massive Chrysler 383 cu in (6.3ltr), and later the even more powerful 440 cu in (7.2ltr) V8s, the latter of which in its most potent (and collectable) six-pack setup, punched out mightily healthy 330bhp!

All bar 22 manual cars (very collectable), they were all auto transmission with a limited slip diff (which only did its best to cope with the power), with later models all fully equipped with power steering, air con, electric windows and beautifully appointed leather interiors.

As to driving, on a dry day on the open road, they were a joy, with endless power, predictable handling and a wonderful V8 exhaust rumble with the characteristic In­terceptor ‘whistle’ from the rear chrome baffles. But with a heavy front end and all that power I remember they could be quite a handful in the wet. And mechan­ically they were prone to overheating problems, which were resolved by the addition of twin Kenlow electric radiator fans.

There were some variants to the model.

The (very, very collectable) 1974 convertible, of which only 267 were made and the even rarer 1975 Coupe (only 60 made), which was basically the convertible with a hard top and did not have the much-loved distinctive glass rear window of the original Interceptor.

Probably the most interesting variant was the FF (Fer­guson Formula), distinctive with a slightly longer body shell and double vents on the wings behind the front wheels and was, in 1967, was one of the very first four-wheel-drive production cars. Unlike, for example, the much later Audi Quattro, which was delightfully flexible on the road, the FF was positively brutal, with traction control get­ting the mighty horses straight on to the road, giving the FF the nickname of “the Dragster Trac­tor”, referring to the (Massey) Ferguson tractor connection.

They were not cheap to run and notably evil in their use of tyres and petrol, as with hard driving a set of four tyres could last as little as 10,000 kilometres and around town you would only get three kilometres per litre.

By 1975 the Interceptor’s days were numbered, as the Jensen company foundered into receivership under the weight of the problems with their disastrous Jenson Healey model. On top of this, increasing fuel costs and a worldwide recession radically reducing the demand for expensive gas guzzlers.

However that was not quite the end of the story, as in the early 1990s there was an attempt to reintroduce the Interceptor with modern specifications, which failed after the production of just 36 cars. The saga may still be continued as a new com­pany, headed by Car Warehouse magnate Charles Dun­stone, is involved with a similar undertaking aimed at reviving the Interceptor luxury sports saloon legend. May the Force be with them!