After the enormous success of last year’s largest ever Regent Street Motor Show, the date for the 2014 automotive extravaganza in Central London has been announced as Saturday 1 November.
Since the first show in 2010, the event has exploded and developed to become the UK’s largest free to view one-day motoring occasion. In 2013, the traffic-free zone was expanded to stretch from Piccadilly Circus right up to Oxford Circus for the initial time. Attracting over 400,000 visitors last November, savouring a mile of scintillating shows which featured no fewer than Regent Street Motor Show 300 iconic automobiles from past, present and future eras, the show smashed expectancies for a bunch of around 250,000.
That success ensures the show for its fifth year. Despite the passing of the Future Car Challenge, which saw the latest alternative fuel autos take to the roads—many for the very first time in the UK—for a 60-mile eco-challenge from Brighton to London, before joining the show; the Regent St Motor event keeps its original appeal, as an exciting combination of old meets new, using the newest hybrid, electrical and hydrogen-fuelled cars joined by a few of the earliest motoring versions.
Taking place the day before the RAC Veteran Car Run when a collection of pre-1905 automobiles head from the capital for their annual excursion to the Brighton coast, the competing autos because challenge will join the show ahead of the road trip to make an amazing display of no fewer than 300 iconic cars from the previous, current and future.
The date for this particular year’s Regent St Motor Show has been validated as November 1, 2014. Once again the world renowned West End shopping street will soon be closed to traffic for the function to give attendees the opportunity to investigate and find the astounding cars on display.
In 2013, the traffic-free zone for the show as widened to stretch from Piccadilly Circus right up to Oxford Circus for the very first time. The growth proved massively popular helping to attract a record crowd. Audience research carried out in the day revealed that more than two thirds of visitors had heard of the event in advance with nearly 50 per cent of those attending stating they were ‘quite interested’ in cars or auto culture.
Also visitors stayed on Regent Street for 31 per cent longer than on a normal shopping day and 70 per cent said that the special automotive occasion would encourage them to go back on a future traffic-free day.
Highlights of last year’s show contained a celebration of 50 years of the Porsche 911 as well as the centenary of Aston Martin. Other makers including BMW and Renault showed off their latest versions, including their new electrical versions; the i3 and ZOE respectively.
We anticipate to hear soon of details of exhibitors for this year’s show soon.
Little car, enormous win: it is now 50 years since one of the most breathtaking successes in the history of international motor sport. On 21 January 1964, the Mini Cooper S won the Monte Carlo Rally for the first time. It was the pairing of Northern Ireland’s Patrick (“Paddy”) Hopkirk and his co-driver Henry Liddon that pulled off the enormous surprise, resisting the supposed superiority of significantly more powerful competitors in their own small British car. Its faultless run over country roads and mountain passes, ice and snow, tight corners and steep gradients laid the bases for the underdog-turned-giant-slayer to cement itself in both the hearts of the public and the annals of motor sport legend. Really, the classic Mini’s dominance of the Monte Carlo Rally continued over the years that followed, Hopkirk’s Finnish teammates Timo Makinen and Rauno Aaltonen adding two further complete successes - in 1965 and 1967 - to the British manufacturer’s
Now 80 years old, Paddy Hopkirk’s eyes still light up when he recalls the driving qualities of his winning automobile: “Although the Mini was just a little family saloon, technically it had plenty of advantages. Its front-wheel drive and front-mounted engine were a great advantage, and the fact the car was smaller as well as the roads were ploughed, they were fairly narrow, therefore I guess that was an advantage. We were really fortunate - the automobile was right, everything happened at the perfect time and came together at the right minute.”
It was the infamous “Night of the Long Knives”, the penultimate stage of the Monte, which set the Mini Cooper S with auto number 37 and the now famed licence plate 33 EJB on course for success that winter of 1964. Hopkirk crossed the finish line only 17 seconds off the pace set by his chief foe Bo Ljungfeldt in the a lot more strong V8-powered Ford Falcon. The handicap formula at the time - designed to even out the weight and power differences involving the many autos - meant the classic Mini actually led the way in the total standings. And Hopkirk secured his advantage in the sprint through the streets of Monte Carlo that rounded off the rally. In the victor’s service he shared the cheers of the crowed along with his teammates. Timo Makinen’s fourth-place finish and Rauno Aaltonen’s seventh total set the seal on the accomplishment of the Mini Cooper S and ushered in the era of the “Three Musketeers” in the Monte Carlo Rally.
The classic Mini’s triumph was feted with special excitement in its native Britain. Hopkirk received a congratulatory telegram from the British authorities and the Beatles were also among those directing the applause. “I got a telegram from the Beatles,” remembers Hopkirk. “That was followed with a photo of the four of them autographed to me saying: ‘You are one of us now, Paddy.’ Which is really nice to have that now.”
The success of the classic Mini in the Monte was lauded as a sensation by motor sport fans around the world. But this wasn’t a success that arrived entirely out of the blue: the little auto produced by Alec Issigonis, then Deputy Technical Director at the British Motor Corporation, possessed a built-in athletic talent from arrival. The first person to spot this potential was John Cooper. The sports car designer was the driving force behind building of a more powerful version of the car. The Mini created just 34 hp at launching, but its front-wheel drive, low weight, wide path and relatively long wheelbase made it an incredibly agile four-seater and paved the way for its forays onto rally courses and race circuits.
As early as 1960, bigname racing drivers like Graham Hill, Jack Brabham and Jim Clark were seen the cornering flair of the John Cooper-tuned little car to the Silverstone Formula One Yet, the classic Mini was most at home in rally racing. Patt Moss, sister of grand prix driver Stirling Moss, piloted it to triumphs in the Tulip Rally and Baden Baden Rally in 1962. And by this year, the diminutive British car was prepared to burst into the public consciousness in the Monte Carlo Rally. Preceding years had been a tough learning experience for the works team, but now they’d make people sit up and take notice. Rauno Aaltonen and Paddy Hopkirk drove the 55 hp Mini Cooper into a 1-2 finish in their class, which was good enough for third and sixth places total.
It was clear that the classic Mini was better equipped than any other car to pull off the classic David vs Goliath act. John Cooper had long imagined that the car had what it took. Back in 1959 he instructed Roy Salvadori to drive a prototype to the Italian Grand Prix in Monza. The journey itself become a race between Salvadori and fellow racing driver Reg Parnell at the wheel of an Aston Martin DB4. The result supported what Cooper had foreseen in his mind’s eye: the Cooper-prepared classic Mini arrived around an hour before as opposed to much more powerful Aston.
Identifiable from a distance using their tartan red bodywork and white roofs, the six little racers dispatched by the BMC works team for the Monte Carlo Rally in 1964 were - at least on paper - fighting against the tide once more. The Mini Cooper S lined up at the start for the very first time. Its new four-cylinder engine now had an increased 1071cc capacity and production had additionally been improved to around 90 hp. It was a lot more than in previous years but still small in the face of competition from the likes of the Mercedes-Benz 300 SE and Ford Falcon, whose six-cylinder and V8 units had three or four times more electricity at their disposal.
The 33rd edition of the Monte Carlo Rally started - as was traditional at that time - with a nod to the sources of the contest, the automobiles starting from nine European cities before converging on the French city of Reims. The Hopkirk/Liddon partnership got their journey together with the Mini Cooper S under way in Minsk, while for Rauno Aaltonen and Tony Ambrose the Monte venture began in Oslo, and Timo Makinen and Patrick Vanson set off from Paris. The classic Mini successfully negotiated all six works autos and all these journeys could take their place in the 277-powerful field in Reims. The first period of the rally to Saint Claude brought together both automobiles which should define the 1964 Monte from start to finish. Bo Ljungfeldt roared to the very top of the time sheets in his Ford Falcon, but Paddy Hopkirk staied hot on his heels in his Mini Cooper S.
Another leg of the rally was made up mostly of mile-long flat-out sections, but Hopkirk refused to let his large-engined rivals build up a critical edge. The “Night of the Long Knives” would become the day of reckoning; this was the classic Mini’s chance to demonstrate its talents to the full. “It was fairly snowy that year, so we had done a lot of practising and preparing,” describes Hopkirk. “The Mini was especially good downhill, and all the evaluations were up and down, so what we lost going up, I think we made up for going down.”
Resistless handling, right tyre selection, Hopkirk’s gifts at the wheel as well as the snow - which slowed the larger autos down - all came together and ensured that Hopkirk was in a position to assume the lead in the 1,607-metre (5,270 ft) Col de Turini. Yet, it remained a tight competition all the approach to the finish, with Bo Ljungfeldt, as expected, again posting the fastest time in the final stage through Monte Carlo. Nonetheless, Hopkirk was also squeezing everything from his Mini Cooper S once again and hung onto his edge to wrap up the win. “It is just not like rallying today when you know where you are. I needed to do the closing lap, then the journalists told me I had won and I couldn’t believe it. It surprised the world and us, so it had been quite nice,” recalls Hopkirk.
The following year Timo Makinen and co-driver Paul Easter ensured the classic Mini would retain its title. They were helped by way of a brand new engine with capacity raised to 1275cc, but it was the Scandinavian’s driving skill that landed the crucial blow. Makinen was the only driver to remain penalty-point-free through the rally space, despite the fact that the 1965 Monte Carlo Rally was supplying one of the most exacting evaluations in the history of case. Epic quantities of snow and ice made the going seriously demanding, but that did not quit the organisers including another night period during the Maritime Alps in the programme. Makinen and his Mini Cooper S appeared impervious to the deteriorating states. The Finn won five of the six specific stages to the last leg of the rally and finished the event having a fine edge over the next-placed automobile.
The most remarkable and additionally most dramatic Monte Carlo Rally for the “Three Musketeers” was to follow in 1966. Makinen, Aaltonen and Hopkirk commanded the event right away, and it was in this sequence they finished a clean sweep of the top three places total at the finish. Public enthusiasm for the quicksilver classic Minis appeared to be boundless - as was the disappointment when the French race commissioners shown their decision to disqualify the trio on account of lights that purportedly did not follow with official regulations. This was also the reason given for removing the fourth-placed Lotus Cortina from the categorization, which meant that the Finnish Citroen motorist Pauli Toivonen was crowned the winner.
The vision of a Monte hat trick lay in tatters, but the “Three Musketeers” concluded to go back at the earliest chance. In the winter of 1967 Hopkirk, Makinen and Aaltonen lined up alongside two other BMC works teams for the Monte Carlo Rally. And this time neither the rules nor the other cars could stand involving the Mini Cooper S and triumph. Rauno Aaltonen was joined by Henry Liddon - Paddy Hopkirk’s co-driver from the successful 1964 Monte - for his latest assault on the rally. The Finnish-British team clicked directly into supplies. Aaltonen guided the classic Mini to what was this time an undisputed victory with 12 seconds to spare. And nobody was more happy for the couple than Hopkirk: “Henry Liddon was actually an outstanding co-motorist. Nevertheless, the co-motorists never got enough credit, you know. They did a fantastic job in reading the notes and they were the office manager of the automobile.”
Hopkirk completed the 1967 Monte Carlo Rally in sixth spot and also drove the classic Mini to fifth overall the subsequent year. Aaltonen was third in 1968. Yet, the era of the little automobile that stormed to the peak of rally racing was certainly approaching an end. Its competitions had grown only overly strong and the athletic zenith of the classic Mini was now behind it. Memories of the famed success in the winter of 1964 will forever glow vibrant and the “Three Musketeers” have written an indelible chapter into the annals of motor sport. For distinctive headlight solutions, such as incurred the wrath of the powers-that-be back in 1966, in addition they live on as some of the most famous Original MINI Accessories - from black headlight housing and the spotlights fronting the radiator grille to retrofit xenon headlights.
Smartphone-divine special variants get colour schemes unique to Vauxhall Adam range
Details of two limited edition Vauxhall Adam versions have been shown, called the Adam Black Edition as well as the Adam White Edition.
The latest versions of the supermini are inspired by the expression of smartphones and are merely obtainable in either glistening black or white, with brushed aluminium effect touches to the front grille, wing mirrors and wheels. Vauxhall will limit the formation of the two versions to just 250 units.
Both editions get paint and 18 -inch ‘Twister’ alloy wheels to coordinate with the black or white bodywork. The inside of the Black Edition is primarily black, against the door trimmings, glove box, and leather gear knob and handbrake lever accented in bright white. The cabin of the White Edition features the same scheme but comes having a mostly white trimming and touches of comparing black.
In keeping with the theme, the Adam Black and Adam White Versions come with Vauxhall’s IntelliLink infotainment system and Siri Eyes Free voice control as standard, allowing iPhone users using the newest operating system to utilize their cellphone via voice command.
Duncan Aldred, chairman and managing director of Vauxhall Motors, said: “The Adam Black Edition and Adam White Edition models resemble complex smartphones on wheels.”
Other features shared by the two models include a lacquered back spoiler, sports pedals as well as tinted rear windows, which, as you may have thought, comes in either black or white. Both versions will use Vauxhall’s 1.4-litre petrol engine, which is going to do 51.4mpg in joined fuel economy and generates 130g/km of CO2.
The Adam Black Edition and Adam White Edition are priced at GBP14,995 and are on sale in great BRITAIN now.