CAFÉ RACER 76

Five of the Greatest Rally On-Board Clips You’ll See Today

Rallying, aside from being clearly the most awesome form of motorsport, has one particularly major issue. As a spectator, you usually see the total sum of not very much from your viewing point. With long, technical stages that are generally spread across huge areas, it’s usually not possible to watch all of the action in person – unless you’re viewing from a helicopter. Thankfully, someone realised this many, many years ago and started putting cameras into the cars so we can relive some of the greatest moments in motorsport that pretty much no one saw happen. In no particular order…

“Oh, dear God.”

Ari Vatanen, Manx Rally, Opel Manta 400. It’s probably the most famous on-board rally footage which also happens to include the famous line from Terry Harryman as Vatanen manages to squeeze the Manta through a particularly narrow gateway, immediately after clipping a wall. It’s butthole-clenching stuff. No matter how many times I watch it, I still expect it to end in disaster.

Röhrl Versus the Human Sea

I think if there was ever a video that depicted the insanity that was Group B, this is it. Although it’s benefitted (or suffered) from an editor’s hand, there’s no doubting what you see as Röhrl pilots his quattro S2 through a sea of people. Breathtaking.

Flat out followed Immediately by Brake Failure

It’s easily every driver’s worst nightmare. Approaching a square right at 120mph, Fisher somehow manages to guide his out of control Manta through spectators and cars parked in the run-off area. This is the sort of natural talent that very few are born with.

Over Jump

I’ll make no apologies for another Irish video in here. It may only be 14 seconds long, but it has hours of replay value. Flat, over jump, pull another gear. Ain’t care.

If in Doubt, Flat Out

Finally, I leave you with this. No gimmicks, no accidents, no cheesy music. Just six minutes of one of the greatest talents rallying has ever seen. Count those upshifts and watch in complete and utter admiration as McRae casually catches an armful of opposite lock at the top of fifth gear. On gravel. In the wet.

These are just five of my favourites, ones which I come back to time and time again. What are yours?

Paddy McGrath

Big business: Five of our favourite LWBs

When there's not enough space in a standard saloon, the answer is simple. Stretch it. By lengthening the wheelbase of the S-Class and its contemporaries, car-makers can release enough room to allow for real luxury in the interior...

In the early 1990s, many of the 'luxury' marques offered long-wheelbase versions of their flagship saloons to seduce the men of big business (as well as big businessmen) into the rear seats of their cars. The LWB models ranged from chauffeur-centric limousines, to large, long cars that were spectacularly good to drive. We pick five of our favourites.

Mercedes-Benz S 600 Pullman: Big business

From the very first glance, it's obvious that Mercedes meant the S 600 Pullman to be a chauffer-driven limousine. With an overall length of 6.21 metres, it's hardly something that entices you to leap into the driving seat, but the four-door giants from Stuttgart were the ultimate in spacious on-road luxury for businessmen, politicians or royalty. Just 428 LWB versions of the 600 were built between 1963 and 1981, all of them highly individualised, with bullet-proof glass just one of the options.

BMW L7: Long series

At BMW, the 'L7' was the name given to a rare, long-wheelbase, European limousine, available as either a 4.4-litre V8 or a 5.4-litre V12. Although still an ideal car for chauffeur-driven executives, it also beckoned to driving enthusiasts, offering pleasure behind the wheel as well as in the back seats. Of course it did: it's a BMW.

Audi V8 LWB: Failed despite its size

Convinced of the competitiveness of its own product, Audi tried a lengthened version of the V8. As it happened, the space for rear passengers in the standard Audi V8 was so modest that a long-wheelbase version was almost essential if one were to go on holiday four-up. But apparently only a few V8 drivers had the desire to do so - or perhaps they simply found the LWB V8 too expensive. Today, the long-wheelbase version is so rare that any examples on sale tend to be rapidly snapped up.

Bentley Brooklands LWB: Business as usual

The situation at Bentley was rather different from that at Audi. Even in 'short wheelbase' form, as introduced to the market in 1993, the Bentley Brooklands was 5.27m long and roomily spacious in the rear. An LWB version of the car, at 5.38m in overall length, gave even more opulent dimensions - that arguably weren't necessary.

Porsche 911 LWB: Business unusual

Extending the wheelbase of a car has a dramatic effect on the dynamics, which is perhaps why Porsche decided against a mass production of an extended 911 and left it to Dr. William Dick, a Porsche dealer in Texas, to build this four-door 911 as a Christmas present for his wife in 1967. It probably didn't drive all that well (compared with a standard 911, that is), but on the long, straight roads around Texas, perhaps that didn't matter too much.

Photos: Audi, Bentley, BMW, Mercedes-Benz, Porsche

Spirit of the 70s’ Fox

Like many of us, Alastair Fox saw Spirit’s trend setting S6 and immediately started to fantasise about owning something similar. But rather than just drooling over the photos and day dreaming, he purchased a suitable donor, handed it over to Tim & Kev to weave their magic, and is now living the dream riding round on his very own Spirit build – ‘The Fox’.

Alastair didn’t want quite such extensive engine modifications as the S6, but he definitely didn’t want it stock either. So engine guru Bob Farnham skimmed and gas flowed the cylinder head, tightened the squish and fitted 790 spec cams. Exhaust guru Geoff (at Co-Built) was commissioned to build another exquisite exhaust system, the stock carbs were replaced with Keihin CR smoothbores and K&N filters, and the bike was set up properly on Bob’s dyno. The combined result is a significant increase in torque and power, whilst still maintaining the famed everyday usability of the Hinckley lump.

The signature Spirit styling cues are present (thanks to design guru Kev). The de-cluttered central section, incorporating the bespoke ally battery box that’s also the mudguard. The wraparound seat upholstery. The general drop dead gorgeous proportions of everything. On this build, the guys chose to go for a much fatter rear wheel than stock, a 160/70/17 and a 110/70/17 at the front. When shod with Metzeler Tourance tyres, they look like they mean business.

Suspension is taken care of by Progressive rear shocks and upgraded fork springs. Norman Hyde (Triumph guru) provided the rear sets. A replacement chain guard was heavily modified to accommodate the wider rear wheel, and the wheels themselves were treated to new rims and spokes. Sprocket cover was drilled, subframe was shortened and seat was upholstered by Glenn Moger (presumably a seat upholstering guru).

The beautifully simple speedo is a Motogadget Chronoclassic, and the equally classic Oberon indicators are fitted to Spirit’s own bracket which matches Spirit’s own headlamp perfectly.

The bash plate and front frame rails have been powder coated to match the headlamp, and the recognisably Spirit paint job was done by paint guru Graham at Revolution (last use of the word guru, promise). The Proper old skool motocross style bars and Spirit’s own front mudguard give ‘The Fox’ a perfect front end. The whole thing just shouts, “take me out and hoon me down a damp country lane somewhere in deepest darkest Kent. Please.”

Yet again Tim & Kev have produced another lean mean riding machine. They manage to produce stunning bikes that are recognisably ‘Spirit of the 70′s’ while at the same time being totally unique. Don’t just drool over the photos and daydream, find a Bonnie, hand it over to the Spirit boys, and you too can have something like this parked on your front drive.