Outstanding Engineering Showcase at the Sunday Scramble

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In the current automotive landscape, genuine surprises are rare.

This is understandable, as creating a car that defies conventional rules and regulations in the 21st century is quite the challenge. Additionally, the market has almost every conceivable segment covered, from coupé-SUVs to shooting brakes, and roadsters with parking-friendly doors, not to mention four-door versions of two-door models—all of which can be found in BMW’s lineup!

The automotive industry today primarily focuses on profitability. However, during the 1980s, it flourished on groundbreaking concepts developed through experimentation and homologation. One prime example of this innovation is the Renault 5 Turbo.

Introduced in 1980 as a special homologation model for Group 4 rallying, the R5 Turbo was a far cry from the standard Renault 5 that frequented local boulangeries. Its design was influenced by the Lancia Stratos, showcasing the benefits of a mid-engine configuration in rally racing.

Equipped with a 1.4-liter turbocharged four-cylinder engine positioned behind the front seats and providing 158 horsepower to the rear wheels, the R5 Turbo could accelerate from 0 to 60 mph in less than 7 seconds, reaching a peak speed of 124 mph (199 km/h).

The 1984 Maxi Turbo was the ultimate version of this rally machine, featuring a wider and lighter chassis along with a powerful 345 horsepower from its 1.5-liter engine, providing a thrilling driving experience, albeit without championship victories.

Following the end of production for the road-going R5 Turbo 2 in 1986, Renault found it challenging to sustain its performance-oriented image. To revitalize its offerings, the company introduced the Renault Sport Spider, and for good reason—this car is a personal favorite of mine.

The Spider features a graceful simplicity that is often lacking in many modern track-focused vehicles, characterized by graceful lines, a low front, and attractive headlights. However, the rear end may appear a bit off-kilter, with taillights that seem somewhat misplaced, yet the overall proportions are striking.

In the UK, models included a glass windscreen, while European variants offered a unique ‘windscreen’ option—a ducted scoop designed to direct air upwards, thereby enhancing cockpit comfort—sheer genius!

Powered by a 2.0-liter inline-four engine from the Renault Clio Williams, the lightweight 930kg Spider equaled the R5 Turbo’s impressive 0-60mph time of 6.9 seconds, offering drivers an exhilarating yet manageable experience. One of my favorite features? The butterfly doors, playfully dubbed the ‘baguette holder.’ Trés bon!

When new, the 5 Turbo was more than double the cost of a Volkswagen Golf GTI, produced in limited quantities. In contrast, the Spider launched at around £30,000 (approximately $39,000 today), which was £7,000 ($9,100) more than a Lotus Elise at that time, also lacking practicality.

For those searching for a more practical introduction to classic rear-wheel-drive performance, the Vauxhall Chevette HS and Talbot Sunbeam Lotus are worth considering. Like the Renault 5 Turbo, both were homologation specials for Group 4 rallying, but they were initially designed as rear-wheel drive.

Consequently, the creation of high-performance versions of these base models did not compromise their practicality as family hatchbacks—although they were undeniably a great deal of fun to drive.

The Chevette HS boasted an upgraded 2.3-liter version of Vauxhall’s slant-four engine equipped with twin Weber carburetors, while the Sunbeam featured a 2.2-liter Lotus engine with Dell’Orto carbs. The Talbot produced approximately 150 horsepower, surpassing the Chevette’s 135 horsepower—a notable achievement for small cars in the late 1970s.

In their Group 4 rally specifications, both cars approached nearly 250 horsepower, making them wild performers on forest roads lined with onlookers. While Group B is often seen as the apex of rallying, the creativity displayed in the rear-wheel-drive rally cars of earlier decades was truly remarkable.

Talbot and Lotus also deserve special recognition. The 1981 World Rally Championship marked the final year for Group 4 regulations, with the Sunbeam clinching the manufacturer title ahead of competitors like Datsun and Ford. From 1982 onwards, all-wheel-drive became the dominant force, with the legendary Lancia 037 making a splash in 1983.

Today, the performance automotive scene feels monotonous and uniform. Commonplace are two-liter turbocharged automatic hot hatches and twin-turbo V8 super saloons, with most cars being all-wheel drive, quiet, and substantial.

Even supercars and hypercars have succumbed to standardization and excess weight. Frustrated by the status quo, one visionary revealed a manual, sub-1,000kg (2,204lb) V12 supercar that revs beyond 12,000 rpm and incorporates functional ground effects thanks to its rear-mounted fan.

This visionary is Gordon Murray, and the car in question is his GMA T.50.

Until I visited October’s Sunday Scramble at Bicester Heritage, I had never encountered a T.50 in person, but there I found seven of these engineering wonders on display. While I typically gravitate towards the tuning and motorsport trends of the 1990s, these particular vehicles captured my full attention.

It is invigorating to witness the rise from the depths of automotive dullness, as modern technology and inventive minds are reigniting creativity within the industry.

What stood out at the Bicester event was not merely the cars on display. The Scramble is more than just a car show; it’s a gathering. These aren’t just polished showpieces but genuine vehicles driven in on a crisp autumn morning.