{"id":70913,"date":"2026-05-23T13:18:45","date_gmt":"2026-05-23T17:18:45","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=70913"},"modified":"2026-05-23T13:19:47","modified_gmt":"2026-05-23T17:19:47","slug":"engine-swaps-and-identity-shifts-how-transformative-powerplants-redefined-iconic-cars-and-their-legacies","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/engine-swaps-and-identity-shifts-how-transformative-powerplants-redefined-iconic-cars-and-their-legacies\/","title":{"rendered":"Engine Swaps and Identity Shifts How Transformative Powerplants Redefined Iconic Cars and Their Legacies"},"content":{"rendered":"

How Do Engine Swaps Redefine Automotive Identity?<\/p>\n

The evidence suggests that the installation of a new or dramatically revised engine can fundamentally alter not just a car\u2019s performance envelope, but its entire market positioning and cultural resonance. This is not a trivial matter of incremental improvement; rather, it is a process by which an otherwise unremarkable or even struggling model can be recast as an icon, a motorsport contender, or a cult object. The AC Ace\u2019s transformation into the Cobra under Carroll Shelby\u2019s direction exemplifies this phenomenon: what began as a competent British roadster became, through the introduction of American V8 power, a transatlantic legend with a racing pedigree that continues to shape enthusiast culture. Similarly, the Chevrolet Corvette\u2019s pivot from a slow-selling six-cylinder to a V8-powered sports car was not merely a technical upgrade\u2014it was a rescue operation that secured the model\u2019s future and redefined American automotive aspiration.<\/p>\n

Yet, the mechanism at work is not always about raw power. The Mazda CX-7\u2019s shift from a high-output petrol engine to a less potent diesel, for example, reveals a subtler dynamic: sometimes, the right engine is the one that aligns the car with its intended audience and regulatory environment, even at the expense of headline figures. This pattern recurs in models such as the Renault 6, where the adoption of a more modern engine belatedly brought the car in line with consumer expectations and competitive norms, rescuing it from obsolescence.<\/p>\n

Why Do Some Engine Transformations Succeed While Others Falter?<\/p>\n

Not every engine transplant yields commercial or critical success. The practical significance of an engine upgrade is bounded by factors such as market timing, regulatory shifts, and the coherence of the resulting product. The Mercedes R-Class\u2019s brief flirtation with a 503bhp V8, for instance, demonstrates the limits of \u201cengine in search of a market\u201d thinking: the car\u2019s core clientele did not demand such excess, and the model was quickly withdrawn. Likewise, the Volkswagen Passat W8 and Audi Q7 V12 TDI, both technical marvels, failed to achieve lasting commercial traction. In these cases, the engines\u2019 uniqueness became a liability, burdening the cars with complexity and cost that outstripped their perceived value.<\/p>\n

Conversely, the success of the Lotus Carlton or the Ford Sierra RS Cosworth can be attributed to a confluence of technical excellence, motorsport validation, and a receptive cultural moment. These cars did not merely become faster; they became symbols of a new kind of performance saloon, challenging both regulatory norms and public perceptions of what family cars could achieve. The evidence here is not just in sales figures\u2014often modest\u2014but in the persistent afterlife of these models as reference points in automotive discourse.<\/p>\n

Who Benefits\u2014and Who Loses\u2014When Engines Outpace Chassis or Brand?<\/p>\n

The second-order effects of transformative engine swaps are not evenly distributed. For manufacturers, a successful engine upgrade can extend a model\u2019s lifecycle, justify premium pricing, and burnish brand reputation. For consumers, the benefits are more ambiguous. While enthusiasts may celebrate the arrival of a high-revving V8 or a turbocharged four, the broader customer base may find the resulting car less usable, more expensive, or at odds with the original brand promise. The Fiat 500 TwinAir, for example, delivered a charismatic soundtrack but also introduced vibration and real-world fuel economy shortfalls that undercut its urban runabout appeal.<\/p>\n

There are also regulatory and infrastructural consequences. Cars like the Dodge Challenger SRT Demon, with their extraordinary outputs, exist at the edge of what is legally and socially acceptable for road use. Their presence can provoke calls for tighter controls, as seen with the Lotus Carlton\u2019s notoriety. Moreover, the technical complexity of engines such as Volkswagen\u2019s W8 or Audi\u2019s V12 diesel can create long-term maintenance headaches, diminishing residual values and straining dealer networks.<\/p>\n

What Structural Blind Spots Persist in the Engine-Driven Transformation Narrative?<\/p>\n

Mainstream interpretations of engine swaps often focus on performance metrics and headline-grabbing statistics, but this emphasis can obscure deeper structural limitations. The assumption that more power is always better fails to account for the diminishing returns in everyday usability, the environmental costs of ever-larger or more complex engines, and the shifting regulatory landscape that increasingly penalizes excess. Furthermore, there is a tendency to treat engine upgrades as isolated technical achievements, when in fact they are embedded in broader systems of supply chains, brand strategy, and consumer psychology.<\/p>\n

Conflicting sources sometimes debate whether these transformations are primarily about engineering prowess or marketing theater. In adjudicating this disagreement, the balance of evidence suggests that while technical innovation is necessary, it is rarely sufficient. The most enduring engine-driven transformations are those that align with a latent cultural demand, whether for motorsport legitimacy, luxury differentiation, or eco-consciousness. When the technical and the cultural are misaligned\u2014as with the Mercedes R 63 AMG or the Volkswagen Passat W8\u2014the result is often a footnote rather than a milestone.<\/p>\n

What Should the Informed Reader Conclude About Engine-Led Model Evolution?<\/p>\n

The lesson for the analytically minded observer is that engine swaps and upgrades are not merely technical footnotes but strategic inflection points that can redefine a car\u2019s identity, market trajectory, and cultural meaning. However, the practical significance of these changes is always context-dependent, bounded by consumer expectations, regulatory frameworks, and the capacity of the rest of the vehicle to accommodate and express the new powerplant\u2019s potential. The evidence cautions against simplistic narratives of linear progress: not every bigger or more advanced engine yields a better car, and sometimes, the most transformative changes are those that bring a model into alignment with its time, rather than vaulting it into technical excess.<\/p>\n

For manufacturers and consumers alike, the challenge is to discern when an engine upgrade is a genuine evolution and when it is a costly detour. The historical record is clear: engines can make or break a car, but only when the rest of the equation\u2014chassis, market, culture\u2014adds up.<\/p>\n","protected":false},"excerpt":{"rendered":"

\"We<\/a><\/p>\n

We look at the cars whose nature and abilities were dramatically altered by the arrival of a new powerplant<\/p>\n

\n

We all know of cars which were fitted with an outstanding engine right from the start. <\/p>\n<\/p>\n

If you can\u2019t immediately bring one to mind, the Bugatti Chiron<\/strong> is a good example. There are also many cars which were more or less ordinary in their original forms but became more desirable<\/strong> in one way or another because a new engine was added to the range, or because an existing engine became available in a significantly altered form.<\/p>\n

Here are 28 models which we believe are part of the second category, listed in alphabetical order.<\/p>\n

\n

AC Ace<\/h2>\n

\"AC\n<\/p>\n

The AC Ace roadster was introduced in 1953 and was fitted with several engines during its production run, the most powerful being a\u00a02.6-litre Ford straight-six<\/strong>. Its handling made it an effective road-legal competition car, but over in Texas\u00a0Carroll Shelby<\/strong>\u00a0(1923-2012) reckoned it would be better if it had a lot more power.<\/p>\n

Rather than dismissing this thought and moving on to something else, he created the\u00a0Cobra<\/strong>, a reworked Ace with a\u00a0Ford Windsor V8<\/strong>\u00a0engine initially measuring\u00a04.3 litres<\/strong>\u00a0and later\u00a04.7<\/strong>. The Cobra proved to be a mighty car in racing, even more so when it went into a new generation with a\u00a07.0-litre Ford FE V8<\/strong>\u00a0under the bonnet.<\/p>\n

\n

Alpine A110<\/h2>\n

\"Alpine\n<\/p>\n

The original A110 (not the current model launched in 2017) was initially powered by Renault<\/strong>\u2019s little Cl\u00e9on-Fonte<\/strong> engine. This was later replaced by the larger Cl\u00e9on-Alu<\/strong>, which had made its debut in the Renault 16<\/strong>.<\/p>\n

It\u2019s difficult to imagine the 16 being an effective competition car, but its engine turned the A110 into a world-beater. In 1973, Alpine thrashed the opposition in the inaugural World Rally Championship<\/strong>, winning six rounds and finishing the season with 147 points to Fiat<\/strong>\u2019s 84 and Ford<\/strong>\u2019s 76.<\/p>\n

\n

Audi A4<\/h2>\n

\"Audi\n<\/p>\n

Audi has a lot of history in this area. Most of its models have high-performance S<\/strong> and \u2013\u00a0 more excitingly \u2013 RS<\/strong> derivatives whose engines are far more powerful than those in the regular versions.<\/p>\n

The A4 is a case in point. Its RS 4<\/strong> equivalents have always had splendid engines. Perhaps the finest, and certainly the best-sounding, was the screaming 4.2-litre V8<\/strong> also used in the Audi R8<\/strong>. It produced over 400bhp<\/strong>, well in advance of what could be expected from any other A4.<\/p>\n

\n

Audi Q7<\/h2>\n

\"Audi\n<\/p>\n

Every Q7 is an imposing beast no matter what powers it, but Audi went to new and unexpected levels when it fitted the large SUV<\/strong> with a 5.9-litre diesel V12<\/strong>. This engine, which has never been used in any other production car, produced 493bhp<\/strong>, which was enough to push the 2635kg<\/strong> Q7 from 0-62mph in an astonishing 5.5 seconds<\/strong>.<\/p>\n

Fortunately, the brakes and suspension were up to the task, but acceleration like this was still exhilarating or \u2013 depending on your mood \u2013 alarming. And it didn\u2019t come cheap. Priced just short of \u00a3100,000<\/strong> in the UK, the 6.0 V12 TDI<\/strong>, as it was branded, cost around \u00a340,000 more<\/strong> than the next most expensive Q7. Data suggests that 21<\/strong> reside on British roads today.<\/p>\n

\n

BMW M3<\/h2>\n

\"BMW\n<\/p>\n

Almost by definition, every M3 has had an engine which transforms it into something quite different from the regular BMW 3 Series<\/strong>. This was particularly true of the generation sold between 2007 and 2013, which was powered by the 4.0-litre<\/strong> (and, for the GTS variant, 4.4-litre<\/strong>) S65<\/strong> V8<\/strong>.<\/p>\n

A multiple award winner, the S65 made this M3 the first to produce over 400bhp<\/strong> in standard form. It wasn\u2019t the only V8 used in an M3, because a tiny number of earlier cars were fitted with one too, but it was the only engine of this type used for every example in any generation.<\/p>\n

\n

Cadillac CT6<\/h2>\n

\"Cadillac\n<\/p>\n

In most forms, the CT6 was a full-size luxury saloon<\/strong>. The CT6-V<\/strong> was that too, but it was also a very impressive performer thanks to its 550bhp 4.2-litre V8<\/strong> engine, commonly known as the Blackwing<\/strong>. It was also available in the CT6 Platinum<\/strong>, producing 500bhp<\/strong>.<\/p>\n

These cars were sold only in the 2019 model year. The entire CT6 range was discontinued shortly afterwards, partly due to poor sales and partly because the Detroit-Hamtramck plant where every version was built was retooled to produce electric vehicles<\/strong> instead. The Blackwing name has been used again for the most powerful versions of the CT4 <\/strong>and CT5<\/strong>, but neither of these is fitted with the Blackwing engine.<\/p>\n

\n

Chevrolet Corvette<\/h2>\n

\"Chevrolet\n<\/p>\n

Since the Corvette is one of the most popular sports cars in history, it seems strange now that the first-generation version did not sell at all well when it was introduced in 1953 with a straight-six<\/strong> engine. Two years later, it became available with the new Chevy Small Block V8<\/strong>, originally in 4.3-litre<\/strong> form but later extended first to 4.6<\/strong> and later to 5.4 litres<\/strong>.<\/p>\n

It was almost as if this was what the American public had been waiting for. Corvette sales rose dramatically, and a car which might have been abandoned at an early stage remained in production until 1962. Six decades later, its latest descendant is still doing well, and still powered by a V8 engine.<\/p>\n

\n

Dodge Challenger<\/h2>\n

\"Dodge\n<\/p>\n

The current Challenger (the third distinct model to bear that name in over half a century) has been sold in several quite startling forms, with enormous power outputs. Even in that context, the SRT Demon<\/strong> variant, sold only in the 2018 model year, is outstanding.<\/p>\n

Its 6.2-litre supercharged V8<\/strong> engine is the most powerful ever fitted to any road-legal Dodge, or indeed any Chrysler<\/strong>. On regular 91-octane petrol it produced 808bhp<\/strong>, but with the optional Demon Crate package<\/strong> and running 100-octane race fuel its output reached 840bhp<\/strong>. The lower figure has more or less been equalled by the current Challenger SRT Super Stock<\/strong>, but that car has slightly less torque.<\/p>\n

\n

Fiat 500<\/h2>\n

\"Fiat\n<\/p>\n

The 500 was originally available with a variety of four-cylinder petrol engines. Three years after its launch in 2007, Fiat added the two-cylinder TwinAir<\/strong>, the first engine designed from the start to use the remarkable MultiAir<\/strong> technology which had previously been added to existing units.<\/p>\n

Getting anywhere near the official fuel consumption<\/strong> figures was quite a challenge, and there was a lot of vibration until Fiat decided to add a dual-mass flywheel<\/strong>. But the popularity of the 500 has always been due to its cuteness more than anything else, and with the TwinAir purring away it sounded as cute as it looked.<\/p>\n

\n

Ford Cortina<\/h2>\n

\"Ford\n<\/p>\n

Most first-generation Cortinas were powered by either 1.2-<\/strong> or 1.5-litre<\/strong> versions of the pre-crossflow Ford Kent<\/strong> engine. In 1963, a year after production began, the car was transformed by a new power source, resulting in the epoch-making Lotus Cortina<\/strong>.<\/p>\n

In its nether regions, this engine was basically the same as a Kent, but it had a completely different cylinder head. Known as the Lotus Twin Cam<\/strong>, it had made its debut the previous year in the Elan sports car<\/strong>. For the first time, here was a Cortina with a power output of over 100bhp<\/strong>. Further modifications brought great success in racing and rallying, in addition to the standard car\u2019s appeal as the 1960s equivalent of a hot hatch<\/strong>.<\/p>\n

\n

Ford Escort<\/h2>\n

\"Ford\n<\/p>\n

As with the Cortina, the Lotus Twin Cam<\/strong> engine turned the mainstream first-generation Escort into something altogether more special, but the bar was raised much higher when Ford launched the Cosworth BDA<\/strong>-powered RS1600<\/strong> in 1970.<\/p>\n

Like the Twin Cam, it was based on the Kent<\/strong> engine, and in standard form it wasn\u2019t much more powerful. However, with four valves per cylinder<\/strong> it was far more responsive to tuning, with the result that the Mk1 Escort became one of the great rally cars of the early to mid 70s. Even today, hearing a fully tuned RS1600 screaming through a forest stage is a memorable experience.<\/p>\n

\n

Ford Sierra<\/h2>\n

\"Ford\n<\/p>\n

The mid-sized European Ford between the Cortina<\/strong> and the Mondeo<\/strong> was available in its earlier days with a variety of engines, none of them particularly dramatic with the possible exception of a large V6<\/strong>. The game-changer was the 2.0-litre<\/strong> four-cylinder unit which powered the Sierra RS Cosworth<\/strong> from 1986 onwards.<\/p>\n

At its heart, it was quite humble, being based on the well-established Pinto<\/strong> engine. A turbocharger and a 16-valve<\/strong> cylinder head made quite a difference, though. Even in its least potent form it produced over 200bhp<\/strong>, which no other Sierra engine could even approach. Further modified for competition use, it could reach outputs on the far side of 600bhp<\/strong>.<\/p>\n

\n

Honda Civic Type R<\/h2>\n

\"Honda\n<\/p>\n

Honda has been producing Type R variants of its Civic since 1997, and since 2001 they have all been powered by a 2.0-litre<\/strong> engine. For 15 years, these were known for their remarkable power, their ability to rev well beyond 8000rpm<\/strong> and a certain lack of oomph before the VTEC<\/strong> variable valve timing switched from tea-with-the-vicar to the-zombies-are-coming mode.<\/p>\n

Honda changed the game entirely in 2015 when it added a turbocharger. The engine was now limited to a relatively modest 7000rpm<\/strong>, but suddenly there was plenty of mid-range power, and the peak figure shot up to 306bhp<\/strong>. After some mild tweaking, it was raised further to 316bhp<\/strong>.<\/p>\n

\n

Lancia Thema<\/h2>\n

\"Lancia\n<\/p>\n

The Thema was a luxury saloon<\/strong> based on the same platform also used for the Alfa Romeo 164<\/strong>, Fiat Croma<\/strong> and Saab 9000<\/strong>. Two years after it was launched, Lancia added an outstanding version called the 8.32<\/strong>, named after the number of cylinders and valves in its engine.<\/p>\n

At 2.9 litres<\/strong>, this wasn\u2019t quite the largest unit fitted to the Thema, but it was by far the most powerful. Derived from the Ferrari Dino V8<\/strong>, it produced 215bhp<\/strong>, a full 40bhp<\/strong> more than the 3.0-litre Alfa Romeo V6<\/strong> which it demoted to second place in the range.<\/p>\n

\n

Lotus Europa<\/h2>\n

\"Lotus\n<\/p>\n

Launched in 1965, the Europa was a very early example \u2013 though by no means the first \u2013 of a mid-engined<\/strong> road-going sports car. To begin with, it was powered by the Cl\u00e9on-Alu<\/strong> engine from the Renault 16<\/strong>, and also used that car\u2019s transaxle<\/strong> which, unlike any transmission available from usual supplier Ford<\/strong>, could easily be adapted to suit the mid-engined layout.<\/p>\n

Lotus continued using the transaxle through the Europa\u2019s production life, but it eventually swapped the engine for its own Ford-based Twin Cam<\/strong>. Power outputs accordingly shot up, initially to 105bhp<\/strong> and later to 126bhp<\/strong>, giving the Europa far more straightline performance than it had started out with.<\/p>\n

\n

Mazda CX-7<\/h2>\n

\"Mazda\n<\/p>\n

Replacing a powerful petrol engine with a much less powerful diesel may seem like a backward step, but in this case it was the right thing to do. The CX-7 SUV <\/strong>was initially available only in the UK with the 256bhp 2.3-litre<\/strong> petrol engine also found in the high-performance Mazda3 MPS<\/strong> and Mazda6 MPS<\/strong>. Everyone knew this was a bad idea \u2013 including, they would quietly admit, Mazda\u2019s British representatives.<\/p>\n

Two years later, in 2009, that engine was dropped in favour of a 2.5-litre<\/strong> diesel. The price went up, and the power output dropped by a startling 85bhp<\/strong>, but the CX-7 was now subject to \u00a3190 less Vehicle Excise Duty<\/strong> each year and was, according to the official fuel economy figures, 10mpg<\/strong> less thirsty. A previously almost unsellable vehicle had now been transformed into something that suited its target customers.<\/p>\n

\n

Mercedes A-Class<\/h2>\n

\"Mercedes\n<\/p>\n

The third-generation A-Class was mostly available with a variety of engines with power outputs in the 100-210bhp<\/strong> range. One year after launch, though, Mercedes introduced the four-wheel drive A 45 AMG<\/strong> variant (subsequently renamed Mercedes-AMG A 45<\/strong>).<\/p>\n

The difference this made to the car\u2019s straightline performance was phenomenal. The highest power output in the range had now shot up by 70% to 355bhp<\/strong>, and that was only the start. Following a revision, it rose still further to 376bhp<\/strong>. Today\u2019s fastest A-Class has a different but conceptually similar engine which produces 416bhp<\/strong>.<\/p>\n

\n

Mercedes R-Class<\/h2>\n

\"Mercedes\n<\/p>\n

In a spectacular example of what we called \u201cMercedes\u2019 every-engine-in-everything product planning,\u201d the R-Class became available with a 503bhp 6.2-litre V8<\/strong> engine a year after its launch.<\/p>\n

As a large luxury MPV<\/strong>, it was well suited to powerful engines, but this was a whole new ball game. The big V8 produced 503bhp<\/strong>, which was far more than anyone needed \u2013 or, apparently, wanted. Sales were minimal, and the R 63 AMG<\/strong>, as it was called, disappeared from the price lists very quickly.<\/p>\n

\n

MGB<\/h2>\n

\"MGB\"\n<\/p>\n

The MGB roadster <\/strong>was launched in 1962, and a coupe<\/strong> version called the MGB GT<\/strong> came along three years later. In an attempt to create a high-performance variant, MG first fitted a 2.9-litre straight-six<\/strong> engine and called the result MGC<\/strong>, but this was unsatisfactory and was abandoned after just two years.<\/p>\n

A second attempt followed in 1973. This time, MG created the MGB GT V8<\/strong> by fitting the 3.5-litre Buick-derived Rover<\/strong> engine into the coupe. It didn\u2019t last much longer than the MGC had, but by general consent it was a far superior car.<\/p>\n

\n

Renault 6<\/h2>\n

\"Renault\n<\/p>\n

This was a very mild but still valid example of the principle we\u2019re discussing. The 6 was designed as an upmarket alternative to the Renault 4 <\/strong>which was fitted at its launch in 1968 with the same immediate post-War Billancourt<\/strong> engine, even though the larger and more powerful Cl\u00e9on-Fonte<\/strong> had been available for six years.<\/p>\n

In 1970, Renault did the right thing and added the Cl\u00e9on-Fonte to the range. With this engine, the 6 still wasn\u2019t especially quick \u2013 and didn\u2019t really need to be \u2013 but it was at least acceptably so. As we said in a 1974 road test, there was \u201cno doubt that Renault\u2019s engineers got their sums exactly right\u201d at the second attempt.<\/p>\n

\n

Renault Clio Renaultsport<\/h2>\n

\"Renault\n<\/p>\n

The first few versions of Renault\u2019s hottest Clio were all powered by a high-revving, naturally-aspirated 2.0-litre <\/strong>engine. This policy changed dramatically in 2013, when Renault switched to a 1.6-litre<\/strong> turbo co-developed with Alliance partner Nissan <\/strong>and producing similar power (197bhp<\/strong>).<\/p>\n

There was no doubt that the Clio\u2019s character had been transformed. The question was whether this was a positive or a negative move. There were those who felt the superior mid-range performance<\/strong> was a major improvement, but we reckoned that \u201call the previous car\u2019s impish zip<\/strong> has been sucked mercilessly from the bone\u201d.<\/p>\n

\n

Saab 96<\/h2>\n

\"Saab\n<\/p>\n

Saab fitted nothing but two-stroke<\/strong> engines to its cars all the way from the launch of the 92<\/strong> in 1949 until nearly halfway through the production life of the 96 (the 92\u2019s second successor) 18 years later. At this point, it switched to a four-stoke V4<\/strong> developed by Ford of Germany<\/strong>.<\/p>\n

It wasn\u2019t one of the world\u2019s great engines, but it was more powerful than anything Saab had used in the past. Crucially, it also didn\u2019t sound like a wasp trapped in a tin can or emit clouds of smelly blue smoke. The 96 lasted until 1980, which it certainly wouldn\u2019t have done if Saab had persevered with the two-stroke.<\/p>\n

\n

Sunbeam Alpine<\/h2>\n

\"Sunbeam\n<\/p>\n

The story of the Sunbeam Tiger almost exactly mirrors that of the slightly earlier AC Cobra<\/strong>. Both cars were suggested by Carroll Shelby, who (in the case of the Tiger) thought there was nothing wrong with Sunbeam\u2019s Alpine sports car that couldn\u2019t be fixed by giving it more power.<\/p>\n

As with the Cobra, the Alpine was converted to accept the Ford Windsor<\/strong> engine (4.3 litres<\/strong> at first, later 4.7<\/strong>) and given a suitably aggressive name. This time, though, there would be no progression to a larger Ford V8.<\/p>\n

\n

Vanden Plas Princess<\/h2>\n

\"Vanden\n<\/p>\n

Of the several cars known as Vanden Plas Princess, the one we\u2019re interested in here was the large, Farina<\/strong>-designed saloon which was almost identical to models produced by Austin<\/strong> and Wolseley<\/strong>. All were powered by a 2.9-litre straight-six<\/strong> engine, but only the Princess was taken a stage further.<\/p>\n

\u00a0<\/p>\n

In 1964, it was given a new name \u2013 Princess R<\/strong> \u2013 following several revisions, the most dramatic being the fitment of a 3.9-litre<\/strong> engine developed by Rolls-Royce<\/strong>. The power output jumped from around 120bhp<\/strong> to 175bhp<\/strong>, which made the Princess far quicker than before, though given the nature of the car it\u2019s likely that more effortless high-speed cruising was considered more important than sharper acceleration.<\/p>\n

\n

Vauxhall Carlton<\/h2>\n

\"Vauxhall\n<\/p>\n

The Carlton GSi was a fine car with excellent handling and a strong 3.0-litre 24-valve<\/strong> engine. It was also the basis of that Wagner opera on wheels, the Lotus Carlton<\/strong>. Despite claims to the contrary elsewhere on the internet, every example of this model came off the Opel<\/strong> production line in R\u00fcsselsheim as a standard GSi before being shipped to Lotus<\/strong> in Hethel for a conversion which lasted 150 hours.<\/p>\n

The alterations included raising the capacity of the six-cylinder<\/strong> engine from 3.0 litres<\/strong> to 3.6<\/strong> and fitting two Garrett turbochargers. Power output accordingly shot up from the original 204bhp<\/strong> to 377bhp<\/strong> (if the engines was fed with sufficiently high-octane petrol<\/strong>), and the straightline performance improved to such an extent that there were calls for the car to be banned.<\/p>\n

\n

Volkswagen Golf R<\/h2>\n

\"Volkswagen\n<\/p>\n

The first two generations of Golf R were known as R32<\/strong>, a reference to their 3.2-litre V6<\/strong> engines. They were quick and sounded fabulous, but that engine was very heavy and mounted almost entirely ahead of the front axle, which created major handling problems in the original version. The next one was better, but still occasionally troublesome, especially over a series of closely-spaced crests.<\/p>\n

For the generation after that, Volkswagen ditched the 32 part of the name and fitted a turbocharged 2.0-litre four-cylinder<\/strong>. This was more powerful, but crucially it was also lighter. The handling issues disappeared completely, and the R became the splendid hot hatch<\/strong> it should have been in the first place.<\/p>\n

\n

Volkswagen Passat<\/h2>\n

\"Volkswagen\n<\/p>\n

The Passat introduced in 1997 was (a former owner writes) a worthy but not particularly exciting car available with engines which could mostly be described as straightforward \u2013 except one. This was a 4.0-litre W8<\/strong>, essentially two 2.0-litre V4s<\/strong> mounted on a common crankcase, the only engine of that type ever fitted to a production car.<\/p>\n

Available from 2001, it produced 271bhp<\/strong>, making it the most powerful engine used in a Passat of that generation by over 80bhp<\/strong>. Despite its outstanding features, it sold very badly, and the project was soon abandoned, which may have been what VW expected to happen.<\/p>\n

\n

Volkswagen Touareg<\/h2>\n

\"Volkswagen\n<\/p>\n

In another piece of extravagant engine policy, Volkswagen added a\u00a06.0-litre W12<\/strong>\u00a0to the Touareg two years after the big\u00a0SUV<\/strong>\u00a0was launched. This engine was nearly as rare as the W8 fitted to the Passat, but was also used in the\u00a0Audi A8<\/strong>, the\u00a0Bentley Continental<\/strong>\u00a0and the\u00a0VW Phaeton<\/strong>.<\/p>\n

Once again, this engine blitzed all the others in the range in terms of performance, with a maximum output of\u00a0444bhp<\/strong>. VW initially planned to build only 500 examples of this particular Touareg, but continued production when it proved to be surprisingly popular.<\/p>\n

\n

Morris Minor<\/h2>\n

\"Morris\n<\/p>\n

At the time of its launch in 1948, the Minor was fitted with a 918cc<\/strong> engine based on a Wolseley<\/strong> design which was already 20 years old. It was extremely unlikely that this unit would last, as the car did, until as late as 1971. In fact, the change happened very early in the Minor\u2019s career. In 1952, Morris was brought together with its former arch-rival Austin<\/strong> in the British Motor Corporation<\/strong>.<\/p>\n

This gave Morris access to the new BMC A-Series<\/strong> engine, which had just been introduced in the Austin A30<\/strong>. Despite being smaller, at 803cc<\/strong>, the A-Series had similar power to the engine it replaced, and far more scope for development. By the end of Minor production, it was being used in 1098cc<\/strong> form, and still had nearly three decades more life left in it.<\/p>\n

\n

Talbot Sunbeam<\/h2>\n

\"Talbot\n<\/p>\n

Most Sunbeams were fitted with either 1.3-<\/strong> or 1.6-litre<\/strong> versions of the engine used in the Hillman Avenger<\/strong> or a 928cc<\/strong> unit derived from that of the Hillman Imp<\/strong>. The outlier was a 2.2-litre 16-valve Lotus<\/strong> motor, part of a range which was used both in the Jensen-Healey<\/strong> sports car and several models produced by Lotus itself.<\/p>\n

With a power output of 150bhp<\/strong>, the Sunbeam Lotus was a formidable road car, but that wasn\u2019t its main purpose. The idea had been to attract publicity for the brand through motorsport, and it worked. Just before four-wheel drive turned the whole scene upside-down, the Sunbeam Lotus was competitive enough to earn Talbot the Manufacturers\u2019 title in the 1981 World Rally Championship.<\/p>\n

\n

Vauxhall Chevette<\/h2>\n

\"Vauxhall\n<\/p>\n

The Chevette was initially a small hatchback<\/strong> (though saloons<\/strong> and an estate<\/strong> followed) based on the Opel Kadett<\/strong>. Nearly every version was fitted with a 1256cc<\/strong> engine, but Vauxhall, like Talbot<\/strong> with the Sunbeam<\/strong>, decided that a more powerful version intended for rallying would be good for publicity.<\/p>\n

There was no way that the original engine would be suitable for this, so Vauxhall took its 2.3-litre Slant-4<\/strong> engine, added a 16-valve<\/strong> cylinder head and put it under the bonnet to create the Chevette HS (pictured). (Early rally cars were fitted with a similar head developed by Lotus, but this was soon banned.) The same mechanical arrangement was used for the later HSR, which had several fibreglass panels, including wide front and rear wings which gave the car a very dramatic appearance.<\/p>\n

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