British and European Car Spotters Guide - 1981

The Allegro 3, introduced at the end of 1979, used the "A-Plus" version of the 1.0 litre A-Series engine (developed for the Metro), and featured some cosmetic alterations in an attempt to keep the momentum going, but by then the Allegro was outdated, competing against the relatively high-tech Ford Escort Mark III and Vauxhall Astra, and after 1980 it failed to feature in the top 10 best selling new cars in Britain, barely a decade since its predecessor had been Britain's most popular new car. Some models of Allegro 3 (the early HL and later HLS models) were equipped with four round headlights, rather than the usual two rectangular items. The axe finally fell on the model in mid 1982, upon the launch of its successor, the Maestro.

On 8 October 1980, British Leyland introduced the Austin Mini Metro. It was intended as a big brother, rather than as a replacement, for the Mini, the earlier Mini replacement project, ADO88, having been replaced in late 1977 by a new project, LC8, for the development of a larger car which could compete more effectively with the successful superminis, such as the Ford Fiesta.

Some of the Mini's underpinnings were carried over into the Metro, namely the 998 cc and 1275 cc A-Series engines, much of the front-wheel drivetrain and four-speed manual gearbox, and suspension subframes. The Metro used the Hydragas suspension system found on the Allegro but without front to rear interconnection. The hatchback body shell was one of the most spacious of its time and this was a significant factor in its popularity. Initially, the Metro was sold as a three-door hatchback.

Like the CD, the SC was based on Opel's biggest contemporary model, this time on the Opel Senator, and was sold from 1979-1989 as a coupe, sedan and convertible. The SC was powered by a fuel-injected Opel 3.0 l-I6 (177 hp) or a bored-out 3.9 l-I6 that developed 207 hp (154 kW). Body design seems to have been heavily influended by Ferrari`s 400i. The first SC model to appear was the Coupe (1979), followed by the Convertible (1982) and the Sedan (1984).

Production lasted until 1989 with 461 Coupes, 22 Convertibles and only 5 Sedans built. The ultimate failure of the Bitter brand was rooted in its business model. As was popular in the late 1970s and 1980s, rebodied vehicles from other manufactures gave rise to smaller automobile companies. The Bitter vehicles were based on components from Opel. This approach became unpopular in the late 1980s and doomed the brand.

Between 1979 and 1983 around 5500 Citroen GSA Specials were exported to the German Democratic Republic ("East Germany") making it one of the few western cars in the country. Erich Honecker, the East German party leader, maintained a fleet of the larger CX model and several Volvos.

The Northamptonshire based company teamed up with Tickford Coachbuilding to build this most bespoke version of the Metro. Mechanical mods were limited to a new Weber carburettor, allowing the A-Plus engine to produce 80bhp, but this really was not the car's raison d'etre. The interior was lavishly trimmed with an almost obscene amount of leather - a bespoke hi-fi system complimented the set-up, and externally, the car received a pretty successful body-kit and exotic Pirelli P7 tyres.

The result was a success: the car was refined, yet fun to drive and it also managed to look a million dollars. In a way, it almost did: On the road price was listed at £11,600, which may not sound like mega-bucks now, but in 1982, that kind of money would have also bought you a Reliant Scimitar GTE or Ford Granada 2.8i.

The basis for the Ginetta G23 was the 1970 G21, which was initially available with the 1599 cc Ford Kent engine or 3 litre Ford V6 engines. The 1725 cc Sunbeam Rapier subsequently became the standard four cylinder engine for the car. The model was later updated to become the closed G24 or open top G23, pictured left. The G19 was a Formula 3 single seater but only one was ever made.