You would have to be blind not to have noticed the number of Chinese cars flooding the roads of Britain. I think many car enthusiasts will instantly dismiss them as cheap versions of the Range Rover or targeting the bottom end of the market. That is a view that those of us with a few miles on the clock will remember from the Japanese invasion of the British car market and again later with eastern European cars.

But we ignore history at our peril. Those Japanese cars are now very much a part of the British car industry with highly efficient manufacturing plants based here. And those eastern European brands are now significant players with German levels of quality.

The Chinese have rapidly produced cars for the lower and mid market and now they are targeting the supercar market. A successful supercar builds reputation and is a test bed for electric and hybrid technology. But the question is will anyone buy a Chinese supercar?

DENZA is the premium design- and technology brand from BYD Group. It mixes European-influenced design with state-of-the-art platforms and technologies, delivering many unique features to the premium car market. The brand was founded in 2010 as a partnership between BYD and Daimler, and launched its first vehicle in 2014. It is being introduced to the European market during 2026.

Equipped with DENZA’s signature e³ Sports Car Platform, a triple-motor configuration producing 1604PS and DiSus-M magnetorheological suspension. And its ability to use FLASH Charging, with 10%-97% refills in just nine minutes, makes it the first electric supercar whose performance can be exploited and enjoyed completely, without concerns over range or how long it will take to recharge. Three versions of the Z have now been confirmed: Coupe, Spider and Racing.

The front design mixes sharp angles in the lower bumper and the distinctive LED daytime-running light signature with smooth shapes pulled over the wheelarches. And at the rear, intricate diamond-shaped tail-lights give the Z a sophisticated look. The paint finishes include a pearlescent effect that can shift shades when viewed from different distances and angles.

The exterior design is defined by numerous functional elements. At its core is a meticulously optimized body shape, which lays the foundation for exceptional aerodynamic efficiency. The air intake in the centre of the front bumper directs airflow to unique outlets on the bonnet, forming an S-shaped airflow path that perfectly balances the relationship between drag, downforce, and heat management.

Inside, the layout is unashamedly focused on the steering wheel – the centre of control and driving pleasure with any sports car. The Z’s wheel draws inspiration from motorsport and includes six physical buttons set into its lower panel for easy access to key functions, such as the Track and Boost modes.

The seats are designed to offer a mixture of comfort and support, with driver’s and front passenger’s featuring eight-way power adjustment, four-way electric lumbar support, heating, ventilation and massage function. Their headrests include built-in speakers for the Devialet sound system (12 speakers in Coupe and Racing, 10 in Spider). In the Coupe and Spider models, the driver’s seat also has active lateral support adjustment for high-speed cornering.

The more extensive personalisation options for the Racing will include the possibility to remove the rear seats altogether and replace them with a roll cage and carbon-fibre trim.

Despite its compact dimensions, the Z has a wheelbase measuring 2780mm – close to those of many executive saloons. This allows all versions to have a four-seat layout, offering a unique level of flexibility for vehicles with their performance. The boot capacity in the Coupe and Racing is 250 litres – enough for light luggage – and the rear seats can be folded down to increase this to 550 litres.

All three versions of the Z feature a triple-motor configuration, with a single front motor joined by one apiece driving each of the rear wheels. The combined maximum system output for all versions of the car is 1604PS and 1240Nm of torque. That’s enough for a 0-62mph acceleration time of just 2.25 seconds in the Coupe, faster than all but the most hardcore combustion-engined supercars, and a top speed of 186mph.

When fitted with optional semi-slick tyres, the Racing version will accelerate even more quickly, beating the two-second mark for 0-62mph, at just 1.96sec, and achieving a higher top speed of 217mph.

All DENZA Z versions feature carbon-ceramic drilled brake discs for reduced unsprung mass (around 30kg saved in total), improved cooling performance and increased durability (up to 186,000 miles of service life). They’re fitted with six-piston (front) and four-piston (rear) fixed calipers that deliver even pressure distribution between pads and discs – and these can be ordered in custom colours, including orange, yellow, red and blue.

The Z is being offered in a choice of 10 exterior colours, ranging from Le Mans Blue and Silverstone Silver through optional Nocturne (purple) and Riviera Blue to premium optional Phantom Black Matte, Monaco Red and Monte Carlo Orange.

PRICING

For a supercar it is well priced but for the same price you could have a Porsche 911 Carrera 4 GTS, Aston Martin Vantage or a Mercedes AMG SL 63 4matic. So the question is, would you buy a Chinese supercar.

	DENZA Z Coupe	DENZA Z Spider	DENZA Z Racing
TOTAL MRRP	£142,900	£159,900	£172,900

Drivers of modern cars are being advised to make preparations for driving in the summer heat. But this advice is double for owners of classic cars. Whilst many classic cars are well maintained they can be uncomfortable in the heat. So it is a good idea to pack some simple essentials to keep cool in the event of a traffic jam or breakdown.

Leading breakdown provider Start Rescue advises drivers to pack plenty of water, suntan lotion, non-melting snacks, first-aid kit, and a mobile phone charger in case of long delays or a breakdown. In addition I would add that if you drive a convertible a hat is a good idea . I also carry a picnic blanket so that we can get out of the car and sit on the grass with some level of comfort.

Drivers are also reminded to check their cars regularly to make sure tyres are correctly inflated and have good tread, and oil, coolant and washer fluids are all at the right levels. Drivers should make sure the car’s air conditioning (if you have it) is working efficiently ahead of long, hot journeys.

It only takes a few moments to pack these items and check the car over, and we’d also recommend carrying a dose of prescription medicine if you need it in the car on every trip. You might not be able to dodge traffic jams, but you can avoid breakdowns and the misery of being stuck in queues.

Finally, make sure you have your current breakdown policy and phone number in the car.

By Classic Yorkshire contributor, Tony Lofthouse

There has always been a mystique about Eastern-bloc cars from the 60s and 70s – think the likes of Trabant, and Skoda and Lada models.

In the 70s and 80s many became the butt of comedians jokes. But, some brave drivers would buy one of these State-made motors – sometimes going to great lengths to get one.

Here are five hits and misses from Eastern Europe that I can remember. You might have other memorable examples that you recall!

Trabant 601

One of the most famous Eastern Bloc cars was the Trabant 601, which debuted in 1964. The ‘Trabi’, as it was nicknamed, was only expected to run until the 70s but survived until 1990.

It came with a body made of Duroplast – a form of durable plastic – and was powered by a two-stroke two-cylinder engine. Its popularity in East Germany would nose drive with the fall of the Communist state in 1989. Within weeks thousands of Trabis were abandoned as people headed over to Western Germany and more modern motors.

Wartburg 353

Another East German ‘classic’ from the 60s was the Wartburg 353, also known as the ‘Wartburg Knight’.

This 1-litre distinctly boxy-looking model would have some success selling overseas with 20,000 right-hand-drive examples making it to the UK between 1968 and 1976. The car started out as a saloon only, but estate and pick-up versions followed.

Skoda 110R

One of the more interesting early Skodas was the 110R coupe, based on the 110 saloon and powered by a 1107cc engine.

Between 1970 and 1980, 57,000 examples were made. The 110R would also spawn a racing version, the 130RS, which would achieve some notable motorsport success including the manufacturers’ title in the 1981 European Touring Car Championships.

Lada 1200

By the early 70s, the Russian-made Lada 1200 was an affordable option available in European markets and was given more buyer acceptance as a ‘spin-off’ from the Fiat 124.

The compact Lada made UK shores in 1974 in both saloon and estate forms and ran for nine years until the arrival of the Riva range.

Tatra 613

Luxury motoring in the East was quite rare, but in 1974 Czech manufacturers Tatra brought us a handcrafted rear-wheel-drive car, styled by Vignale of Italy.

The Tatra 613 was powered by a 3.5 litre air-cooled V8 engine and was widely used by Government leaders and other elite figures. Later, fuel injection versions were introduced and production ran until 1996.

Looking back these Eastern European cars certainly brought us engineering driven design (over style) at affordable prices and for me they have their rightful place in motoring heritage.  

Zenvo Automotive unveiled two new VP prototype Aurora’s marking a significant milestone for the Danish hypercar manufacturer as it prepares for the first customer deliveries due in Summer 2027.

Aurora is the most significant car in Zenvo’s 19-year history. Created to define a new era for the Danish hypercar manufacturer, it has been developed from the ground up, including an entirely bespoke platform and the most powerful V12 ever fitted to a production car. Aurora brings together extreme performance, real accessibility, and driving pleasure in a ‘form-and-function’ relationship shaped by Danish principles of clarity, purpose, and careful consideration.

Designed, engineered, and hand-assembled in Denmark, Aurora features an all-new 6.6-litre quad-turbocharged V12 engine, developed in partnership with MAHLE Powertrain. Targeting 1,250 bhp and a 9,800 rpm redline.

The V12 is paired with a lightweight triple electric motor system, bringing total output up to a targeted 1,850 bhp, depending on model variant. Aurora will be available in two distinct forms: Agil, the lightweight, track-focused but road-legal variant, and Tur, a more classically-inspired grand touring design built around the same platform. Production will be strictly limited, with first customer deliveries expected in the second half of 2027.

Don’t forget to visit our Events listing for what’s on this month. Classic car events and destinations 2026: – Classic Yorkshire

Aurora Tur Specification Table

Specification	Detail
Chassis	Carbon composite monocoque, carbon composite front and rear structures
Body	Carbon composite panels
Architecture	2-seater, mid-engine layout, all-wheel drive
Suspension	Front and rear double-wishbone suspension with pushrods
Length	4,819 mm
Width	2,024 mm
Height	1,187 mm
Wheelbase	2,800 mm
Weight (Dry)	1,548 kg (3,413 lb)
Aerodynamics	Integrated underbody aerodynamics
Engine	Bespoke 6.6L V12 90° hot-V, VGT quad-turbo, pre-heated catalytic converters (1,250 bhp & 1200nm torque)
E-motor (Transmission P2)	200 bhp
E-motors (2x front axle)	200 bhp (400 bhp combined)
Combined output	1,850 bhp
Maximum torque	1,700 Nm
Max engine revs	9,800 rpm
Front torque vectoring	On the front axle
Gearbox	Hybridised 8-speed paddle shift
Top speed	Est. 420 km/h (260 mph)
0–100 km/h	Est. 2.3 seconds
0–300 km/h	Est. 9 seconds
0–400 km/h	Est. 17 seconds
Power-to-weight	Est. 1.19 bhp/kg
Brakes	Zenvo carbon ceramic discs
Wheels	Bespoke aluminium centre-lock: 10×20″ front / 12.5×21″ rear
Tyres	Michelin Pilot Sport Cup 2: 275/35 R20 / 335/30 R21
Production	Limited to 50 units

With long hot summers becoming the norm we may have to adapt the cars we drive and the way we look after them. The good news is that convertibles are now more practical than ever, even though manufacturers are turning away from them. Obviously air conditioning will be increasingly essential and maybe improved wipers and lighting to deal with heavy rain.

But that is for manufacturers to decide and I’m sure that they are working on it. In the meantime Autoglym have produced some advice for cleaning your car in drought conditions.

In extreme heat and bright sunlight, natural contaminants like bird lime and tree blossom, as well as road grime and complex water-resistant chemicals such as suncreams, can adhere stubbornly to painted and plastic surfaces, requiring extra care to remove without causing damage.

The following tips have been devised by Autoglym’s experts who train professional valeters and detailers responsible for cleaning thousands of cars each year in all weathers.

Top tips for heatwave-friendly car care

1. Rise and shine. Wash the car in the shade when the paintwork is cool; early mornings are ideal
2. Use a dedicated pre-wash spray to loosen the worst of the dirt, then rinse thoroughly
3. Tackle wheels before bodywork to avoid the worst grime flying onto clean bodywork
4. Wash using the two-bucket method – one filled with soapy water, one with clean water so you can rinse your mitt and avoid reapplying dirt to the car
5. Use specialist detergents if you encounter stubborn stains like tar or bird lime
6. Rinse and repeat – wash in sections and rinse from the top down. To clear soapy water from nooks and crannies, notably within the wheels, use a pressure washer or pump sprayer
7. Watch out for water spotting – dry the car before the sun does by using a clean microfibre or drying towel
8. Between washes, deploy a detailing spray to avoid having to do a full clean so frequently
9. If it is too warm for a full car wash, consider a quick clean of the glass and light units to maintain good visibility and keep the car looking presentable
10. Apply protection to your paintwork to resist the grime, making the next clean much easier to perform

For more information visit www.autoglym.com.

Don’t forget out events page to see what’s on this month Classic car events and destinations 2026: – Classic Yorkshire

By Classic Yorkshire contributor Tony Lofthouse

A big thank you to Classic Yorkshire subscriber, John, who sent me pictures of a rare 1968-registered Vauxhall Viva spotted in Norfolk, but with West Yorkshire connections.

The Viva HB SL90 convertible was based on Vauxhall’s sporty SL90 which delivered 20% more power than the standard HB models.

The Viva HA debuted in 1963 and was developed in partnership with Opel. The HB saloon replaced the HA in 1966 and offered greater power and improved suspension.

In 1968, conversion specialists Crayford Engineering transformed just five SL90s into open top motors. Each was finished in white, powered with a 1159cc engine upgrade and fitted with Cosmic Mk1 alloy wheels.

Vauxhall Luton officially approved of the conversions into impressive hand-built convertibles which gave the car a stylish European look.

The handful of convertibles were distributed solely by Leeds Vauxhall dealership, Wallace Arnold Ltd.

As an aside, the WASS garage on Hunslet Road operated until the 1980s as a major Vauxhall sales outlet.

The convertibles came a little costly for the time with prices from £1,162 which was a big jump from the price of a standard SL90 saloon.

The car pictured is believed to be one of only two surviving SL90 ‘Crayford’ convertibles left.

Once again the team at The Fast Lane Club have done an amazing job of curating their Yorkshire Elegance event. With a range of special vehicles from the dawn of the motoring era to current day super cars the team have produced an event that easily stands alongside the events at Hampton Court (concourse de Elegance) and Blenheim Palace (Salon Prive). It’s a pity that the people who hand out the accolades can’t see that good things can happen in the north.

Grantley Hall is the perfect location for this type of event and the event organisation is of the highest standard. The event continues to develop and this year saw the introduction of an owners club field with all manor of high end marques. I could fill the rest of this article telling you about the cars that I drooled over, but I think a photo gallery will tell the story better.

I will bring you more detailed stories of some the cars over the next few weeks.

With thanks to thefastlaneclub.com. Check out their website for details of their other events.

Check out Grantley Hall at http://www.grantleyhall.co.uk

Let me start by saying that I am not an expert in AI. I have however been messing about with it and it is becoming an increasingly useful tool. It might be useful for you too, so here’s the story of my AI journey.

Lets start with the basics.

What is the difference between a search engine and AI.

With a search engine you ask a question, it scours the internet and lists in priority order thousand of articles that it thinks will answer your question. You then have to read the articles to find what you need.

With AI you ask it a question and it scours the internet, collates information and presents the information back to you in report or graphics form.

BUT……… it collects its information from the internet and therefor is only as accurate as the information on the internet. It can and will find erroneous information and present it back to you as fact.

How do I get an AI programme?

You can download AI programmes for your phone or laptop and the main ones are ChatGPT, Gemini, Claude and Llana.

What can it do:

There is a lot that AI can do and the best way to find out is to actually use it. Don’t worry you can’t start WW3. Ask it for the history of a car by its registration number or Identify a make and model from a photograph of a car.

Load a photograph of your car and try different paint colours or stripes

Design a logo or poster for your classic car event.

Turn a photograph into a colouring image.

Make art out of this photograph

Colourise this picture.

Make an updated picture of a Lotus Elan.

You can ask it for almost anything, a press contact, repair tips or specialist suppliers.

But the best part is that you don’t have to know code or any techno speak, You simply type your question in. If the answer isn’t quite right then ask again and it will refine its offering. So you could for example, change a logo colour if you don’t like it.

At the end of the day you can’t do any harm using AI for your classic car hobby. Give it a try and soon you will be using for lots of different aspects of your life. However, two things to remember. If its important double check the information from another source and logo’s and posters tend to have a similar look.

By Classic Yorkshire contributor Tony Lofthouse

As a long-standing Rover owner I couldn’t let the 40^th anniversary of the 800 series go unannounced.

The Rover 800 was launched on 10^th July 1986 with Rover Group shipping out 1000 new cars, mainly the top-spec Sterling model, to its dealer network.

The 800 series grew out of a collaboration between Austin Rover and Honda and started with a 2.5 litre Honda-designed engine and a Rover-made 2.0 litre four-cylinder option.

It was seen as the natural replacement for the sleek Rover SDI and after a shaky start Rover brought out an enlarged Honda-made 2.7 litre V6 unit. As well as the four-door executive saloon, Rover launched a five-door fastback version in 1988 and a two-door coupe (introduced in 1992).

It proved good timing. Rover needed a ‘shot in the arm’ and were looking for a car to take on BMW. The 800 series offered modern refinement, a range of engine options and appealing Japanese technology.

At home, the 800 Series became the UK’s best selling executive car with 317,306 models built over 13 years.    

Unfortunately, in the US Rover faced rockier times. The car – branded the ‘Sterling’ – was affected by poor build quality and disappointing sales. Rover pulled out of the US market in 1991.

In the nineties, the 800 attracted humorous interest as the favoured car of TV character, Alan Partridge (played by Steve Coogan). The fictional media presenter loved his Rovers and was so desperate to show off his executive lifestyle, that he ‘up-badged’ his mid-range Rover 820 to look like a more expensive Vitesse model.

Reflecting on the 800 series, it had its faults – well, we are talking Rover – but it remains a good car that rightly earns its place in our motoring heritage.

To celebrate the 800’s special birthday, the Rover 600 and 800 Owners’ Club gathered at the British Motor Museum in Gaydon last weekend (12 July). For more on the big day go to their Facebook page.

Every year reports are published that attach a monetary value to the classic car world. If you think about it the industry embraces not just the cars, repairs and servicing, restoration, retail, events, auction houses and much more. It is estimated that the total value of the industry is £18.3 billion and it generates £2.9 billion in tax revenues and supports 113 000 jobs, many highly skilled.

But is that the true value of the classic car movement? A few weeks ago I saw a facebook advert for an event supporting Andy’s Man Club. This is a men’s mental health charity aimed at preventing male suicide. It was an hours drive away but was being held by a business I didn’t know.

I am not going to delve into male suicide too much but suffice it to say that male suicide rates are three times higher than female suicide rates at 17.6 per 100 000. The highest rate is men aged 50-54 with 26.8 deaths per 100 000.

The event, an open day, was organised by Rally and Retro restorations (part of S H Restorations) at Cross Hills between Bradford and Skipton. Visitors were invited to bring their classic cars and take a tour of the workshop where there were some special cars to be seen.

It made me think that the classic car movement must raise millions of pounds for charity and this is a value that we fail to capture. Because it is voluntary and often local action it is difficult to capture the data.

I thought it was important to make this point and to recognise the work of those who raise money for charity. But then I looked around at the attendees at this event. Fifty or sixty men stood around talking about classic cars and joking around. Men aged 50 plus talking to complete strangers about a passion they share. That is the true value of the classic car movement. It provides companionship and interest for a group of people, some of whom may be suffering from mental health issues.

If you are struggling with loneliness or mental health issue contact Andys man club. They have local events and its a chance to talk.

Andy’s Man Club:

email, info@andysmanclub.co.uk Web: andysmanclub.co.uk

With thanks to Steve Hill of SH restorations who organised this event. 01535 634043 email: shrestorations@gmail.com

Boreham Motorworks has unveiled the first production prototype Ford Escort Mk1 RS at the public at London Concours 2026, marking a major milestone in the development of one of the most focused lightweight performance cars of the modern era. 

First announced at the end of 2024, the Boreham Motorworks Ford Escort Mk1 RS programme now enters a new phase — one defined by engineering delivery and dynamic validation. Behind the scenes, the development programme has progressed significantly, with a test vehicle actively undergoing rolling road, dyno and dynamic testing at facilities across the UK. 

At the centre of the programme is a simple but uncompromising formula: a target weight of 895kg, combined with the achievement of 330PS and a confirmed 10,000rpm capability. Together, these attributes define the character of the Ford Escort Mk1 RS — a naturally aspirated, rear-wheel-drive driver’s car engineered to deliver immediate response, exceptional agility and genuine driver connection. 

Gallery:

Boreham Motorworks_Ford Escort Mk1 RS_Details_15Date: 08/06/2026

By Classic Yorkshire contributor Tony Lofthouse

The understated Mercedes-Benz W123 series rightly earns its ‘classic’ tag after clocking up 2.7 million sales since its roll-out in 1976.

This mid-range classic – known internally as the W123 – took the Mercedes brand a step further, following in the footsteps of the popular W114 introduced in the late 60s.

The W123 might not look a design sensation but it offered a timeless appeal, durability and quality. Not forgetting some forward-thinking engineering too!

Its chrome trim, prominent front grille and interior comfort gave it an upmarket feel and it was often the chosen transport for diplomats and VIPs. Yet, the 123 was equally comfortable as a taxi carrier.

Following the launch of the saloon version, along came a coupe (the C123) in 1977 and Mercedes’ first estate car (the S123) in 1978. A long wheelbase limousine (the V123) completed the range.

The series came in various engine sizes from 2-litre four-cylinder to 2.8-litre straight-six petrol units. Diesel options included the popular 240.

It also offered the option of Anti-Lock Braking from 1980 as part of Mercedes commitment to being at the forefront of vehicle safety.

Across Europe, Africa and the Middle East you would see 123s in daily use. It’s ‘bullet proof’ engines and assured handling made it a popular choice for anyone looking for a reliable long-distance runner.

A 280E version also enjoyed rallying success, notably winning first and second places in the 1977 London – Sydney Marathon.

Production ended in 1985, but 40 years on the W123 is a sought after collectors car. Prices vary enormously from £3,000 for a restoration project to £20,000 plus for a restored low mileage saloon or estate example.