We can’t get you tickets for the Concours of Elegance at Hampton Court but we can give you flavour of the event by sharing their catalogue. In it you will find histories of some of the finest classic and prestige cars in the world.

We don’t often cover motorcycle stories but many of us started our motoring obsession with motorcycles (or possibly Mopeds). Some still have a classic bike alongside their classic car.

Padgets motorcycles is a well known motorcycle retailer based in Batley. They are also one of the most respected and successful names in British motorcycle racing, and have been awarded the historic Torrens Trophy by the Royal Automobile Club in recognition of more than six decades of outstanding contribution to the sport.

Presented only in exceptional circumstances, the Torrens Trophy recognises an individual or organisation that has made an outstanding contribution to the cause or technical excellence of safe and skilful motorcycling in the United Kingdom.

This rare accolade reflects Padgett’s extraordinary legacy in the sport, spanning more than six decades of success at the highest levels of international racing and road racing. Padgett’s has supported and developed generations of world-class riders, achieving sustained success at the very highest level. Over this period, no other organisation has supported as many British riders across such a wide range of events and championships, from the Isle of Man TT and British Superbikes to Irish road racing and Grand Prix World Championships.

As one of the most successful privateer teams in motorcycle racing, Padgett’s has achieved multiple Isle of Man TT victories with riders including Bruce Anstey, and has secured historic success with both John McGuinness and Ian Hutchinson, most notably Hutchinson’s unprecedented clean sweep of all five solo TT races in 2010. The team has also established an enduring and influential presence at major road racing events, including the North West 200

From its early association with Grand Prix legends such as Mike Hailwood and Phil Read, through to its modern-day achievements, Padgett’s Motorcycles holds a unique place at the very heart of British motorcycle racing, making the them truly worthy recipients of this prestigious award.

Duncan Wiltshire, Chairman of the Royal Automobile Club, said: “Over the years, Padgett’s has played a pivotal role in shaping British motorcycle racing, supporting and developing generations of world-class riders while maintaining an unwavering commitment to performance and safety, and establishing standards and relationships that have endured across generations.

“Their enduring competitive success, contribution to the advancement of British motorcycling and role in nurturing talent firmly cement their place at the very heart of the sport. This award recognises both their remarkable heritage and their continued influence at the highest level.”

”Clive Padgett, who continues to lead the family-run team, said: “To receive the Torrens Trophy is an incredible honour for everyone involved with Padgett’s. It’s recognition not just of results, but of decades of hard work, passion and commitment to doing things the right way.

On a personal level, this means a huge amount to me and my family. My father, Peter, dedicated his life to building Padgett’s into what it is today, and it’s something I know he would have been immensely proud of. To receive this in the same year that we lost him makes it especially poignant.”

Multiple Isle of Man TT winner John McGuinness MBE added: “Padgett’s is more than just a team, it’s a family. To see them recognised with something as prestigious as the Torrens Trophy is absolutely deserved. They’ve been at the heart of British racing for decades, and I feel privileged to have been part of that story.”

Ian Hutchinson said “Clive and the Padgett’s team have always been very special to me. We had an unbelievable year together in 2010, winning all five solo TT races, but it’s always been about much more than the racing.

“They’ve been there for me through the good times and the tough ones. There’s so much knowledge, passion and hard work behind Padgett’s, but also real loyalty and friendship. They’ve given so much to riders like me and to motorcycle racing. I’m absolutely chuffed to see them win the Torrens Trophy – they really deserve it.”

The Torrens Trophy is awarded only when the Royal Automobile Club considers an achievement or contribution truly worthy of the honour, underlining the significance of Padgett’s Motorcycles joining its distinguished roll of recipients.

By Classic Yorkshire contributor Tony Lofthouse

Do you remember the time when Opels were sold alongside Vauxhalls in the UK?

Opel can trace its roots back to making sewing machines in Germany in the 1860s before turning to producing cars in 1899. By 1929, the company had become part of the General Motors group.

Over the last 50-odd years much of its line-up was available under the Vauxhall brand here. But, growing up for me it just seemed that the Opel name had a bit more cachet compared to Vauxhall. Cars like the Manta and Monza came with some style!

As a bit of fun, here is my five favourite classic Opels. You may have your own favs!

Opel GT

Launched in 1968, the original two-seater GT was based on the early Opel Kadett and had a body built by a French company. It was often cited as a European version of the Chevrolet Corvette and came with a base 1.1 litre engine or a 1.9 litre with an automatic transmission option. The manually operated pop-up headlights added to the fun.

Monza

In the 70s the Opel Monza coupe arrived, an altogether more exciting buy than the Vauxhall Royale, it’s Vauxhall-badged equivalent.

It was based on the Senator saloon and came with 3.0S, 2.8S and 2.5E engines A facelift in 1982 brought a 2.0E engine as well as upgrades to the 3-litre engine. In 1983, a GSE version was launched as the Royale was dropped.

Manta B GTE

Following the launch of the Manta A in 1970 and conscious of capitalising on the success of the coupe design, Opel introduced the Manta GTE to compete with the Ford Capri. It continued in production until 1988. A rally version  – the B 400 – was introduced in the early 80s.

Ascona

It might have been a bit of an overlooked model in the UK but the Ascona sold well in Europe with nearly 700,000 saloons and estates produced between 1970 and 1975. Arguably, the pick of the range was the 1.9 litre Ascona SR and the rally-designed Ascona 400.

Kadett

I couldn’t cover my top 5 without mentioning the Kadett B Coupe Rallye. It was Opel’s first works rally car and came with the option of a lively 1.9 litre twin-carb engine.

Picking five cars was tough so a shout out to a clutch of other desirable Opels, such as the Lotus Omega from the early 90s, the 2.5 litre Calibra V6 and the Commodore B GS/E coupe launched in 1972.

Bristol Cars, one of Britain’s most exclusive and enigmatic automotive marques, has returned to the spotlight, marking the beginning of a new era in the company’s history. Its revival begins not with a blank sheet, but by completing one of the most significant unfinished stories in the marque’s past: the Bristol Fighter.

Bristol Cars was founded in 1945 as a spin-off from the Bristol Aeroplane Company and completed its first car, the Bristol 400, in 1946. The marque became known for combining aviation-inspired engineering with British luxury, performance and individuality, producing distinctive cars and its own highly regarded engines in small numbers. Its engineering credentials were proven in competition by the Bristol 450, which secured a remarkable first, second and third in the two-litre class at the 24 Hours of Le Mans in both 1954 and 1955.

Rare, unconventional and unmistakably Bristol, the immaculately preserved and meticulously completed Salon Privé show car has been brought back to life using an original chassis and drawings. The first manifestation of Bristol Cars’ journey takes a look to the past, to complete the final Bristol Fighter programme. The first new-era Fighter was shown in a bold black over tan configuration, while four chassis’ remain and are waiting in the wings to be built by owners in their desired specification.

Originally conceived in the early 2000s, the Fighter was Bristol’s final production model before manufacturing ceased in 2011. An uncompromising two-seat supercar, its aerodynamic bodywork houses an 8.0-litre V10 producing a blistering standard 525 bhp or uprated 600 bhp, with a claimed top speed of up to 210 mph. Long, low and defined by dramatic gull-wing doors, its design was shaped as much by Bristol’s aviation roots as by its performance ambitions, with every element engineered with obsessive attention to detail and for purpose rather than show.

The newly completed Fighter is the ultimate hand-built British supercar that defied convention while remaining true to the marque’s character. It combines supercar performance with the refinement, individuality and long-distance capability of a grand tourer, resulting in a car that is as distinctive in concept as it is in execution.

Confirming these last five Fighter chassis’ and build slots exist, with one already completed, represents more than the revival of an individual model. It completes a programme left unfinished when manufacturing ended, reconnects Bristol Cars with a tangible part of its history and establishes the first chapter in the marque’s return.

The four remaining Fighters will be offered for purchase in the coming months, each artisan-built around an original, unused chassis. Unmistakably English and true to Bristol’s tradition of luxury, individuality and exclusivity, they will rank among the rarest modern British performance cars available. Pricing will be available on application. They can be configured in either right- or left-hand drive and exported to major markets, including the USA, where their eligibility under the Show or Display exemption reflects their rarity, collectability and historical significance.

Bristol’s previous manufacturing came to an end in 2011, when the company first entered administration. Kamkorp Autokraft Ltd acquired the entire intellectual property and goodwill in 2011 and subsequently licenced it to Bristol Cars. The firm unveiled the Bristol Bullet in 2016, although the project did not progress to series production. Kamkorp Autokraft Ltd carried on until 2022 and it is against this backdrop that the marque’s return begins: not by overlooking the gaps in its history, but by returning to an authentic and unfinished chapter and completing what was left behind. Bringing these Fighters to completion reconnects the marque with its past, providing a natural bridge between what Bristol was and what it intends to become.

The year 2026 marks the 80th anniversary of Bristol’s first car. Founded in 1945 as a spin-off from the Bristol Aeroplane Company, Bristol completed the Bristol 400 in 1946. From the outset, the company followed its own path, drawing on its aviation heritage to create cars that combined advanced engineering with British luxury, performance and individuality. Over the decades, Bristol became known for producing highly desirable cars in small numbers.

Richard Hackett, Chairman of Bristol Cars, said: “Bristol has always been about doing things differently. It was never a mass-market manufacturer. It built exceptional cars in small numbers for people who appreciated their individuality, engineering and character. To return as Chairman, particularly in Bristol’s 80th anniversary year, is a tremendous privilege. This is an opportunity to respect everything that made Bristol special while giving the marque a future.”

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Following on from last weeks article about Simca cars we heard about this very special Simca which appeared at last weeks Concours de Elegance at Hampton Court.

A unique prototype from the origins of one of Simca’s most elegant models, the 1949 Simca 8 Sport Cabriolet was displayed at the Concours of Elegance.

The story of this remarkable car begins in Italy. Simca, originally established to assemble Fiat models for the French market, was looking to add a stylish sporting car to its range in the post-war years. The foundation was the Fiat 1100 S, which shared its chassis with the later Simca 8, while the elegant body was designed by Battista Pinin Farina, then working within the family firm, Stabilimenti Farina.

This particular car was originally built as a Fiat 1100 S before being brought to France by Simca to serve as a reference and development model for the production Simca 8 Sport Cabriolet. Production was entrusted to Facel, later renowned for its exclusive Facel Vega automobiles.

The result is a fascinating meeting of Italian design and French coachbuilding. Its flowing bodywork, sweeping fenders, low nose and elegantly tapered rear give the car a timeless presence, while distinctive yellow control knobs on the dashboard provide a characterful detail.

The car also has an intriguing history. It spent nearly sixty years in the ownership of an American Army officer who had been stationed in Friedberg, Germany, before being brought to the United States in 1961. Following his passing in 2020, the car was sold and imported to the Netherlands. In 2021, it underwent an extensive restoration, with every detail carefully returned to its original specification.

Today, this unique Simca 8 Sport Prototype stands as a tangible link between Italian design artistry and French coachbuilding expertise.

By Classic Yorkshire contributor Tony Lofthouse

More and more car makers are using the internet and social media channels to sell their latest models.

But, let’s look back at bygone times when print was the main medium to get people into local showrooms.

Here are my six of the best print ads from yesteryear.

The Mini 

There has been plenty of Mini adverts but in the 70s BL rolled out a series of ads that focused on the car’s small size and big punch.

They used numerous strap lines like ‘Nips in and out like Ronnie Biggs’ and memorably ‘You don’t need a big one to be happy’. The ads helped transform the Mini from being an economy car to a symbol of cool.

VW Beetle

Volkswagen often took a tongue-in-cheek approach to their advertising and none more so than in describing the Beetle in 1959 as a ‘lemon’. The ‘lemon’ in the US advert for the car referred to the chrome strip by the glove compartment that had a slight blemish in it…. apparently.

The ad copy went on to proudly say the lemon had been fixed by one of VW’s 3,389 quality control inspectors before ending with the famous line ‘We pluck the lemons, you get the plumbs’.

Skodia Fabia

It’s fair to say Skoda have been masters at tackling the challenge of the brand and the butt of many a joke in the 70s and 80s. A decade on and the self-deprecation approach to the new Fabia model was brilliantly embraced by the Czech car maker

Take a look at the Fabia and Octavia adverts and here was a company prepared to take the ‘mick out of itself’ when they knew they had a damn good product. Indeed, taking this a tasty step further, who remembers the cake ad modelled on the second generation Fabia in 2007? 

It seems Skoda had the recipe right with sales in the 2000s one of the biggest success stories in motoring history.

Citroen 2CV 

The French car maker would also turn to humour to push the basic appeal of the 2CV. Facing competition in the 80s here from the likes of Austin Metro, Renault 5 and the Ford Fiesta, Citroen’s ad approach focused on the 2CVs affordability and simplicity, whilst making fun of some luxury cars they shared the road with.

Peugeot 205 GTI

In a 1987 ad, Peugeot took on the notion that their cars were driven by steady, mature people with ads pushing the GTI’s performance. Cleverly, it carried the headline ‘The perfect car for anyone between 50 and 70’ with the image of a GTI overtaking at between 50 and 70 mph. This focus on performance was pure Peugeot and soon after the company would run the success slogan ‘The drive of your life’.

BMW – shaken not stirred!

In the 1980s, BMW used two glasses of water (or was it Vodka Martini!) to show the smoothness of the German motor. In the adverts one filled glass was placed on a rival 2-litre four cylinder engine and the other on a 2-litre six cylinder BMW engine to show the prowess of the latter as the content stayed still.

Don’t you miss when motoring times were so much simpler and fun too?

If you are a fan of Goodwood Festival of Speed, whether in person or on TV, then you will have witnessed the phenominal performance of the McMurty fan car. A car that accelerates with incredible speed and appears to be glued to the road.

McMurtry Automotive is a UK-based manufacturer, co-founded in 2016 by the late engineering pioneer, Sir David McMurtry, and ex-Formula 1 engineer, Thomas Yates.

With a clear vision to design and build vehicles that deliver the highest levels of exhilaration and performance, the McMurtry team leverages engineering creativity to work outside established industry norms to create a track vehicle unlike anything else in the automotive world.

The Spéirling PURE is a single-seater, electric hyper track car that delivers Formula 1-level performance. Centering around McMurtry’s fan-based Downforce-on-Demand^TM system, it generates 2000kg of downforce, available from 0mph. A 100kWh Lithium-Ion battery produces 1000bhp, launching the car from 0-60mph in 1.55 seconds, and on to 190mph.

Small, lightweight and supremely agile, the Spéirling PURE empowers drivers of all levels to experience forces that were once only accessible to elite-level racing drivers, pulling 3g in the corners and 3g under braking. Prototype Spéirling models have proven their speed, shattering outright records at the Goodwood Festival of Speed Hillclimb and the Top Gear Test Track. It is also the first car to ever drive upside down.

In production form, the Spéirling PURE represents the culmination of relentless research and development to produce a hyper track car that comprises 95% new components compared to prototype models.

No more than 100 examples of the Spéirling PURE will be produced. First customer deliveries begin later in 2026.

SPÉIRLING PURE SPECS:

Acceleration	0-60mph in 1.55 seconds (with one foot roll out)
Cornering | Braking Forces	3g | 3g
Top Speed	190mph | 305kmh
Downforce	Up to 2000kg (4400lbs) from 0mph
Power	1000bhp
Length | Width | Height	3815mm (150.2”) | 1795mm (70.7”) | 1056mm (41.6”)
Wheelbase	2200mm (86.6”)
Run Distance	40-50km at LMP2 race car pace
Charge Time 20%-95%	20 mins – 60 mins depending on ambient temperature and charger capacity
Driver Aids	Traction control and anti-lock braking system
Driver Comfort	Air conditioning (optional), custom moulded seat, adjustable pedals and steering wheel
Tyres	Off-the-shelf Michelin slicks (available worldwide): Front tyres: 30/68-18 Michelin Pilot Sport GT S8M Rear tyres: 31/71-18 Michelin Pilot Sport GT S8M
Brakes	390mm x 34mm Vented carbon ceramic discs with Brembo six-piston calipers
Personalisation Options	Extensive exterior and interior options
Chassis and Bodywork	Carbon composite, single seat, closed cockpit
Space for Drivers	Up to 201cm (6ft 7”)
Battery	100kWh Lithium-Ion, Molicel P50B NCA 21700 cells
Drive Configuration	Twin-motor, rear-wheel drive with E-differential
Weight	~1,350kg (2980lbs), subject to options
Trackside Operation	By driver + technician/competent friend, or full factory support available
Competition Eligibility	GT1 Sports Club, Global Time Attack (USA), European Time Attack Masters (Nurburgring GP + others)
Price	£995k/~$1.3m/~€1.15m plus local taxes, shipping and options

One of the joys of attending classic car shows is that every now and again you will see something you haven’t come across before. It might be customised, a kit, upgraded or maybe race prepared.

I attended a small local show in Huddersfield and came across a striking green kit car with a very peculiar roofing system. A bit of online research revealed all.

It turns out that the car is a Car Craft Cyclone, a British kit car manufactured between 1994 and 2000. It is rare as only 32 kits were produced.

The car is a Lotus Seven style car with cycle wings and aerodynamic sculptured bodywork. The unique feature of the car is its single piece, forward hinged, top opening, gullwing targa top.

Parts were sourced from Vauxhall Cavalier MK2 with some other parts from the Opel Manta and Vauxhall Astra. The engine came from the Vauxhall family with a choice of 1.8 or 2.0L Red Top and is installed in a mid engined transverse layout making it rear wheel drive and powered through a 5 speed gearbox.

A basic kit would set you back £4 000 and a more complete kit around £8 000. A complete build would be around £10 000 to £13 000. If you can find one for sale today you would expect to pay between £5 000 and £8 000.

By Classic Yorkshire contributor Tony Lofthouse

Visit any classic car show today and it’s rare you’ll see a Simca in any line-up.

It’s sad really as from the 1940s onwards Simca became serious French manufacturers as well as a pretty successful exporter to European and UK markets. 

So how did Simca get started and why did the name disappear?

Its Italian roots

The company was founded by Henri Theodore Pigozzi in 1934 to make Simca cars in France under license with Fiat and using their designs.

By the 1950s, the company was doing very well and Simca decided to break away from their Italian ‘partners’ and make their own cars.

A major European brand

In the 1960s cars like the rear-engined Simca 1000 saloon were achieving massive sales and years later, in 1967, the company launched the front-wheel drive Simca 1100 hatchback and again to sales success.

Interest from the US

In the 50s and 60s Chrysler began buying into Simca and in 1970 Simca was rebranded Chrysler France as the US car giant took over its French counterpart. It seemed the writing was on the wall for Simca.

Chrysler might have wanted a strong presence in Europe but as the oil crisis hit in the 70s their ambitions here waned.

Enter Talbot

After PSA Peugeot-Citroen bought Chrysler’s European operation, including Simca, a new name (but old brand) in Talbot emerged.

What happened to Simca-badged cars?

Sadly, cars like the Simca 1307 (also known as the Talbot Alpine), a winner of European Car of the Year (in 1976) and the Horizon, a winner in 1979, would fall victim to PSA’s ambitions and by the 80s the names Simca and Talbot were consigned to the history books.

Its legacy

It might have been a ‘bumpy’ journey but over the years Simca produced millions of affordable and practical cars. If you’re not familiar with some of their models then it’s worth checking out the punchy Simca 1000 and its classy cousin, the Coupe 1000 or the versatile 1100 hatchback.

Going back further the styling of the Simca Sport 8 drew on Italian influence and became one of the most desirable European coupes of the post-war period.

Classic car insurance specialist Footman James is calling on classic vehicle owners to make their voices heard over new Government vehicle emissions proposals that could have serious unintended consequences for Britain’s enthusiast community.

The Department for Transport has launched a consultation on in-use vehicle emissions, proposing tougher rules to ensure vehicles continue to meet the emissions standards they were built to comply with when new.

While the stated aim is to tackle poor maintenance, emissions tampering and deliberate ‘delete’ modifications, Footman James is warning that the proposals could also catch responsible owners simply trying to keep cherished cars on the road.

Under the proposals, vehicles could be deemed non-compliant and their owner fined if emissions control systems no longer operate as originally approved. The consultation also goes further, indicating that the removal or manipulation of certain systems –  such as DPFs, GPFs, catalytic converters, AdBlue/SCR systems and diesel EGR systems – would be treated as illegal, regardless of whether there is an impact on the vehicle’s real-world emissions.

Footman James believes this risks creating a perfect storm for modern classics. Many cars from the 1980s, 1990s and 2000s are now entering classic status, but were built with increasingly complex emissions equipment, including catalytic converters, lambda sensors, EGR systems, early engine management, DPFs, AdBlue systems and manufacturer-specific control software.

As these cars age, original parts can become unavailable, prohibitively expensive, or unsupported by manufacturers. Existing legislation demands that owners fit only type-approved components to the emissions control system, yet vehicle manufacturers are not required to keep these components in production indefinitely.

That means the proposals may close one loophole, as the Government sees it, while opening another: a legal gap where a part is required by law, but no longer available. In cases where the OEM part has been discontinued and no compliant aftermarket alternative exists, there may be no lawful repair route left.

That could leave owners with an impossible choice: scrap an otherwise usable, treasured and infrequently used vehicle, or keep it running in a way that the new rules could treat as illegal.

Footman James is calling for a specific exemption for historic, classic and modern classic vehicles where the owner can show that the vehicle is responsibly maintained, but that a compliant repair route for a failed emissions component is not reasonably available.

Sam Smith, Head of Footman James, said: “Classic owners are not the problem this policy is trying to solve. The Government is right to target deliberate emissions cheating, but it must not accidentally punish the people preserving Britain’s motoring heritage.

“The danger here is that a cherished modern classic could be maintained with care and sail through its MOT – including the emissions test – yet still be treated as non-compliant because an obsolete emissions component has failed and can no longer be sourced. Modifying the vehicle or fitting a non-original replacement part to keep it running safely could be deemed illegal under these plans.

“As a result, this proposal risks penalising preservation, not pollution.”

“If the Government wants to make these systems a continuing legal requirement, it must also recognise what happens when the parts no longer exist. Otherwise, the law will be demanding repairs that owners have no lawful way to make.

“We need rules that go after deliberate delete services and emissions defeat devices – not responsible owners trying to do the right thing.”

Footman James says the issue is particularly important for ‘youngtimers’ – vehicles that may not yet qualify for historic status but are already valued, preserved and insured as classic cars. Vehicles from the 1990s and early 2000s are among the most exposed. They are old enough for parts supply and manufacturer support to become a problem, but new enough to have factory emissions systems that could fall within the scope of the proposed rules.

Footman James is encouraging owners, clubs, specialists, restorers and the wider classic vehicle sector to respond to the consultation and call for proportionate safeguards.

The company is asking supporters to make three points to Government:

1. Enforcement should target deliberate emissions defeat, not responsible preservation.
2. Owners should not be penalised where compliant repair is impossible, unavailable or disproportionate.
3. Classic and modern classic vehicles should be given a clear exemption where required emissions components are no longer reasonably obtainable.

The consultation, which can be found here, is open until 11:59pm on 6 September 2026.

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Special Jaguar stars in racing father’s classic car auction
By Classic Yorkshire contributor Tony Lofthouse

Lewis Hamilton’s dad has auctioned off 27 prestige cars for some record prices in a classic sale at Silverstone.

Anthony Hamilton was moving on a selection of motors from his private collection and made almost £2.9 million.

Amongst the sale was a very low mileage 1993-registered Jaguar XJ220 which made a record £506,250. The car had just 3,287 miles on the clock and was finished in Silverstone Green Metallic with a light tan leather interior.

It was one of only 69 right-hand-drive UK supplied examples.

Five more of Anthony’s collection achieved six-figure prices.

They included a 2007 Jaguar XKSS, a hand-built recreation of the ultra rare 1957 D-Type. It sold for £400,000.

A pristine 1961 right-hand-drive Mercedes-Benz 190SL convertible, finished in white, made over £104,000 and a rare low mileage David Brown Automotive Speedback GT made £202,500.

A fully-restored1967 Jaguar E-Type Series 1 4.2 litre model, originally sold through Jaguar Cars New York, went for just shy of £120,000.

The sale was run by Iconic Auctioneers and reflected Hamilton’s passion for collecting exceptional, largely British, performance cars.

In keeping with the ongoing discussion about car shows, how about one with all the organisation and pizzazz of a top flight concours but specialising in what Haggerty call unexceptional. That is perhaps an unfair description as these cars are exceptional, at least amongst the unexceptional.

The 12th Hagerty Festival of the Unexceptional took place at Grimsthorpe Castle on Saturday, and it was the biggest FOTU yet. Tickets sold out ahead of the event, with 4500 fans of all things unexceptional witnessing a gathering of 2500 of the world’s most basic cars.

Hagerty proved once again that unexceptional cars have a truly exceptional following with guests from all over the world enjoying not only the 50-star cars chosen to be a part of the renowned Concours de l’Ordinaire, but also a sea of thousands of mundane motors, driven to the event by FOTU fans, that stretched all the way down the driveway of Grimsthorpe Castle.

Amongst the Ladas, Yugos and Austins were some truly unexceptional rarities including a Fiat Strada convertible, a Talbot Tagora and more than one Citroen LNA. Nestled amongst the cars were models that would be ignored by all but the most dedicated fan of rare FOTU-era cars including a Toyota Corona Mark II pick-up and a pristine Ford Sierra Sapphire 2.3d GL.

Hagerty created the first Festival of the Unexceptional in 2014 as a celebration of long-forgotten everyday family cars, particularly those in base trim. Now celebrating cars from the 1970s to the early Millennium, the Festival attracts guests and cars from around the world, many of them younger enthusiasts. For most it is a labour of love, with many owners telling stories of the thousands of hours and pounds they have spent on their beloved vehicles, often way more than the cars are worth. 

The very best cars were presented in the Concours de L’Ordinaire on the lawn in front of Grimsthorpe Castle – 50 cars chosen to represent the finest mundane motors still on the road. This year, these special cars were judged by automotive legends Steve Cropley, Steph Hoy, Richard Bremner, Jesse Billington, Antony Ingram, Gary Axon, and Jon Bentley. After much deliberation and polite argument, a decision was reached.

Third place was awarded to a 2001 Ford Focus owned by Jake Seddon. The car originally belonged to his Grandad, before being restored by his father and is now owned and enjoyed by Jake. The car was displayed alongside many family photos, particularly of his Grandad, one of which Jake proudly held while showing his winners trophy. Judges commended the condition of the car, its family connection and for being a perfect example of what FOTU is all about – restoring and maintaining a car many would have simply scrapped and forgotten about.

A very rare 1992 Toyota Previa took second place, owned by Matt Swinn. This car is still well used by Matt, including hauling his band and their equipment all over the country. Despite heavy use, Matt meticulously maintains the car, one that was often seen as a useful family appliance when new and seldom cared for in the way this one has been. So dedicated is Matt to preserving the cars history, he even framed the 1990s sweet wrappers, receipts and other period rubbish found under the seats when he bought it.

The 2026 Festival of the Unexceptional winner’s trophy was awarded to Gordon McNeill and his 2001 Volkswagen Polo E, and this car really shows what the FOTU Concours is all about. This car has battle scarred paintwork but has been owned and loved for 20 years. It was Gordon’s first car and is still the only car he has ever owned. 176,000 miles later, this car has been used for his wedding, laps around the Nürburgring, and has even taken him to Spain for a holiday. Still daily driven this base-spec, no frills, Polo is loved and cherished more than any supercar and shows true FOTU dedication and spirit.

So impressed were the judges by the 2026 Concours selection they also had a number of cars they wanted to commend. A 1991 Ford P100 TD owned by Jack Duxbury, a 2000 Kia Clarus Wagon owned by Marwin Jansen, a 1986 Citroen Axel owned by Rick Martens, a 1982 Fiat 127 owned by Maia Egan and a 1994 Honda Civic Bali owned by Emma Rowe.

A host of special guest cars appeared at the event too, with a selection of British Leyland prototypes, kindly supplied by the British Motor Museum. Cars on show included the very first Maestro to come off the production line and the Austin LC10 prototype that inspired it. A pre-production Austin Metro was also presented in the Hagerty Drivers Club members enclosure, one of 300 pre-production models created in 1980 and the car chosen to be the star of the Austin Rover stand at the 1980 Motor Show.