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It was the world’s fastest production road car for over a decade until the Bugatti Veyron, though the McLaren still has faster acceleration!

In 1994, AutoCar stated in a road test regarding the F1, “The McLaren F1 is the finest driving machine yet built for the public road.” and that “The F1 will be remembered as one of the great events in the history of the car, and it may possibly be the fastest production road car the world will ever see.”

Powered by a BMW Motorsport Division 6.1L 60-degree V12 engine, it is still the fastest naturally aspirated production car ever.

This unique illustration has been published as a limited edition print of only 850. Each one is signed and numbered by the artist, and dispatched in a sturdy tube with FREE WORLDWIDE SHIPPING.

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The first 75 Cobra Mark I (including the prototype) were fitted with the 260 engine (4.2 L). The remaining 51 Mark I model were fitted with a larger version of the Windsor Ford engine, the 289 in³ (4.7 L) V8. In late 1962 Alan Turner, AC’s chief engineer completed a major design change of the car’s front end and was able to fit it with rack and pinion steering while still using transverse leaf spring suspension. The new car entered production in early 1963 and was designated Mark II. The steering rack was borrowed from the MGB while the new steering column came from the VW Beetle. About 528 Mark II Cobras were produced to the summer of 1965 (the last US-bound Mark II was produced in November 1964).

By 1963 the leaf-spring Cobra was losing its supremacy in racing. Shelby tried fitting a larger Ford FE engine of 390 in³. Ken Miles drove and raced the FE-powered Mark II and pronounced the car was virtually undrivable, naming it “The Turd.” A new chassis was developed and designated Mark III.

The new car was designed in cooperation with Ford in Detroit. A new chassis was built using 4″ main chassis tubes (up from 3″) and coil spring suspension all around. The new car also had wide fenders and a larger radiator opening. It was powered by the “side oiler” Ford 427 engine (7.0 L) rated at 425 bhp (317 kW), which provided a top speed of 163 mph (262 km/h) in the standard model and 485 bhp (362 kW) with a top speed of 180 mph (290 km/h) in the competition model. Cobra Mark III production began on 1 January 1965; two prototypes had been sent to the United States in October 1964. Cars were sent to the US as unpainted rolling chassis, and they were finished in Shelby’s workshop. Although an impressive automobile, the car was a financial failure and did not sell well. In fact to save cost, most AC Cobra 427’s were actually fitted with Ford’s 428 in³ (7.0 L) engine, a long stroke, smaller bore, lower cost engine, intended for road use rather than racing. It seems that a total of 300 Mark III cars were sent to Shelby in the USA during the years 1965 and 1966, including the competition version. 27 small block narrow fender version which were referred to as the AC 289 were sold in Europe. Unfortunately, The MK III missed homologation for the 1965 racing season and was not raced by the Shelby team. However, it was raced successfully by many privaters and went on to win races all the way into the 70’s. Interestingly, 31 unsold competition cars were detuned and made road worthy and called S/C for semi-competition. Today, these are the rarest and the most valuable models and can sell for in excess of 1.5 million dollars.

This unique illustration has been published as a limited edition print of only 850. Each one is signed and numbered by the artist, and dispatched in a sturdy tube with FREE WORLDWIDE SHIPPING.

Click here to order your copy online today.

The prints are sold with a 28 day money back guarantee if – for whatever reason – you’re not completely satisfied, simply return them in the original packaging, and we’ll refund your purchase!

Incredibly detailed works of art.

Only £32.00 with Free Worldwide Shipping.

At the heart of the MGB GT V8 was the trusty, Buick designed Rover V8 as used in the then current Rover P6 range. The 3528cc V8 produced plenty of torque and bhp in order to power the new car up to a heady 125mph.

The V8 MGB only ever came in fixed head GT form, although some roadsters have been converted over the years (originally by Costello). The car could be distinguished from the 4 cylinder MGB by the front and rear “V8″ badges and unique road wheels. Unfortunately for BL the mid 1970’s fuel crisis hampered sales and the model was therefore underdeveloped and was eventually dropped from the range in 1976. A reincarnation of the original MGB V8 concept appeared in the early 1990’s, badged as the MGRV8 but powered with a fuel injected version of the same basic V8 engine.

MG began offering the MGB GT V8 in 1973 utilising the ubiquitous GM-developed POB aluminium 215 cu (3528 cc) Rover V8 engine, first fitted to the Rover P5B. These cars were similar to those already being produced by tuner Ken Costello. MG even contracted Costello to build the prototype MGB GT V8’s. However, the powerful 180 bhp engine used by Costello for his conversions was replaced for production by MG with a modestly tuned version producing 137 bhp (102 kW). But 193 ft·lbf of torque helped it hit 60 mph in around 8 seconds, and go on to a respectable 125 mph top speed. The car was relatively expensive compared to its rivals at the time and production was low. Only GT versions were produced by the factory with production ending in 1976. The MGB GT V8 was not officially exported to the United States making the cars even more rare in the U.S. than in the U.K.

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The prints are sold with a 28 day money back guarantee if – for whatever reason – you’re not completely satisfied, simply return them in the original packaging, and we’ll refund your purchase!

Incredibly detailed works of art.

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All Stags were designed as four-seater convertible coupés.The construction of the Stag was based on the Triumph 2000 saloon. A 2+2 convertible, Michelotti’s design featured a four-lamp grille and sculpted front and rear ends, the new look set to appear on many Triumphs. The 3-litre V8 was based on an overhead camshaft four-cylinder engine – later to power the Dolomite range. A ‘T’ shaped roll-over bar braced the door pillars and windscreen – one of the Stag’s most distinctive features – the model being available in soft top, hard top or with both soft and hard tops. With a 118mph top speed and rest to 60mph in 9.3 seconds, the Stag was fast, stylish and practical.

The stag is now considered a very collectable classic British sports car. The model is well supported by various, established owners & enthusiasts clubs. In general most of the problems the Stag suffered from in it’s hey-day have now been alleviated too, especially engine problems with the Triumph built 3.0 litre OHC V8 which are usually solved by swapping to a Rover V8, a Ford Capri 2.8 V6 or a Triumph straight-6. Although it is worth noting that these converted cars are usually valued less than cars with the original Stag V8.

Jeremy Clarkson said “Almost certainly the best car British Leyland ever made” which is a bit of a backhanded compliment!

This unique illustration has been published as a limited edition print of only 850. Each one is signed and numbered by the artist, and dispatched in a sturdy tube with FREE WORLDWIDE SHIPPING.

Click here to order your copy online today.

The prints are sold with a 28 day money back guarantee if – for whatever reason – you’re not completely satisfied, simply return them in the original packaging, and we’ll refund your purchase!

Incredibly detailed works of art.