17 best cars from manufacturer tie-ups

Joint ventures that paid off

Car makers tend to be a pretty secretive bunch. The development of new models is an intensive and costly business, so it stands to reason that they would want to keep their Next Big Thing under wraps until launch day.

However, there’s also the phrase that teamwork makes the dream work, the proof of which is in some absolutely cracking cars that have come about when manufacturers put aside any differences and collaborate, or at least provide some technology to each other.

Here are some of the best.

1. Alpine A110

Yes, Alpine is enjoying a bit of a renaissance at the moment, and there’s a reason that the current car looks so much like the original A110 of 1961.

The neat little two-door was designed in-house by Alpine, but the factory enjoyed a great relationship with the Renault brand, and so had access to engines and ancillary technology. Indeed, Renault thought so much of the brand that it eventually bought Alpine.

Alpine A110 (cont.)

The A110 had a stellar career in rallying, winning numerous European events, including an overall victory in the 1971 Monte-Carlo Rally.

Indeed, its success was such that in 1973 Alpine-Renault secured six victories en route to claiming the World Rally Championship’s constructors’ crown, the first year this accolade was awarded.

2. Bentley Mulsanne Turbo

Back in the 1970s and ’80s, Rolls-Royce and Bentley were sister companies, both producing what looked like the same car, but aimed at very different clientele. Rolls owners liked to waft, Bentley fans liked a bit of pace.

So where Rolls-Royce was selling the Silver Spur, Bentley took the same underpinnings, plus the traditional 6.75-litre V8 engine, and added a whacking great turbocharger to it. The result was the Mulsanne Turbo of 1982, which gave the car a 50% increase in power.

Bentley Mulsanne Turbo (cont.)

The suspension was retuned to give slightly better handling, and the brakes were uprated. The car proved so popular that it was replaced in 1985 by the Turbo R, which offered even more performance. Power eventually reached 400bhp.

Basically, it’s the world’s fastest stately home.

3. Talbot Sunbeam Lotus

The Chrysler Sunbeam was the brand’s last throw of the dice in the UK, and was designed to woo buyers who were flocking to alternatives such as the Ford Fiesta and Vauxhall Chevette.

Then, in the spirit of ‘race on Sunday, sell on Monday’, Chrysler decided to take the car rallying, and so got Lotus involved to develop a competition version.

Talbot Sunbeam Lotus (cont.)

By the time the roadgoing version came out in 1979, with Lotus’ 2.2-litre four-cylinder engine up front and uprated suspension and brakes, plus interior enhancements, the company had been rebranded Talbot.

However, the road car received rave reviews, while the competition variant enjoyed significant success on the world’s rally stages. Indeed, Talbot won the World Rally Championship manufacturers’ title in 1981.

4. Citroën SM

Back in the late 1960s, Citroën needed expertise from a company used to developing small(ish)-capacity engines with high power outputs, so it bought Italian supercar brand Maserati. As you do.

Citroën had long been working on a more sporting variant of its long-served DS model, and the Maserati 2.7-litre V6 engine was deemed an ideal fit. The car also featured Citroën’s hydropneumatic suspension and quirky design details, such as self-levelling headlights that turned with the steering. It went on sale in 1970.

Citroën SM (cont.)

Reviews were positive, with journalists and customers impressed by the car’s performance and comfort.

Unfortunately, Citroën went bust in 1974, and the SM was killed off by new owner Peugeot. Shame.

5. Ford GT40

More of an almost-tie-up this one. Followed by a spectacular falling-out.

Ferrari was The Car to Beat at Le Mans in the early 1960s, and Ford wanted some of that action. So, in a bid to buy some success, it decided to purchase Ferrari.

The deal was so close, but Enzo Ferrari eventually spurned Ford’s advances, much to the US giant’s chagrin, so Ford chose instead to spend the money developing its own racing car to beat Ferrari.

Ford GT40 (cont.)

The GT40 was based on the Lola Mk6 and was initially built in that buzzing hub of motorsport endeavour – Slough.

Success did not come easily, but in 1966 the GT40 finally won at Le Mans, to end the Ferrari domination. Better still, the same chassis won in 1968 and 1969.

6. Lancia Thema 8.32

The Lancia Thema 8.32 was actually the result of a tie-up between a number of different manufacturers. This is because it was based on the Type Four platform that was jointly developed for the Alfa Romeo 164, Fiat Croma, Lancia Thema and Saab 9000.

However, none of the other three manufacturers had the mad idea of sticking a Ferrari engine into it.

Lancia Thema 8.32 (cont.)

The Thema 8.32 was born with a 2.9-litre V8 based on the one in the Ferrari 308 (the 8.32 in the name signifies eight cylinders and 32 valves), albeit heavily modified for use in a luxury saloon.

The motor was badged ‘Lancia by Ferrari’ and produced 212bhp, which gave the car a 0-62mph sprint time of 6.8 secs, along with a superb soundtrack.

7. Maserati Bora

When Citroën took over Maserati in 1968, the first fruit of the deal was the well-received 2.7-litre V6 engine that appeared in Citroën’s SM. However, the flow of technology went both ways.

In a bid to remain competitive, Maserati was following the lead of rivals such as Ferrari and Lamborghini in developing a mid-engined, two-seat sports car.

Maserati Bora (cont.)

Citroën’s expertise in hydraulic systems was used to develop the ventilated braking system, as well as hydraulics for the driver’s seat height adjustment and the pop-up headlights.

In a world first, Citroën’s hydraulics also allowed the car’s pedalbox to be adjusted backwards or forwards by around three inches.

8. McLaren F1

When designer Gordon Murray came up with the idea for the McLaren F1, he was basically designing a leather-lined firework.

That’s because the car had to be small and light, but with an enormous bang. He also decided that the engine must be naturally aspirated, to enhance both driver control and reliability.

McLaren F1 (cont.)

BMW was approached, and was definitely up for the job. It designed a 6.1-litre V12 that produced a frankly ridiculous 610bhp (this was 1992 after all), and which revved to 7500rpm.

The carbonfibre-chassised F1 didn’t so much move the goalposts as dig them up, run away with them, then build an all-new stadium around them. It was sensational, and set records that took many years to eclipse, and is rightly hailed as one of the most important cars ever.

9. Vauxhall VX220

Back in the late 1990s, Vauxhall had a serious case of envy. It was looking over in Hethel’s direction and seeing just how much success Lotus was having with its small, basic, two-seat Elise sports car, and decided that something similar would boost its image very nicely indeed.

Conveniently, new European crash-test regulations were about to come into force, and Lotus needed the cash to replace the first Elise. GM stumped up the funds, and so the Mk2 Elise was developed alongside the Opel Speedster/Vauxhall VX220.

Vauxhall VX220 (cont.)

Early cars had a 143bhp 2.2-litre four-cylinder motor, but this was subsequently replaced by a 197bhp 2.0-litre turbo, which gave the car 150mph performance.

It’s fair to say you had to be fairly committed to run one every day, but the rewards were well worth it.

10. Mercedes-Benz SLR McLaren

One of the most famous racing Mercedes cars ever is the 300SLR (Sport Leicht Rennsport: Sport Light Racing) in which Stirling Moss won the 1955 Mille Miglia, and in 1999 Mercedes-Benz showed a homage to the car with the Vision SLR Concept.

Reaction was positive, so the company engaged its Formula One partner McLaren to help develop the roadgoing version.

Mercedes-Benz SLR McLaren (cont.)

Up front lies a supercharged 5.4-litre V8 engine, which drives the rear wheels through a five-speed automatic gearbox, and gives the car somewhat invigorating performance along with a soundtrack to match from the side-exit exhausts.

Access was by the show-stopping dihedral doors, and the SLR was eventually available as a coupé, a roadster and a speedster.

11. Nash Metropolitan

By the mid-1950s, one or two car companies in the United States were cottoning on to the fact that people might quite like to have a smaller, cheaper car as a second vehicle. Indeed, Nash was ahead of the game when it designed its ‘second car in a two-car family’.

So, when a US-based car maker wants to build a cheap car, where does it go? Yup, Birmingham. The one in the West Midlands, not the one in Alabama.

Nash Metropolitan (cont.)

Austin built the mechanicals and Fisher & Ludlow the bodies, before shipping the cars across the Atlantic.

The Metropolitan was smaller than a Volkswagen Beetle, and received good reviews for the way it drove. However, its space was criticised.

The car became the Hudson Metropolitan in 1954, when the brands merged, and continued until 1962.

12. Ford Lotus Cortina

Long before anyone had ever thought of a hot hatch, saloon cars were king on the roads. And the tracks.

Ford wanted to see its saloons taking chequered flags before any other make’s cars, so got Lotus to fit 1000 Cortinas with the high-performance engine it was developing.

Ford Lotus Cortina (cont.)

So in went the 103bhp 1.6-litre engine, a close-ratio gearbox, plus altered and upgraded suspension, brakes and steering. The battery was even moved into the boot for better weight distribution.

It worked, and the car set about establishing a strong racing pedigree, notably with a certain Scottish farmer called Jim Clark at the wheel.

13. AC Cobra

Back in the late 1950s and early ’60s, AC Cars was going along quite nicely, producing its Aceca coupé and Ace drop-top, and having a fair degree of success on the race tracks of the world.

However, around this time, US racer and designer Carroll Shelby was in need of a car to beat the Corvettes in the US sports-car series, so he gave AC a Ford V8 to fit into its Ace, and the AC Cobra was born.

AC Cobra (cont.)

The car was consistently developed with ever-larger V8 motors and stiffer chassis, and was still winning races into the 1970s.

The car is also seen as being a factor in the introduction of the 70mph motorway speed limit in the UK, after a prototype was clocked at 196mph during a test run on the then-new M1.

14. Mini Cooper

That the original BMC Mini is a work of automotive design genius is not open to debate. But not even Alec Issigonis, the man behind the car, saw that it might have quite a bright future in competition. That moment of clarity came to John Cooper, whose cars famously competed in Formula One at the time.

In 1961 the Mini Cooper appeared, fitted with a 997cc engine, twin SU carburettors and a close-ratio gearbox, plus front disc brakes. In 1962, it won the British Saloon Car Championship.

Mini Cooper (cont.)

But that wasn’t enough, so a more powerful Cooper ‘S’ model appeared, and achieved three wins in the Monte-Carlo Rally in 1964, ‘65 and ‘67, in the hands of Messers Hopkirk, Mäkinen and Aaltonen respectively. It also crossed the line first in 1966, but was later disqualified for illegal headlights.

The car’s competition career continues even today, where it regularly provides giant-killing performances in historic races.

15. Triumph Dolomite Sprint

British engineering firm Ricardo was the fulcrum of a deal in the 1960s that allowed Saab and Triumph to pool resources and develop the brilliant slant-four engine.

Saab had commissioned Ricardo to develop a motor for its forthcoming 99 model, but cash was running low. However, Ricardo knew Triumph was on the hunt for a new engine, so introductions were made.

Triumph Dolomite Sprint (cont.)

The engine first appeared in the Saab 99 in 1968, with the luxurious new Triumph Dolomite being launched in 1972. Then it also powered the Saab 99 Turbo of 1976, at which point it was producing 145bhp.

The Dolomite was very competitive and had a truly sporty feel, but more was to come with the Dolomite Sprint of 1973. In this, the engine was enlarged to 2.0-litres and had 16 valves, and it produced a lively 127bhp. The 0-60mph dash was done in 9.1 secs, which was pretty searing for the day.

16. Nash-Healey

The Nash-Healey stands as an example of transatlantic co-operation. UK car maker Donald Healey needed engines, and Nash wanted a sports car. So, Nash provided 3.8-litre straight-six motors and Healey a handmade body.

The car made its debut at the 1951 Chicago Auto Show, and immediately became America’s first post-war sports car, because the Chevrolet Corvette would not appear for another two years.

Nash-Healey (cont.)

In 1952, Nash engaged Pininfarina to redesign and build the bodywork, so the engines and gearboxes sailed from the US to the UK, where they were installed in Healey’s chassis, after which they went off to Turin in Italy for bodies to be fitted, before heading back to the US for sale.

Co-operative? Undeniably. Cost-effective? Not so much.

17. Vauxhall Lotus Carlton

Imagine, for a second, that you’re a car company renowned for producing worthy vehicles, but you want to create a bit of a marketing buzz, to inspire people into your showrooms. How to go about it?

Well, if you’re Vauxhall you engage the services of a sports car manufacturer down the road to build a car the national press will say should be banned. The Vauxhall Lotus Carlton was that car. And what a car it was. Still is.

Vauxhall Lotus Carlton (cont.)

The bodywork was enhanced with spoilers and wheelarch extensions, then Lotus took the standard Carlton 3.0-litre engine, enlarged it to 3.6 litres and stuck two large turbochargers to it. The result was 372bhp and a top speed of around 176mph.

It had more pace than some so-called supercars of the time, while carrying four people and all of their stuff. Basically, it was a green Concorde.