Origin Stories – Followers’ First Cars

If you follow Car & Classic on social media you may remember towards the end of last year we asked you to send in some pictures and details of your very first car – the one that started it all. Well, the response was pretty overwhelming. Hundreds of you got in touch and shared not only those early rides but also some great anecdotes as well. Some were loved, cherished and now deeply missed, while others were vehemently loathed from the beginning. From “diarrhoea brown” Austin Allegros and death trap Mini Clubmans to Ford Escort Mexicos and even a Lamborghini Miura! However you felt about that initial foray into four-wheel ownership it was great to hear from you all, so if you did send us details of your first car then thank you. It always makes us feel warm and fuzzy to connect with people in this wonderful community, so much so that we’ve picked five of our favourites from the list.

Datsun 120Y

We have rather a soft spot for old Datsuns and the 120Y is no exception. We even have a B110 in our fleet currently so we thought it fitting to include it here. The little Datsun seems to be quite the popular choice too as a number of you have appear to have enjoyed it as your first car. But then the 120Y was popular when it was released in the early ’70s and us Brits lapped them up. The burgeoning Japanese import market was just beginning to gather momentum and combined with a collective lack of belief in home-grown metal at the time people in the UK were turning to cheaper, better made and more economical cars. Perfect timing for the 120Y then. Available as a saloon, hatchback, coupé, estate and van there was a 120Y for everyone.

Despite the rather generous range they were initially all powered by the same engine; a 1.2-litre, four-cylinder producing around 70bhp. Equipped with a four-speed manual gearbox (a three-speed automatic was also available on some models) the 120Y was light, nippy and easy to drive. No wonder it was the first car of choice for many.

Honda Integra

A true JDM icon in Type R guise the Honda Integra began life in 1985 and went through four further incarnations arriving at the fifth and current generation released last year. But it’s the third gen model that interests us the most – more specifically that Type R that came crashing onto the scene in 1995 (although it wasn’t until ’98 that we got a UK spec version). With as near as dammit 200bhp from its factory tuned 1.8-litre, four-cylinder, DOHC engine the Integra Type R could hit 60mph in just over 6 seconds.

Essentially a road-going race car the Type R was developed on track and came chock full of goodies, including a short ratio, five-speed gearbox and a Helical limited slip differential. Combined with a super stiff chassis, independent rear, and double wishbone front suspension, the Integra Type R handled like nothing else and was incredibly driver-focussed. With all of this put together it should come as no surprise that the Type R is widely regarded as one of the most accomplished front-wheel drive cars ever produced.

Volkswagen Variant

The VW Type 3 was the German auto maker’s answer to a problem it didn’t really have. Anticipating that interest in the Beetle would wane Volkswagen decided to broaden their horizons with a new car in 1961. Said new addition to the roster would retain all of the Beetle’s positives whilst also addressing any shortcomings, such as lack of space and a perceived tired aesthetic. The car was originally available as a two-door saloon, known as the notchback, powered by a shorter, 1.5-litre version of VW’s flat-four engine, with capacity later increasing to 1.6-litres in 1965.

It wasn’t until 1962, however, that the Variant was released, or “squareback” as it was also known. It was a good looking car and although still based on the rear-engine, rear-drive Beetle it was a fresh approach for VW. Not only that but it had ample space, making it a capable load lugger. Performance was surprisingly decent too and the car could easily cruise at motorway speeds. The Type 3 was never as popular as the Beetle, but then what can compare? The fact is that it remains a charming and enduring practical classic that was an important evolutionary step for Volkswagen and the Type 3, in all guises, still stands tall on its own four wheels.

Citroën GS Pallas

The GS debuted in 1970, ensconced perfectly between the 2CV and larger DS. It was marketed as Citroën’s new medium size family saloon and people loved it. Designed by Robert Opron the car remains a looker to this day, with its smooth lines ending in that abrupt, Kamm tail rear end. Along with Citroën’s famously plush hydropneumatic suspension the GS also featured disc brakes at all four corners and a free-revving, air-cooled four cylinder engine, making it, quite frankly, a lovely car to drive.

The Pallas badge denoted the tip of the luxury spear for this particular French fancy. These cars came equipped with such opulence as thicker carpet, better upholstery and that most lavish of features – hub caps. Its closest UK rival at the time was the rather rubbish in comparison Austin Allegro Vanden Plas, a car that holds the distinction of proving that one really can polish a you know what. We’ll take the GS any day of the week thank you.

Saab 900 Turbo

Oh Saab, how we miss you. Renowned for doing things their own way despite what anybody else thought the 900 Turbo encapsulated that ethos perfectly. You only have to look at the engine; the 2.0-litre, four cylinder motor was installed backwards, longitudinally and at an angle. Madness! That didn’t stop the car being an absolute hoot to drive though, especially with forced induction, and the 900 Turbo, in 16-valve, high pressure form, produced 175bhp at its peak. This was turbocharging for the everyman wrapped up in a handsome and practical package.

Typically Swedish and much like it’s Volvo brethren, the Saab 900 was built to last. It was chunky but surprisingly elegant, and around town, off boost it was a perfectly refined runabout. Push the revs into the turbo sweet spot though and the car is transformed into a bit of a monster. The 900 never feels out of control, however, constantly reassuring you that it’s OK to give it the beans, safe in the knowledge that it can cope, and cope well. Original 900 turbos are getting thin on the ground now so if you do happen to own one you’re in a bit of an exclusive club. You lucky devil.

It has been fascinating looking through the huge list of cars we have received from you lot. Many of them, at the time, were bought as first cars because they were cheap, or old, or boring, but now a good chunk of them have achieved classic or cult status. If we had held on to some of them they would certainly be worth a pretty penny nowadays and revered as bona fide classics. And that’s what is so great about this classic car malarkey; an old car may not be anything particularly special at the time of purchase but things change, markets and tastes shift and at some point even the crappiest old steed can become a true classic hero. Can that be said about the modern cars of today? Will they be classics in the same way in the future? Absolutely not.