We bring together five coup\u00e9s at sundown to argue their case for style supremacy while Tom Tjaarda adjudicates \u2013 who will be the winner come the dawn light?<\/p>[\/et_pb_text][et_pb_text module_class=”fp-byline” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Open Sans|600|||||||” text_font_size=”12px” text_line_height=”1.3em” text_orientation=”center” locked=”off” global_colors_info=”{}”]
Words John Siminster, Tom Tjaarda<\/strong> Left to right: Aston Martin DBS, Citro\u00ebn SM, Buick Riviera, Jaguar XJ12C, Mercedes-Benz 280 CE<\/p>[\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”] Complex business, car design. Why does one car set your heart a-flutter and another leave you cold or, worse, bring on a sense of visual nausea? It\u2019s subjective, of course, but there are also design rules relating to proportion, tension, flow and appropriate embellishment.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] One key job of a car\u2019s design should be to evoke desire. An indulgent coup\u00e9 needs to do that particularly well; while no one needs a coup\u00e9, its creators try hard to make you want one instead of something cheaper and less able to attract the eye. And if eyes are attracted to a car, they may well alight upon its occupants. Drive a coup\u00e9, look good, feel good \u2013 the world sees you as a person of taste and sophistication as you cruise the affluent streets of the metropolis, and the glint of streetlights on a coup\u00e9\u2019s seductive curves only heightens the theatre.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Here are five designs lauded at launch and celebrated as groundbreaking ever after. They span a decade and a half but each still looks fresh. We\u2019ll assess their style outside, inside and on the road, with a professional designer\u2019s critique on each from Tom Tjaarda. He and I won\u2019t always agree.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Take your sides as you wish, and join us for the ride.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] When I, not quite a teenager, first saw the DBS at the 1967 Earl\u2019s Court motor show, I was blown away. Here was a car that somehow embodied Aston Martin-ness and the crisp-edged modernity of the latest Italians and Americans all in one stunning package. And it was all done in Britain.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Aston Martin had been looking to replace the DB6 for a while. Touring of Milan, which designed the previous DB4 and its DB5 and DB6 evolutions, was commissioned to create a replacement. It came up first with what Aston designated MP220, a putative DB7, but it was an oddly frumpy, dated-looking thing.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.10-scaled.jpg” alt=”Aston Martin DBS” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] A parallel thought was to widen the DB6 to take the planned new V8 engine, and add a new two-seater, V8-powered model to be called DBS. Touring made a prototype for this car, too, designated MP226 and extremely handsome.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] But time was short, and the DB6 was getting very dated \u2013 widening it seemed a half-hearted evolution and Touring couldn\u2019t promise that it would be able to create a production-ready DBS in time for the 1967 show.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Meanwhile William Towns, formerly a designer of seats at Rover and newly employed by Aston Martin, had been sketching a brochure for the \u2018DB7\u2019. He had also been creating his own drawings for a future Aston Martin, and on seeing these the management abandoned the Touring proposals and the fatter DB6. Towns\u2019 design became the DBS, now with four seats and to be built on a wider, stronger version of the DB4\/5\/6 platform incorporating new De Dion rear suspension.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] In its first clay model, the DBS had a more pointed snout than in the car you see here, plus flush-mounted rectangular headlights and no bonnet scoop. It also lacked the characteristic Aston air vents in the front wings, featuring two groups of horizontal louvres instead. At this point it had even more of the contemporary Italo-American look, but it was soon Aston-ised.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.9.jpg” alt=”Cockpit of the Aston Martin DBS” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] As well-appointed as the dapper gents who piloted it when new<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Certain hard points dictated the outline \u2013 engine height, wheelarch limits, rear headroom. There were simple constant radii and cross-sections to make manufacture easier, and they helped give the shape the crispness and purity that has made it last so well. And, crucially, it looked like a proper Aston Martin once given its scoop and vents; the rear-set cabin squatted powerfully on its haunches, and the raised section in the middle of the front panel brought about a broadened interpretation of the Aston front grille, with four round headlights set in its extremities.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Today, as the light fades, David Lewington\u2019s Fiesta Red DBS looks magnificent. It has never been restored, and shows a few exposures of primer where it has been polished devotedly over the years. \u2018It\u2019s had two owners from new,\u2019 says David, \u2018and I bought it in 1995. The only non-original parts are the rear dampers, now Konis instead of the lever-arms. The engine was rebuilt after just 2000 miles, and the factory paid half the cost.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] \u2018I\u2019ve taken it to Le Mans a few times. It\u2019s interesting that people like these original DBSs now.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The point here is that not everyone did to start with. Bigger and heavier than a DB6, with a greater frontal area, the DBS was slower although Motor still piled plaudits upon it in the December 1968 road test, \u2018\u2026unanimous assent\u2026 a rare and worthy car\u2026 reviewed with almost lyrical praise by all who drove it here,\u2019 it enthused, despite detail failings and a ferocious fuel thirst. Yet the DBS became a bit of orphan in the Aston Martin pantheon, slower than its predecessor, therefore pointless when buyers could, from 1969, have a V8 with a true 320bhp for an extra \u00a3795.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-quote-bold” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Poppins|700|||||||” text_font_size=”20px” text_orientation=”center” locked=”off” global_colors_info=”{}”] \u2018It feels eager today, crisp to respond, smooth in its revving, the deep bark from its exhausts somehow more cultured than the V8\u2019s NASCAR blatter\u2019<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.8.jpg” alt=”Aston Martin DBS engine” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Six-cylinder soothes rather than shouts, delivering an alleged 325bhp<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Aston Martin didn\u2019t publicise a power figure for the DBS Vantage, its tuned, Weber-fed, twin-cam straight-six strangely a no-cost option versus the standard SU-carburetted unit, but if pushed would claim 325bhp. The truth is about 280bhp, enough to make the DBS a rapid enough car for most tastes at the time.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It certainly feels eager today, crisp to respond, smooth in its revving, the deep bark from its exhausts somehow more cultured than the V8\u2019s NASCAR blatter. The driving position is just right, low-set but not engulfing, and I find it very easy to forgive the hard bar at the base of the age-squashed, highly patinated driver\u2019s seat in its creased black leather.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The five-speed ZF gearbox requires deliberate lever movements but yields its ratios cleanly, and the combination of a powered rack and quite a small steering wheel makes this wide, heavy car feel a lot smaller than it is. It\u2019s a wieldy, pointable delight, beautifully matured and very fit. A properly covetable Aston Martin? Absolutely. And just watch those prices rise\u2026<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″] Back in 1967 when I first laid eyes on the DBS I remember thinking that something had suddenly gone wrong. This fastback with the squared off frontal area was something that might have come from Ford or GM. But from Aston Martin, what were they thinking?<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Being used to the soft, elegant and sporty DB6, it was a complete departure from that positive tradition. The DBS at first glance seemed influenced by the American muscle car design, as though the designers were suddenly obliged to abandon tradition and latch on to the more contemporary styling produced in Detroit.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] When I see a DBS these days it still turns me off \u2013 the angular mediocrity of its design seems an insult to the Aston Martin tradition.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It took a few years and a number of directors for the company to come around, but as we all know it eventually did. Aston Martin has been back on the cutting edge for many years now, and at this year\u2019s Geneva show I thought that they had the best display of automotive design in the entire show.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″] Engine:<\/strong> 3995cc, 6cyl, dohc, 12 valves, three Weber 45 DCOE carburettors Did you have the Corgi model with the Trans-O-Lite head and tail lights? In 1\/43rd scale, or thereabouts, it oozed modernity, crispness and forward-thrusting dynamism. I bought it because of its early manifestation of fibre-optic technology, but it wasn\u2019t until the Motor road test in September 1965 that I grasped the full grandeur of the real thing. All it lacked were the four headlights rendered in miniature in the model, because that test car\u2019s lights were stacked vertically behind clamshell doors thrusting forward either side of the cast-aluminium lattice of a front grille.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.21-scaled.jpg” alt=”Buick Riviera” title_text=”Style on Trial.21″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Were the model\u2019s headlights a figment of the modeller\u2019s imagination, there only to show off Corgi\u2019s latest gadgetry? I felt cheated. Then I discovered that the 1963 Buick Riviera, the first model year of this shape, did indeed have four hefty headlights and those vertical grille-bookending monuments were, in 1963, housings for sidelights and the world\u2019s biggest direction indicators. The \u201963 also had fake air intakes paired in the rear wings just ahead of the wheels, and tail-lights set in the rear panel. For \u201965, the lights were in the back bumper and the fake intakes were deleted. Seldom has a full-size American car looked cleaner and purer than a \u201965 Riviera.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] General Motors\u2019 styling head Bill Mitchell, responsible also for the Corvette Sting Ray and the fabulously bonkers first-gen Oldsmobile Toronado, set a template here for GM cars all over the world. In plan view the nose is W-shaped. The waistline has a \u2018Coke-bottle\u2019 upward swoop over the rear wheels. The rear pillar is thick, the others are slender. The glass goes right into the corners; nothing is rounded off. The wheelarch tops are slightly flattened. Look now at a Vauxhall Viva HB, Victor FD or Cresta PC. Look at an Opel Rekord or Commodore, mid-to-late Sixties, and numerous Stateside GM products. All those motifs started here in the Buick. There\u2019s one big difference, though. The Riviera is a whole lot bigger than any of those Euro-cousins. It\u2019s 17ft 5in long, 6ft 5in wide. It also has rather vague, super-light steering. It pays to plan your path carefully when roads are narrower than those of Texas, where Stewart Bickel\u2019s 1963 example started life.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-quote-bold” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Poppins|700|||||||” text_font_size=”20px” text_orientation=”center” locked=”off” global_colors_info=”{}”] \u2018It pays to plan your path carefully when roads are narrower than those of Texas\u2019<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.17.jpg” alt=”Buick Riviera engine” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] 6.6-litre Nailhead V8 delivers a meaty 445lb ft of pulling power<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It also has a very curious transmission attached to its Wildcat 445 V8 engine. That number relates to the gross torque output in lb ft; it\u2019s actually the least lusty engine offered in the Riviera, with a mere 6.6 litres and 325 (gross) bhp. It\u2019s the carthorse among Buick V8s, the colloquially named \u2018Nailhead\u2019 engine, and it sends its lazy burblings through a Dynaflow Twin Turbine two-speed automatic. Except that the first of those geartrains requires manual selection and is almost never used, which means in practice that the entire spectrum of ratio change is handled by a very busy torque converter with variable-pitch vanes, like an aircraft propeller\u2019s blades.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It\u2019s like driving a car with a CVT automatic, but with a greater sense of ample energy dissipating long before it gets to the rear wheels. Slow step-off apart, the Buick can be hustled along and it\u2019s a good cruiser, but the 1964 model year\u2019s three-speed Hydramatic made for a more engaging powertrain, if not quite such a seamlessly smooth one. The all-drum brakes feel powerful, too, thanks to the hair-trigger sensitivity that comes from a hefty servo. Whether they\u2019d still work after one stop from high speed is another matter.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.18.jpg” alt=”Cockpit of the Buick Riviera ” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Interior just needs you, some Motown and perhaps a fedora<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] \u2018I wanted a \u201964,\u2019 Stewart says, \u2018but I found this one in Portsmouth and its body is original. The interior got fried in Texas, so it\u2019s been re-trimmed. I didn\u2019t have the bottle to buy one unseen from the US. I had considered one, but I had an expert look at it and it was nothing like it seemed in the ad. We went to Normandy in it last summer, cruising along and enjoying the open frameless windows. I love it, and I think they\u2019re seriously undervalued. Maybe it\u2019s because they\u2019re not part of muscle car culture, but their time will come.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Certainly the Riviera is a fabulous machine in which to cruise, its ride yielding but not floaty, its interior a temple to ribbed aluminium, metallic gold and imitation wood. The heater controls resemble those of a mixing desk, the dials are as supersized as the big, squashy seats. Interior dome-lights abound, and Sixties soul grooves from the hidden CD player make the experience perfect.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.19.jpg” alt=”Man driving the Buick Riviera” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Riviera is surprisingly wieldy for its size<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] When Mitchell\u2019s team created project XP-715, it was badged as a \u2018LaSalle II\u2019, in homage to the GM brand that died in 1940 and whose radiator grille XP-715\u2019s giant, slatted headlight covers (as eventually productionised for 1965) emulated. They tried to get Cadillac to take the design, but got no joy. Same at Chevrolet. Pontiac and Oldsmobile were more interested but wanted to fiddle with the styling. Only Buick wanted it as it was, and after a slick internal pitch to GM management Buick got its chance to take on Ford\u2019s Thunderbird. And with it, one of the best-looking, most influential cars ever to come out of Detroit.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″] When I came to Italy in 1958 American cars were mostly loaded down with chrome and cumbersome styling motifs; lead sleds, we designers called them and not only for their appearance but also for their excessive weight and hopelessly low gas mileage.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] When the Buick Riviera appeared it was a design revelation. Finally, a clean and well-proportioned American automobile that influenced other US car firms.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Buick needed something to stimulate its sales and this return to simple styling was the answer. The name itself – Riviera – pointed towards the affluent image and popularity of the Italian and French coastline that was in vogue with American tourists. It was an elegant and radical departure from the negative look that Detroit\u2019s stylists had created for themselves.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It\u2019s a styling landmark and looks at home in numerous concours d\u2019 elegance. It was still a heavy car and gas was still cheap, but at least it was a step in the right direction.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″] Engine:<\/strong> 6572cc, V8, pushrod ohv, 16 valves, Rochester 4GC carburettor Ever since the DS there has been a Citro\u00ebn \u2018look\u2019. Even the ZX and the Xsara, despite their role as bargain-bucket Citro\u00ebns deliberately designed to bury the brand\u2019s heritage during its darkest days, had elements of it. The most dramatic Citro\u00ebn of all, though, a sort of DS-flavoured coup\u00e9 auditioning for a role in 2001: A Space Odyssey, must surely be the SM, styled by Robert Opron whose next creation was the DS-replacing CX.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.13-scaled.jpg” alt=”Citro\u00ebn SM” title_text=”Style on Trial.13″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The SM has it all \u2013 the low, streamlined, seemingly grille-less nose, the long, curved bonnet, a waistline falling rearwards over concealed rear wheels all shout Citro\u00ebn, but here it\u2019s sharper, more muscular, suggestive of power but with the action coming from traction avant. Then there\u2019s that full-width glassy enclosure for the six main front lights and the numberplate, the outer lights swivelling to point in the direction the driver is steering. It would be many years before \u2018cornering lights\u2019 reappeared on production cars. The chopped-off tail is barely less dramatic.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Inside, the scene is similarly iconoclastic. The majority of modern car interiors are broadly similar to each other, but back in the Seventies there was more scope for individuality. The SM takes that scope to the extreme, with a dashboard dominated by a single, sweeping curve, a steering wheel supported by a single spoke and soft, tan-leather seats shaped in a continuous cushion-to-backrest curve despite their reclinability. Then there\u2019s the gearlever, which looks like an automatic transmission\u2019s selector but actuates five forward gears manually; the slot for the radio, mounted far out of the eyeline next to the handbrake; the giant red warning light in the rightmost of four oval dials, which glows menacingly when any other malfunction-light illuminates or, indeed, when the sun catches it. And, behind and under it all, technology like nothing else.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.5.jpg” alt=”Cockpit of the Citro\u00ebn SM” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Inside offers spaceship style to match the out-ofthis world driving dynamics<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] This is best experienced as the SM is driven. On start-up, the oleopneumatic suspension rises and the slop in the steering vanishes as the 2.7-litre, 180bhp, fuel-injected Maserati-built V6 with its low-profile, 90-degree vee-angle burbles happily. Into gear and off we float, ready for the SM\u2019s other-worldly blend of an unruffled, topography-redrawing ride, ultra-quick, fully powered steering and potent brakes triggered by a toe-flex on a giant rubber mushroom.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-quote-bold” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Poppins|700|||||||” text_font_size=”20px” text_orientation=”center” locked=”off” global_colors_info=”{}”] \u2018Into gear and off we float, ready for the SM\u2019s other-worldly blend of an unruffled, topography-redrawing ride, ultra-quick, fully-powered steering and potent brakes\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It\u2019s fast enough to battle with modern traffic on equal terms, and I know from recent experience with another SM \u2013 it won a coup\u00e9 group test last year in this magazine \u2013 that the ride should be as bump-smothering as a DS\u2019s but without the heave and float, and that the steering can feel much like a modern car\u2019s electrically assisted system. Exposure to moderns has made the SM\u2019s helm feel less alien than described by contemporary road testers. True, there\u2019s no real road feel, your efforts instead working against a hydraulic synthesis of what the engineers considered the weight variation should be, but that last SM felt entirely intuitive.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] This one doesn\u2019t. It conforms to road-test type, Seventies style. The response is ultra-sensitive with little to \u2018lean\u2019 against, and the ride is surprisingly lumpy over poor surfaces. Its engine\u2019s gravelly blare, a sound hard to reconcile with a Citro\u00ebn shape, is a touch more enthusiastic at high revs \u2013 the last one was an earlier, triple-Weber-fed example \u2013 but this SM is a lot harder to flow with. It feels as alien as it looks.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Why the difference? Tyres, possibly; the earlier car was on more-modern Michelins. Maybe the suspension\u2019s spheres were pressurised to different degrees. Whatever, Des Burnett\u2019s SM appears to give more of the authentic SM experience, while the other was the better for its newer tyre technology. None of this stops this 1973 example from being a captivating car, however.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.4.jpg” alt=”Citro\u00ebn SM engine” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Six-cylinder Maserati engine provides a raspy riposte to the SM\u2019s smooth styling<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It has a great history, too. Originally a Citro\u00ebn UK press car with a Slough TKX registration, it was road-tested by John Bolster in period. It\u2019s been in the Burnett family since 1978, and Des\u2019s father used it to go between London and Ireland on business trips. He\u2019d bought the car as an unwanted and unloved part-exchange, with all the valves damaged after the timing chain\u2019s tensioner had broken, and rebuilt the engine.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] He had it restored in 2007 by SM specialist BM Autos, and Des\u2019s brother Gareth (an expert in vintage Talbots among other things) rebuilt the engine again, now with gas-flowed cylinder heads.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] \u2018Dad had stripped it all down to the bare shell,\u2019 Des relates, \u2018and managed to get the last two genuine Citro\u00ebn rear wings plus a used but sound inner rear wing from the US, where they don\u2019t rust. The rest of it was okay, because the main structure tends not to rust.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Des acquired it in 2008. \u2018I\u2019d had a GS, a CX and an XM, so I was of the faith. I\u2019d been running an old 911 for a few years, but I sold it once I had this on the road. The 911 was boring by comparison.\u2019<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] The Citro\u00ebn DS and SM created a design world of their own. They were so exclusive and innovative that it inhibited other designers to come up with similar proposals.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] No other car company ever dared to emulate this design. The DS still looks futuristic. Robert Opron penned the SM to follow this exclusive design, and it had all the quality characteristics of a true GT, such as comfortable long-distance travel, relaxing high-speed capability and a quality interior. Using the Maserati engine and Citro\u00ebn\u2019s suspension and steering technology created concerns that there might be maintenance problems, but when it was working to specs it was a dream car to drive. The styling was certainly exclusive and attractive and, especially in this case, a matter of personal opinion. To me this car seemed more suitable as a four-door sedan than a two door GT. It didn\u2019t have that nervous high-tension look of a compact super GT sports car. It looked like it could be great going in a straight line but not going around a high-speed bend.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″] Engine:<\/strong> 2670cc, 90deg V6, dohc per bank, 12 valves, Bosch D-Jetronic fuel injection It looks smaller than an original XJ6 saloon, but that\u2019s an optical illusion brought about by thick rear pillars and two long doors instead of four short ones. So it\u2019s built on the same wheelbase, but coincidental with the XJ coup\u00e9\u2019s launch was the Series Two saloon in original short- and new long-wheelbase guises. All three also wore higher bumpers to suit US regulations, and a squatter front grille now edged in chrome.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.12-scaled.jpg” alt=”Jaguar XJ12C” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Pillarless design brought a little riviera style to Coventry<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Like the Buick, and the Mercedes to come in this story, the Jaguar has no centre pillars. The doors are frameless and occupants can wind all the side windows down to create an unobstructed, uncluttered daylight opening, as car designers called it, or nightlight opening as it is here. The apparent abbreviation of the XJ coup\u00e9\u2019s form is echoed in what looks a particularly cosy rear cabin but, again, it\u2019s an illusion. Four people do have plenty of space in here.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] XJCs came with the regular XK straight-six, of course. But they also came with Jaguar\u2019s 5.3-litre V12, destined later for the XJ-S that effectively replaced this XJC after too short a time, although they did briefly run together. The XJ12C thus powered spawned a mad, bad ETCC race car run by Broadspeed, fast but fragile and prone to destroying its brakes. However, the race car\u2019s roll cage did help put back the rigidity lost by removing the centre pillar.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.3.jpg” alt=”Jaguar XJ12C engine” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] 5.3-litre V12 is a thirsty but silky performe<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] There\u2019s a case for regarding the roadgoing XJC as the best-looking Jaguar XJ of all, across all five major generations over the years. The vinyl roof sows an element of doubt here, but it was fashionable at the time and reduced the cost of finishing the seams in the steel beneath. Of painting them, too, judging by the horrors restorers have found in later years. Some XJCs have had their roofs retrospectively painted in the main body colour and look better for it. But for originality, it has to be black vinyl.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Steve and Tracey Arnold\u2019s XJ12C is very original. It\u2019s unrestored, and some parts of the painted coachlines have been polished away. And it\u2019s brown, a very Seventies colour. \u2018Before we had this car,\u2019 remembers Tracey, \u2018I was looking at a new car in brown and I said I\u2019d never have one that colour. And now look at this one. But it looks right on the Jaguar.\u2019<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.11.jpg” alt=”Jaguar XJ12C” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Vinyl roof is a minor distraction from the Jaguar\u2019s refined form<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It\u2019s similarly brown inside \u2013 seats, carpets, door trims, walnut dashboard. It oozes welcoming, relaxed luxury, playing down evidence of Leyland-era expediency in some of the cheaper plastic mouldings. The steering wheel has a thin rim to aid the subtle deployment of the directional delicacy I\u2019m about to experience, and after the Citro\u00ebn it all feels reassuringly, well, normal.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The engine, of course, is a powerhouse of silken shove, its languid 285bhp channelled efficiently to the rear wheels via a three-speed Borg-Warner automatic. The XJ12C feels very eager, helped by the way it sits planted on the road and disguises its considerable mass through its accurate, consistent steering, strong grip and fabulous damping. Dynamically it feels the most agile and the most modern car here, with just an occasional hint of structural shudder to chip away at dynamic indomitability.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] In short, it\u2019s delightful, especially if I eradicate from my mind the zeal with which the twin fuel tanks jettison their loads. It helps that this Jaguar retains the integrity and tactile authenticity that comes from still being in its Browns Lane-assembled state, with just 57,000 miles under its wheels. \u2018My father had one of these and got rid of it in the early Nineties,\u2019 Steve says. \u2018I cried when it went.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.2.jpg” alt=”Cockpit of the Jaguar XJ12C” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Plush cockpit is a joy for all the senses<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] \u2018We saw this one at the Windsor Castle Concours d\u2019Elegance in 2012. It had been in storage for 20 years, but the guy who rescued it just serviced it and overhauled the brakes. It was built in late 1975 and sold by W\u00a7W Webber Ltd, Basingstoke, in 1976. The only non-original bit is the Retrosound radio.\u2019<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″] There is little doubt regarding the fascination factor of this vehicle. The first thing that stands out are the pillarless side windows that provide an exclusive touch. This created an elegant appearance but gave headaches to the engineers who had to make it work, to prevent water leaks, rattles and wind infiltration.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] The frontal area is set off by the refined grille and headlight clusters. This is probably the most elegant area of the car compared to some of today\u2019s vehicles, which have a tendency to become rather bland and simple. But it was also the mechanics that had a huge contribution to the its prestige factor, beginning with the fascination of a V12 engine.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] English cars have a reputation for fine interior design. This car has the traditional wood appointments and fine leather seats that make this car such a desirable place to be, especially on long excursions. These interiors have perfect stitching and leather quality, which makes occupants feel satisfied in such an expensive purchase. It\u2019s a vehicle with lasting appeal.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″] Engine:<\/strong> 5343cc, V12, sohc per bank, 24 valves, Lucas fuel injection Motor described the Mercedes C123 (M-B code for the sybaritic version of the W123 saloon) as \u2018a pleasant, if conservatively-styled, two-door coup\u00e9\u2019. With such faint praise was it damned. But at first glance, and in the context of its time, there did indeed seem to be little remarkable about the C123 if it is viewed as a collection of parts and attributes.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.15-scaled.jpg” alt=”Mercedes-Benz 280 CE” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Bruno Sacco and 300 SL designer Friedrich Geiger\u2019s combined efforts took the safe but staid W123 to new design heights<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It\u2019s only with the benefit of hindsight, and with a chance to stand back and take it in afresh, that the spare, functional beauty of the thing becomes apparent. Less is more here. The designers of today\u2019s overwrought, slash \u2019n\u2019 burn Benzes, cars unlikely to appear in the 2050 version of this feature, should take note.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] What\u2019s so good about it, then? It\u2019s the slightly frivolous application of styling flourishes \u2013 fractionally rising waistline, a lavishly convex rear window, bright-metal mouldings in subtly varying cross-sections and in unlikely places \u2013 to an otherwise solidly rational shape. It shouts self-indulgence. It adds virtue to necessity. Friedrich Geiger masterminded the look. He must have loved reconciling the opposites.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.7.jpg” alt=”Cockpit of the Mercedes-Benz 280 CE” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] A fine way to view the Mercedes\u2019 simple but solid interior<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Of course, when driven the experience is one hundred per cent rational Benz. The pillarless sides and frameless doors generate the least wind noise heard in any car here, regardless of centre-pillar presence. The steering wheel is huge, despite the employment of power assistance; it\u2019s so drivers can retain control if the assistance fails, or so the engineers used to say. The single steering-column stalk performs far too many functions, so some are less versatile than they could be owing to a lack of available switch positions. And the front seats give that unique Mercedes feeling of sitting on a well-upholstered piece of coil-sprung plywood.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-quote-bold” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Poppins|700|||||||” text_font_size=”20px” text_orientation=”center” locked=”off” global_colors_info=”{}”] \u2018The way it steers, handles and rides is more reassuring than inspiring, but that\u2019s how a Mercedes-Benz was meant to be\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] This particular car has an unusual specification. The engine is the 2.8-litre, twin-cam straight-six that topped the range, 185bhp on tap in this later fuel-injected form. But it drives not through the usual automatic, nor even a five-speed manual, but a short-geared, hair-shirt four-speed with a laborious shift action and a short-ratio limited-slip differential. There is no rev-counter, just a giant clock, and only one door mirror. Windows are wound manually, there\u2019s no radio and the paint is solid, safe Marine Blue. Buyers could specify all the toys when new, however \u2013 it was almost possible to double the car\u2019s price should they have had one too many pre-purchase pints before setting about the options list.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.6.jpg” alt=”Mercedes-Benz 280 CE engine” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] 2.8-litre six topped the C123\u2019s petrol range<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] As such, this car has a sunroof, headlamp wash\/wipe and lovely \u2018Mexican hat\u2019 aluminium wheels. The UK importer would never have supplied such a car; it\u2019s from Brussels. \u2018It was loved by its first owner,\u2019 says today\u2019s custodian Roger Needham. \u2018He took it to Wales and did 100,000 miles in 15 years. It then had a series of owners who kept it off the road, until Martyn Marrocco of the Mercedes-Benz Club bought it as a barn find and sorted it out.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] \u2018I was looking for a more solid and basic Mercedes, having had a rogue W124, a late one. It had all the toys, which failed at odd moments. This is the antidote. Martyn was attracted by the strange specification and the fact that it was extraordinarily solid.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] \u2018It\u2019s a bit rough round the edges to drive, though, and I\u2019m hoping he and I can sort it out a bit. We might fit a five-speed gearbox to give it longer legs.\u2019<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Other details? The bonnet opens right up to a right-angle, so you don\u2019t bang your head on the front grille attached to it, to reveal an unrestored engine bay that looks almost new. The rear numberplate is held on with the usual M-B four screws threading into built-in captive nuts. The cabin wood is shiny, stripy Zebrano, a Merc speciality. The doors thud shut like the door of a safe, and are pulled open in one easy movement via pull-out door handles that presaged those fitted to most new cars today.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.14.jpg” alt=”Mercedes-Benz 280 CE” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Durable but unexciting saloon is transformed by removing two doors<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Sadly, in this particular specification, it\u2019s not that great to drive. The engine pulls keenly, with a fruity thrum, that short gearing imparting a superficial eagerness. The fruity soundtrack might be exaggerated by the time-expired condition of various rubber mountings, reckons Roger, and this is certainly no relaxed cruiser. The way it steers, handles and rides is more reassuring than inspiring, but that\u2019s how a Mercedes-Benz, that most permanent of automotive artefacts, was meant to be.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] To drive it, as I did, for just a few miles is barely to scratch the surface. I suspect that as a car with which to share your life, it would surely be the most faithful of friends.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”] The first thing that I notice is the huge difference in the styling between this and the four-door sedan. It almost looks like they are from two different companies. The sedan was, and still is, a rather bland attempt at elegant design that never gained much popularity with classic car owners. On the other hand the coup\u00e9 version seems to be in another world.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] It is the same basic car but someone put in a touch of timeless elegance converting this car to a two-door coup\u00e9. The roof area and especially the rear pillars are designed to perfection, with soft curves and harmonious proportions. I do not know who designed this coup\u00e9 but it certainly has a hint of Italian influence.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Even today the coup\u00e9 version is a sought-after classic and can fetch up to ten times the value of the four-door version.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] This is a perfect example of how simple yet well-proportioned auto design can stimulate emotions. It is different yet integrates well with the basic design theme of the four-door version.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” hover_enabled=”0″ locked=”off” global_colors_info=”{}” sticky_enabled=”0″] Engine:<\/strong> 2746cc, six-cylinder, dohc, 12 valves, Bosch K-Jetronic fuel injection Five shades of visual seduction \u2013 Jaguar, Aston, Mercedes, Buick, Citro\u00ebn<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Style needn\u2019t be expensive, although you could buy six or seven of the least valuable car here (the Mercedes, currently) for the cost of the most valuable (the Aston Martin). To me the real bargains are the Buick and the Jaguar, the former misunderstood, the latter perhaps tainted by the Leyland association.<\/p>[\/et_pb_text][et_pb_text module_class=”fp-quote-bold” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Poppins|700|||||||” text_font_size=”20px” text_orientation=”center” locked=”off” global_colors_info=”{}”] ‘The Aston Martin DBS is the most exciting mix of visual desire and driving thrills on offer here’<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] All of them sum up their eras\u2019 styling highs adeptly, and together they create a perfect continuum from early Sixties to late Seventies. As for a winner, do we base this on driving qualities (a win for the Aston Martin and Jaguar), on visual drama (Buick and Citro\u00ebn) or on financial accessibility and likely freedom from aggravation (Mercedes-Benz)? There is no set answer to this conundrum. All we can do is go with a our individual gut feeling.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] This writer\u2019s gut feels best in the Aston Martin DBS. It\u2019s the most exciting mix of visual desire and driving thrills on offer here, as well it should be at the price.<\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.16-scaled.jpg” alt=”Buick Riviera” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”] Sergio Pininfarina once called the Riviera the most beautiful American car<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] That said, if I had the garage space I\u2019d love to fill it with a Riviera, especially a full-fat, 360bhp Super Wildcat version. I\u2019ve dreamed of driving one for years, and now I\u2019ve managed to achieve that ambition. So much style, so little cost.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] Bargains come no better-looking than this.<\/p>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”] \u200b<\/p>[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section]\n","protected":false},"excerpt":{"rendered":" Grand DesignsWe bring together five coup\u00e9s at sundown to argue their case for style supremacy while Tom Tjaarda adjudicates \u2013 who will be the winner come the dawn light?Words John Siminster, Tom TjaardaPhotography Tim AndrewLeft to right: Aston Martin DBS, Citro\u00ebn SM, Buick Riviera, Jaguar XJ12C, Mercedes-Benz 280 CEComplex business, car design. Why does one […]<\/p>\n","protected":false},"author":21,"featured_media":1166,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","_lmt_disableupdate":"","_lmt_disable":"","footnotes":""},"categories":[10],"tags":[],"class_list":["post-1138","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-feature"],"acf":[],"modified_by":"kschwarz","_links":{"self":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts\/1138","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/users\/21"}],"replies":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/comments?post=1138"}],"version-history":[{"count":10,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts\/1138\/revisions"}],"predecessor-version":[{"id":1687,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts\/1138\/revisions\/1687"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/media\/1166"}],"wp:attachment":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/media?parent=1138"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/categories?post=1138"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/tags?post=1138"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
Photography Tim Andrew<\/strong><\/p>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial-scaled.jpg” alt=”Aston Martin DBS, Citro\u00ebn SM, Buick Riviera, Jaguar XJ12C, Mercedes-Benz 280 CE” title_text=”Style on Trial” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”]Aston Martin DBS<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Tom Tjaarda on the Aston Martin<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Specifications<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” sticky_enabled=”0″]
Power and torque:<\/strong> 280bhp @ 5500rpm; 290lb ft @ 4500rpm
Transmission:<\/strong> Five-speed manual gearbox, rear-wheel drive
Steering:<\/strong> Rack and pinion, power-assisted
Suspension:<\/strong> Front: double wishbones, coil springs, telescopic dampers, anti-roll bar. Rear: De Dion beam located by trailing arms and Watt linkage, coil springs, adjustable lever-arm dampers.
Brakes:<\/strong> Discs all round
Weight:<\/strong> 1717kg (3782lb)
Performance:<\/strong> Top speed: 142mph; 0-60mph: 7.1sec
Fuel consumption:<\/strong> 14mpg
Cost new:<\/strong> \u00a35842 (1968)<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]Buick Riviera<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Tom Tjaarda on the Buick<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Specifications<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” sticky_enabled=”0″]
Power and torque:<\/strong> 325bhp (gross) @ 4400rpm; 445lb ft (gross) @ 2800rpm
Transmission:<\/strong> Dynaflow two-speed automatic gearbox, rear-wheel drive
Steering:<\/strong> Recirculating-ball steering box, power-assisted
Suspension:<\/strong> Front: double wishbones, coil springs, telescopic dampers. Rear: live axle located by radius arms, coil springs, telescopic dampers.
Brakes:<\/strong> Drums front and rear
Weight<\/strong>: 1815kg (3998lb)
Performance:<\/strong> Top speed: 119mph; 0-60mph: 8.5sec
Fuel consumption:<\/strong> 13mpg
Cost new:<\/strong> \u00a33092 (1963)<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]Citro\u00ebn SM<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Tom Tjaarda on the SM<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Specifications<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” sticky_enabled=”0″]
Power and torque:<\/strong> 180bhp at 6250rpm; 171lb ft at 4000rpm
Transmission:<\/strong> Five-speed manual gearbox, front-wheel drive
Steering:<\/strong> Rack and pinion, power-assisted
Suspension:<\/strong> Front: double wishbones, self-levelling oleopneumatic springs, anti-roll bar. Rear: trailing arms, self-levelling oleopneumatic springs, anti-roll bar
Brakes:<\/strong> Discs front and rear, fully powered
Weight:<\/strong> 1448kg (3189lb)
Performance:<\/strong> Top speed: 139mph; 0-60mph: 8.3sec
Fuel consumption:<\/strong> 20mpg
Cost new:<\/strong> \u00a36691 (1970)<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]Jaguar XJ12C<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Tom Tjaarda on the Jaguar<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Specifications<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” sticky_enabled=”0″]
Power and torque:<\/strong> 285bhp @ 5750rpm; 294lb ft @ 3500rpm
Transmission:<\/strong> Three-speed automatic gearbox, rear-wheel drive
Steering:<\/strong> Rack and pinion, power-assisted
Suspension:<\/strong> Front: double wishbones, coil springs, anti-roll bar, telescopic dampers. Rear: lower wishbones, driveshafts acting as upper links, radius arms, paired coil-spring\/damper units
Brakes:<\/strong> Discs front and rear, inboard at rear
Weight:<\/strong> 1835kg (4045lb)
Performance:<\/strong> Top speed: 147mph; 0-60mph: 7.6sec
Fuel consumption:<\/strong> 15mpg
Cost new:<\/strong> \u00a37281 (1973)<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]Mercedes-Benz 280 CE<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Tom Tjaarda on the Mercedes-Benz<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]
Specifications<\/h4>[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” sticky_enabled=”0″]
Power and torque:<\/strong> 185bhp at 5800rpm; 177lb ft at 4500rpm
Transmission:<\/strong> Four-speed manual gearbox, rear-wheel drive
Steering:<\/strong> Recirculating-ball steering box, power-assisted
Suspension:<\/strong> Front: double wishbones, coil springs, gas-filled telescopic dampers, anti-roll bar. Rear: semi-trailing arms, coil springs, gas-filled telescopic dampers, anti-roll bar
Brakes:<\/strong> Discs front and rear
Weight:<\/strong> 1337kg (2945lb)
Performance:<\/strong> (figures for automatic version) Top speed: 118mph; 0-60mph: 9.5sec
Fuel consumption:<\/strong> 18mpg
Cost new:<\/strong> \u00a310,990 (1977)<\/p>[\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]Verdict<\/h4>[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Style-on-Trial.1-scaled.jpg” alt=”Aston Martin DBS, Citro\u00ebn SM, Buick Riviera, Jaguar XJ12C, Mercedes-Benz 280 CE” title_text=”(C)2015 Tim Andrew tim@timandrew.com” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-caption” _builder_version=”4.20.4″ _module_preset=”default” text_font_size=”12px” custom_margin=”-15px||||false|false” locked=”off” global_colors_info=”{}”]