Ha! Although Lucas Mechanical Fuel Injection (as fitted to the Triumph TR5 and 6, and the 2500PI) naturally manages to be the worst of both worlds: the high pressures, extra plumbing, and central control of fuel injection, with the mechanical complications, open-loop nature and multiple throttle bodies of carburettors!

It's interesting that that video chose a Zenith-Stromberg variable-jet carb instead of a genuine SU (the Zenith-Stromberg was a 'patent-compatible' clone of SU's design). Its description of it is a little lacking, too. Here's a bit more, based on my understanding of them:

I also like Rover's later "longship" logo - keeps the Viking theme going, I reckon:

I'm not aware of any particular government design brief for a British "peoples' car", but the concept was far from unique. France had the Citroën 2CV and Renault 4, Italy had the Fiat 500, et cetera. The Morris Minor was far from the only British car at that market point, either: the 105E Ford Anglia was a very…

Precisely. Cars are meant to be driven, and I plan on driving mine a lot. When I was younger, my father painstakingly restored a Jaguar XK150, and then, on one of its first outings, put a scrape down the side of it after misjudging the approach to our (very tight) garage.

This. I'm about to start work on a barn-find 1956 MGA. It's cosmetically a little rough, but amazingly rust-free, and, to be honest, I think that a full restoration would spoil it. As it is, it has this lovely patina that can only come with age, and, although concours restorations are nice to see, in a way, they wash…

Thing of it is, here in the States VW never offered a diesel version of any of their vans- from original Type 2 Microbus all the way to the oddly named Routan, which wasn’t even powered by a Volkswagen engine at all.

Hopefully, the 1968 Triumph 2000 Estate that my late grandfather bought new. It's not fast, sexy, or exotic, but it's a part of the family. It has outlasted several of its BMW and Audi garage-mates, and even today, it is my grandmother's daily driver.

Yes – and I love that the used AR for reverse gear. So very French. The automatic Citroën BX that I once had, although it was just a conventional 4-speed auto, had the gate labelled P-AR-N-A-3-2-1

Preselectors are awesome - quite a few of the high-end British manufacturers used them well into the 1960s.

'70s Triumphs used a slide-switch on the gear lever for overdrive, too - cryptically marked IN and OUT.

Ha. Got you beat there. My MGA has two.

Yes! It's funny – I have owned several British cars – a couple of Triumphs, a Rover SD1, and now an MGA, and I really don't know what's behind the bad rep that Lucas gets. Sure, I've had a bad starter or two, and a dead alternator, but on a car that's 25+ years old, that's not that bad - certainly no worse than the…

You make a really good point. I've spent most of my life dealing with European (primarily British) cars, and having moved to the US, I often marvel at the massive gulf that exists, even now, between American and European tastes in cars.

The A1 platform is utterly toy-sized compared to modern cars. I daily-drive an '85 Scirocco, and it's actually a bit terrifying to realise just how much smaller it is compared to everything else on the road, even supposed 'compact' cars. And being lower than the Golf/Rabbit, too, it's doubly so – the roof doesn't even…

1959 Jaguar XK150. My father had just finished restoring it, and it was his pride and joy. Somewhere, we've got a photograph of my parents holding me, standing in front of it, right after coming home from the hospital.

I've always liked those. I've never driven one, but I learned to drive in a 2500TC, and did a fair few miles in a Mk1 2000 Estate, too. The Dolomite, especially the Sprint, always struck me as a good combination of the comfort and nice interior of the big Triumphs, with a bit more sportiness.

Many British cars has a similar overdrive feature – it was an extra gearbox on the back of the main 'box. My main experience with it has been on their '60s and '70s saloons and sports cars, where it was electrically actuated, rather than having its own gear lever.

I suspect that a lot of it is to do with the sheer number of pixels that would entail, and its resultant effect on production yields. Consider the iPad's screen, for example: 2048x1536 at 264 DPI gives us 9.7". Lets double that size, and say that we want a 19.4" 4096x3072 display.

"The bus is not for turning"