Developing a new car from scratch is an incredibly expensive undertaking. The sheer amount of investment required for research and development, production, rigorous testing, marketing strategies, and all the other essential stages can strain even the largest automotive manufacturers. For smaller, more specialized brands, building a completely original vehicle from the ground up is often financially prohibitive.
It’s no surprise then that the automotive industry is full of fascinating instances of cars borrowing parts from each other. From supercars sourcing wing mirrors from everyday coupes to luxury hypercars utilizing heating controls from mass-market saloons, the history of cars is peppered with surprising and sometimes humorous examples of shared components.
Here, we explore some of the most iconic examples of parts-sharing in automotive history. Whether your classic car is the donor or the recipient of these shared parts, each vehicle holds a unique place in automotive lore and deserves proper classic car insurance.
Lotus Esprit & Morris Marina: The Door Handle Connection
Perhaps one of the most well-known examples of parts sharing involves the sleek, futuristic Lotus Esprit and the decidedly more mundane Morris Marina. This iconic wedge-shaped sports car famously used door handles from the humble Marina, along with a few other British Leyland vehicles.
The connection, while seemingly odd, isn’t entirely illogical. Lotus, despite its reputation for performance and innovation, has always operated with tight budgets. The Morris Marina door handles represent just one of many instances of resourceful parts-sharing. For example, the first-generation Lotus Elise utilized headlamps from the Renault 4.
Designed by Harris Mann, the British Leyland stylist behind the Austin Allegro and Triumph TR7, the Marina’s door handles were simple, functional, and notably flush-fitting. Beyond the Morris Marina, these handles were also adopted by the Allegro and TR7. In the late 1970s, they became a feature across Lotus’s angular lineup – the Esprit, Eclat, and Elite. Even the Range Rover incorporated these handles when it transitioned to a five-door configuration in 1981.
Aston Martin DBS & Hillman Hunter: Tail Light Twins
Aston Martin, much like Lotus, is a prestigious British marque with a rich sporting heritage and undeniable allure, including connections to James Bond. However, like Lotus, Aston Martin hasn’t always been flush with cash.
The Aston Martin DBS grand tourer, produced from 1967 to 1972, stands as one of the marque’s most elegant creations. It was a worthy competitor to rivals like the Jaguar E-Type, Jensen Interceptor, Alfa Romeo Montreal, and Citroen SM.
Unlike its DB6 predecessor, the DBS was a true grand tourer, offering four full-size seats and a commanding road presence. Virtually every aspect of the DBS exuded sophistication and luxury. Yet, keen observers noticed a striking similarity between its rear lights and those of the workaday Hillman Hunter saloon. Despite the humble origins, the Hillman Hunter tail lights surprisingly complemented the DBS’s design.
Whether you’re a proud owner of a Hillman Hunter or an Aston Martin DBS, ensuring you have classic car insurance is crucial to protect your piece of automotive history.
Jaguar XJ220 & Citroen CX: Mirror Images
The Jaguar XJ220, a supercar icon of the early 1990s, is perhaps most famous for briefly holding the title of the world’s fastest production car in 1992 and 1993. In 1993, this British marvel reached a blistering 217 mph during track testing, a testament to Jaguar’s engineering prowess.
However, even with world-beating supercars, cost-saving measures are often necessary to bring ambitious projects to fruition. In the XJ220’s case, this meant borrowing wing mirrors from the Citroen CX executive saloon.
Why the Citroen CX mirrors? The CX’s mirrors were conveniently designed to be separate from the door structure, unlike integrated mirrors on many other vehicles. This made them easily adaptable for use on other cars. The XJ220 wasn’t alone in utilizing CX mirrors; they also found their way onto other high-end sports cars of the era, including the Lotus Esprit V8, Aston Martin Virage, and TVR Griffith.
Adding to the parts-sharing story, the XJ220 also adopted its rear lights from the Rover 200. A closer look at the rear of the Jaguar reveals how well the Rover lights integrate into the design.
Pagani Zonda & Rover 45: Climate Control Commonalities
This example is particularly amusing. The Pagani Zonda, a roaring supercar that debuted in 1999, boasted incredible power and agility. Its six- and seven-liter engines, sourced from Mercedes and typically found in larger luxury cars like the S-Class, delivered ferocious performance in the lightweight Zonda.
The Zonda’s styling, both inside and out, was undeniably cutting-edge and futuristic. Yet, few might have noticed that the heating, ventilation, and air conditioning (HVAC) controls were lifted directly from the much more pedestrian Rover 45 small saloon. Did the Rover’s HVAC controls seem out of place in a six-figure supercar? Perhaps, but the Zonda offered so many other extraordinary details that most owners likely overlooked this humble component.
Aston Martin DB7 & Mazda 323: Rear Light Recycling
Another Aston Martin graces our list, this time from a different era and with a slightly different narrative.
The DB7 marked the beginning of Aston Martin’s Ford ownership. Ford acquired Aston Martin in 1989, injecting much-needed capital into the prestigious yet financially struggling sports car manufacturer. The DB7 became the first major project to benefit from this new financial backing, serving as a worthy successor to the DB6 of the late 1960s after a 25-year gap.
However, Ford’s contribution extended beyond financial investment. Ford’s stake in Mazda meant that a wide range of reliable Japanese components became accessible to Aston Martin designers. Interestingly, they chose to utilize the rear lights from Mazda’s dependable 323 hatchback on the new DB7.
Transplanting parts from a small family hatchback to a grand tourer might seem unusual, but the logic is clear: the Mazda 323’s rear lights are actually quite elegant, featuring an attractive wraparound design that complemented the Aston Martin’s larger form.
To further disguise the Mazda origins, Aston Martin cleverly concealed the lights under plastic cowling, giving the DB7’s rear lights a more sporty and bespoke appearance.
Mercedes SLR McLaren & Mercedes Sprinter: Indicator Switch Synergy
Fittingly for the company that created the first production automobile, Mercedes-Benz today boasts a diverse portfolio of vehicles, ranging from cars to trucks and vans. At opposite ends of this spectrum are the awe-inspiring SLR McLaren supercar and the utilitarian Sprinter commercial van. Remarkably, these two vastly different vehicles share the same indicator switches. The workhorse Sprinter donated its plastic column stalks to the high-performance SLR when it debuted in 2003.
While seemingly comical, this decision by Mercedes-Benz was understandable. The technologically advanced and exhilarating SLR McLaren was an expensive car to produce, necessitating cost optimizations. And, realistically, the indicator switch is one component where ultimate luxury and bespoke design aren’t essential.
TVR Griffith & Vauxhall Cavalier MkIII: Upside-Down Tail Lights
British sports car manufacturer TVR experienced a golden era in the 1990s. A prime example is the Griffith, a front-engined, rear-wheel-drive, V8-powered roadster. This potent and engaging sports car quickly gained a loyal following among enthusiasts.
As a smaller manufacturer without the economies of scale of larger automakers, TVR naturally sourced parts from other companies. The Griffith featured a 240bhp 4.0-liter Rover V8 engine, a five-speed Rover gearbox, and electrical components borrowed from the Range Rover. Beyond its sensational power – the 4.0-liter engine was later joined by a 5.0-liter variant producing up to 340bhp – the Griffith also possessed striking aesthetics. Its clean, simple lines echoed classic 1960s British roadsters like the Lotus Elan.
The Griffith looked fantastic from every angle, including the rear. However, only the most observant would notice that the rear lights were taken from the MkIII Vauxhall Cavalier and cleverly inverted!
Today, owning a piece of Griffith history typically requires around £15,000 for a roadworthy example, with well-maintained models fetching £20,000 or more. Proper maintenance and classic vehicle insurance will ensure your ‘Griff’ remains a cherished vintage British supercar.
Volvo 760 & Alpine A310: Engine Exchange
This is an intriguing pairing: a large executive Volvo saloon sharing its engine with a wedge-shaped, futuristic French sports coupe.
The Volvo 760 marked a move upmarket for the Swedish automaker. While its predecessor, the robust Volvo 240, was a reliable family car (renowned for safety), the 760 aimed to compete in the market segment occupied by the BMW 5-Series and Mercedes E-Class. Featuring electric windows, traction control, and air conditioning, the 760 was a seriously well-equipped 1980s saloon.
The 760 was powered by a 2.8-liter V6 engine, known as the PRV V6, a collaborative effort between Peugeot, Renault, and Volvo. Another vehicle to benefit from this potent V6 was the Alpine A310, Renault’s sports car subsidiary. The A310 was initially conceived with a four-cylinder engine, like its A110 predecessor. However, the increased weight of the new model revealed that four cylinders wouldn’t deliver the performance drivers expected.
To provide the necessary performance boost, the A310 adopted the same engine as the large Volvo. In its highest tune, the PRV V6 enabled the A310 to reach a top speed of 137 mph. Likely more speed than safety-conscious Volvo drivers typically demanded… Two very different cars – a speed demon and a safe, comfortable executive saloon – both equally deserving of classic car insurance.
Lotus Exige 2 & Toyota Celica: Engine Adoption
The Toyota Yaris, Corolla, and Avensis – while incredibly reliable and user-friendly vehicles – weren’t necessarily known for thrilling performance as the new millennium dawned. Seeking to inject more excitement into their lineup, Toyota partnered with Yamaha to develop a high-revving engine for their Celica sports car. The result was the Toyota 2ZZ-GE, a 1.8-liter four-cylinder engine capable of producing 180hp effortlessly.
This excellent engine caught the attention of Lotus, who sought it for the second generation of their Exige sports car. The first-generation Exige used a Rover engine, which was adequate. However, the Toyota powerplant significantly elevated the Exige’s performance. Lotus engineers further refined the already capable Toyota engine, boosting power to 190hp. In the supercharged Exige S variant, power reached an impressive 243hp, propelling this lightweight sports car to astonishing speeds.
Rover 75 V8 & Koenigsegg CC8S: V8 Versatility
When Rover introduced a V8 engine into the stately Rover 75 saloon in 2004, it marked the company’s first eight-cylinder car since the V8 versions of the Rover SD1 ceased production in 1986.
Beyond the nearly two-decade gap, a key difference existed between these two flagship V8 Rovers. The SD1 utilized Rover’s own V8 engine – the legendary engine that also powered the Range Rover, among others. The Rover 75, however, adopted a similarly long-serving V8 engine, but this time from Ford.
The 4.6-liter Ford ‘Modular’ V8 had been used in various large, luxurious American Ford and Lincoln vehicles, such as the Ford Crown Victoria, Mercury Marquis, and Lincoln Town Car. As its name suggests, the Ford V8 was highly adaptable and tunable, capable of delivering a wide range of power outputs. In the Rover 75 V8, it produced a respectable 256bhp.
Around the same time, Swedish designer Christian von Koenigsegg was developing a hypercar and needed a robust powerplant. After considering Audi and Subaru engines, Koenigsegg turned to Ford and their famously adaptable ‘Modular’ V8. Unlike the Rover application, Koenigsegg’s version featured twin superchargers, resulting in an astounding 655hp, a 0-60 mph sprint time of 3.5 seconds, and a top speed of 240 mph.
The Rover 75 is a relatively common classic car, and Lancaster is proud to offer classic vehicle insurance for it and many others.
McLaren F1 & VW Corrado: Wing Mirror Mashup
This is a particularly delightful pairing. The agile and engaging VW Corrado is a beloved sports coupe of the 1990s, making it a fitting source for parts used in one of the most revered supercars of all time: the McLaren F1.
Beautifully engineered and exceptionally fast, the McLaren F1 broke numerous world records in the 1990s and remains the fastest naturally aspirated production car ever built. Only 106 F1s were produced, enhancing its exclusivity and legendary status.
The F1’s development took four years and involved brilliant minds to create this technological masterpiece. However, budget constraints meant that non-essential components were sourced from other vehicles. Besides the VW Corrado’s wing mirrors, the F1 also famously incorporated tail lights from a Dutch-built Bova Futura coach.
Panther De Ville & Austin Maxi: Door Diplomacy
The opulent and retro Panther De Ville famously cost more than a Rolls-Royce Silver Shadow when it debuted in 1974. This grand luxury car was inspired by the Bugatti Royale, a late 1920s luxury car so exclusive that only seven examples were ever produced. The De Ville was designed as a modern luxury performance car with a distinct vintage aesthetic.
Ultimately, the De Ville achieved near-Royale levels of exclusivity, with only 60 produced between 1974 and 1985. Notable owners included singer Elton John and actor Oliver Reed.
It’s unlikely Panther informed their affluent clientele that the lavishly appointed De Ville sourced its doors from the 1970s British staple, the Austin Maxi (and the BMC ADO17 ‘Landcrab’ before it).
Audi TT & VW Touran: Chassis Cousins
It’s hard to imagine two more disparate vehicles than Audi’s compact, sporty, and stylish TT and Volkswagen’s practical, boxy Touran people carrier. Yet, these two seemingly unrelated cars share the exact same chassis.
Audi became a wholly-owned VW subsidiary in 1966, and platform sharing between the two German automakers dates back to the early 1970s, when the Audi 50 and first-generation VW Polo hatchbacks were built on the same platform.
The second-generation Audi TT, launched in 2006, was built on the VW Group’s versatile Group A platform, specifically the fifth generation. This platform was shared with the first-generation Touran MPV, as well as the second-generation Seat Leon, two generations of the VW Golf, and other mid-size vehicles within the VW Group. This makes the sleek TT and the utilitarian Touran unlikely platform-sharing partners.
Both the TT and Touran are also approaching the age where they qualify for classic car insurance.
Triumph Acclaim & Honda Ballade: Badge Engineering at its Peak
Including the Triumph Acclaim and Honda Ballade might seem like bending the rules, as they were essentially the same car with different badges rather than just sharing a few components. However, subtle differences distinguish the Triumph Acclaim and Honda Ballade as separate entities.
By the late 1970s, British Leyland’s mid-size offerings, like the Morris Marina and Austin Maxi, were aging. Their replacements – the Austin Maestro and Montego – were still in development. British Leyland needed a stopgap model, which came in the form of the Acclaim, a front-wheel-drive saloon already produced by Honda for the Japanese market as the Ballade. The Acclaim used a Honda engine and was manufactured in the UK under license from Honda.
The differences were minor but present. The Acclaim featured the Triumph badge on its grille, proudly marking it as the last model to bear the Triumph name. It also had twin carburetors compared to the Ballade’s single carburetor, and its mirrors were positioned on the front doors, rather than halfway down the bonnet in the Japanese style of the time.
Finally, the Acclaim’s interior was slightly more luxurious than its Honda counterpart. These subtle distinctions, along with its unique status as the final Triumph production car, have helped the Acclaim gain a dedicated cult following. Any Triumph Acclaims still on the road or garaged today deserve the protection of classic car insurance.
Classic Car Insurance from Lancaster
The cars highlighted above represent a small selection of the vast array of vehicles for which Lancaster proudly provides classic car insurance. Benefits of insuring through Lancaster include car club member discounts of up to 25% and coverage for static shows and historic rallies. Lancaster also offers a two-year agreed valuation option.
Contact Lancaster today for a classic car insurance quote.
Policy benefits, features, and discounts may vary between insurance schemes or cover selected and are subject to underwriting criteria. Information contained within this article is accurate at the time of publishing but may be subject to change.
