All language subtitles for fico-tgtwcithotw.hi

Hello! And you've joined me in the
glorious, sumptuous town of Whitby

for what is normally
a festival of noise, speed, power

and tortured metaphors.

This year, though, things are likely
to be a little more dreary,

for reasons that will become clear in
three, two, one. Now.

Hello! I'm here with this thing that
appears to have risen

from the depths of Whitby Harbour,

because we're going to attempt
to answer a very important question.

What is the worst car
in the history of the world?

And obviously, I couldn't let him do it
by himself because he'd get it wrong.

Why would I get it wrong?

Because you're obsessed with things
that don't matter.

No, I'm not.

Yes, you are.

- I'm not.
- You are.

Look, I said you could only appear
in my programme

provided you promised that
you wouldn't argue with me all the time.

I promised not to argue with you
if you were reasonable in my programme.

James, you're arguing now
and we haven't even got to the titles.

Yes, we have.

(THEME MUSIC PLAYING)

This is very nasty.

It's a FSO Polonez.

Built by communists out of steel so thin

you could use it as a net curtain.

It is as reliable and as long lasting
as a pensioner's erection.

JEREMY CLARKSON:
A point it made moments later.

Completely stopped.

With absolutely nothing working at all.

(RATTLING)

Open!

Ah.

There's your problem.

Sparky bits.

Insulated.

Ahh! Bloody hell, that's hot.

- (ENGINE SPUTTERING)
- A-ha!

(ENGINE REVVING)

Let me talk you through some
of the equipment that is provided

as standard on this,
the luxury CE model.

It has a heated rear window.

Um...

Uh...

Oh! I've found another feature,
air-conditioning.

Apparently,

the intermittent Fiat engine in this
has 1.5 litres,

which begs the question,
1.5 litres of what?

Cheese? Wallpaper paste?
Marbles? Earwigs?

(ENGINE SPUTTERS)

JEREMY: Sadly, I wasn't able
to test out the performance

because the Polonez had
another little treat up its sleeve.

(CLICKS)

No, and it's broken down again.

There that's...

Okay, just count to 10, Jeremy,
count to 10.

(SOFTLY) Seven, eight, nine, ten.

(SHOUTING) You useless piece of...

Of course, history has served up
many cars that drove as badly as this,

but few looked quite so terrible.

Amazingly, it was styled by Giugiaro,

the man who gave us the original
Volkswagen Scirocco,

the Lotus Esprit, the BMW M1,

and countless other
breathtakingly beautiful cars.

I can only assume that here

he was experimenting with the idea
of trying to design a car

after consuming four litres of absinthe.

(IMITATES AS DRUNK)
All right, I've got it now.

Jeremy Clarkson is, unusually,
quite correct.

The Polonez is a truly dreadful car.

However, I have found something
literally even worse.

(INDIAN SONG PLAYING)

This is the Mahindra Cj540 Jeep.

And like the FSO, it, too,
is made from hand-me-down bits.

But they're much worse bits.

(SITAR MUSIC PLAYING)

It started life as Willys Jeep,

the thing that American servicemen used
to distribute chocolates and nylons

all around the European theatre
in World War II.

When the war was over,
the Indians decided

they would keep on making it,
but with a few alterations.

Firstly, they ruined the suspension

by taking it off and replacing it
with some old road drills.

And then, in order to accommodate

the second-hand Peugeot diesel engine
they'd been given,

they had to raise the bonnet line.

That spoiled its good square-jawed,
war-winning looks.

Now it just looks as if it's been given
a massive wedgie.

It's so woeful on so many levels,
this thing.

But the steering...

I don't know what means are used
to connect this wheel

to the wheels at the front,
and it's loose!

Look! It's gonna fall off.

That's if I don't fall out.

You could, of course, argue that
this is a comedy car,

that you're driving it ironically.

But it's not a joke, you see,
because jokes are funny.

And this isn't funny. This is...

And if Jeremy thinks that FSO is slow,
he is being delusional.

A point I shall now demonstrate

with the traditional Top Gear
quarter-mile drag race.

(ENGINE REVVING)

2.1 litres, 62 horsepower.

Three, two, one.

(GRUNTS) Oh, no!

Jeremy's lost his knob.

(LAUGHS) No.

It's neck-and-neck!

I'm growing a beard.

(CARS APPROACHING)

It's a photo finish!

JEREMY: And the photo showed nothing
between their rubbishness.

Both these cars are very horrid.

But strangely,
neither is the worst car in the world

and here's why.

History, of course, is littered with
thousands of extremely nasty cars.

The Lada Samara springs
immediately to mind.

And what was that thing that you
drove once, the Hyundai...

Yes, the three-cylinder Accident diesel.

JEREMY: That was very poor.

The thing is, though, all the cars
we're talking about here,

and the Jeep thing and the FSO,

they're all cheap,
and cheap is a good thing.

Yes, and that's the point
we're here to make.

Here, in the glorious surroundings
of Yorkshire,

we're going to look for a car
that is terrible but not cheap.

Yeah, and made by a manufacturer
that should have known better.

Yes, and when we find it, which we will,

we've got a plan for what to do with it.

Yeah, it is a brilliant plan,

and if you want, you can fast-forward
to the end and find out what it is.

But of course if you do that
you'd miss this.

(TYRES SCREECHING)

(ENGINE ROARING)

JEREMY: The brand-new
Ferrari 458 Spider.

A car that both James and I agree
is the best mid-engine supercar ever.

(ENGINE ROARING)

When you take the roof off a car,
obviously it loses a bit of rigidity.

And it gets heavier because they have
to put more stiffening in.

Everybody always says that.
Can you tell the difference?

- Let me just be exuberant for a moment.
- Be exuberant for a moment.

- No.
- Good.

Okay, so there's no downside,
but the upside is,

you can hear more of that.

(ENGINE ROARING)

- And it's sort of more theatre.
- Yeah, absolutely.

(TYRES SCREECHING)

In a Ferrari, everything

from the shape
to the sensation of really tiny things,

like touching those paddles,

is somehow slightly better defined
than it is anywhere else.

And it has more tactile meaning,
do you know what I mean?

Stop talking.
I want to listen to the noise.

(ENGINE ROARING)

It's a performance artwork.

It's like music and dance.
That is what it's like, I think.

That's why it's so much better than
something like the Mercedes SLS.

And it's funny I should
mention that, actually.

What?

That's why this is
so much better than an SLS.

You have long argued that
that car is better than this.

It is.

JAMES: You've just been waxing about
this car and how wonderful it is.

No, no, no, no, no.

As a car, the Mercedes is better
for going to the shops for milk

on a wet November evening.

Trust me, that is a better car.

JEREMY: It's got a boot at the back,
the engine's at the front.

It's less showy, it's a better car.

Less showy?

(ENGINE ROARING)

- Overtake it.
- It's not possible.

He's got more brake horsepower
than I have.

One.

- What?
- One.

One what?

- He's got one more brake horsepower.
- There you are, it's more.

Right, neatly through the chicane.
Beans.

- Now I'm stuck.
- You lifted off.

I didn't!

- This is fraudulent. You're cheating.
- (LAUGHS)

JAMES: Unsurprisingly,
after just five laps,

the SLS tyres gave in.

(CAMERA CLICKING)

And it was relegated to the pits.

That's a perfect demonstration
of what's wrong with it, you see.

One hundred extra pound feet of torque,
and all it does is destroy the tyres.

JEREMY: I like a car that eats itself.

- JAMES: No, you don't.
- I do! It's savagery.

What does that extra
one hundred pound feet of torque do?

Other than send you
to a tyre depot. Sooner.

- It's not funny.
- It is funny. (LAUGHS)

JAM ES: What this has proved then

is that with the 458,
Ferrari knows what it's doing.

And has done for the last 65 years.

(OPERA MUSIC PLAYING)

The Ferrari back catalogue
is a cocktail of perfection.

A symphony of intelligence, flair,

technical innovation and art.

So, what were they thinking of when,

in 1980, they came up with the Mondial.

This is Lennon and McCartney's Egg Man.

(WHISPERS) Rubbish.

Six thousand people

bought one of these, assuming,
reasonably enough,

that it would be terrific.

It's a Ferrari, it has styling
by Pininfarina, a V8 engine.

All the things
that make a Ferrari great.

But...

It's slower than a Golf GTI.

And it doesn't handle as well.

Who did they have in mind
when they designed the seating position?

I mean, I have reasonably long legs,

but not exceptionally so.

If I put the seat in the right position,

the steering wheel is pretty much
sawing my testicles off.

JAMES: And things are even worse
in the back.

The rear seats look as though
they were designed for somebody

with no body below the pelvis.

If you're one of those brave people
who thinks

"I'm not going to buy
a small family hatchback,

"I'm gonna buy a cheap Ferrari."

You'd probably end up with one of these.

And you would be bitterly disappointed.

James, do you mind if I ask you
a rhetorical question?

Mmm-hmm. Carry on.

Is there anything else wrong
with the Mondial that you can think of?

No, I think I've covered
pretty much everything.

- Really?
- Mmm.

Oh, no! There was one of...

Actually, if you stick
your head down there...

- Yes.
- ...I can demonstrate it to you.

- Yeah.
- (ENGINE WHIRRING)

(WHOOPING)

So, what it's doing is, it's feeding
the petrol from the fuel tank

directly back into the earth again,
without going through the engine.

Yes, it doesn't bother with any of that
pesky internal combustion nonsense

that other cars do.

Here, end it.

JEREMY: However; it was by no means

the worst catastrophe
in Ferrari's history

because if that was
Lennon and McCartney's Egg Man,

this is Chuck Berry's Ding A Ling.

(ENGINE ROARING)

Built to celebrate
Ferrari's 50th anniversary,

it was launched in 1995,

48 years
after the company was founded.

The idea was very simple.

Ferrari wanted to make
an everyday Formula 1 car,

so that 349 of their
better-off customers

could experience on the road

what Jean Alesi and Gerhard Berger

were experiencing back then
on the track.

JEREMY: Of course, some changes
had to be made to the F1 engine

before it would work in, say,
traffic or on a roundabout

or in a garage or on a motorway.

Or in fact anywhere
it might actually be used.

(ENGINE ROARING)

So the V12 in this
shows almost nothing in common

with an F1 V12.

This one only revs to 8,500.

It's a 4.7, so it's bigger.

And while it makes a lot of noise,

it's not really the sound
you get from an F1 car, is it?

Whoops$!

JEREMY: The only really
Formula 1-ey thing about it

is that it's a stress member,
it's a part of the chassis.

It's bolted directly to the tub.

Which means, of course, it's bolted
directly to the driver's spine.

And that means he gets to feel
every single one of the vibrations.

JEREMY: There was a weight issue, too.

Formula 1 cars do not need
head lamps or indicators,

or even a sodding great battery.

This did.

And nor do Formula 1 cars
have to meet noise regulations.

And what's more, F1 cars don't need
rubber in their suspension bushes

to protect the occupants from shattering

every time the car goes over an amoeba.

It's nothing like a Formula 1 car.

And nor is it anything like a car
you'd want to drive.

Or look at.

JEREMY: What is was,
was a big expensive mongrel.

Obviously, as cars, the Ferraris
are nowhere near as bad as the

Mahindra and the FSO.

But, when you consider what they cost,

and what you were expecting,

actually, they're worse.

JAMES: Mind you,
when it comes to disappointments

it's hard to beat the BMW X3.

It's supposed to be a more
compact version of the X5 4x4.

But it's a bit like going out
with a two-thirds-scale Dolly Parton

and expecting her to be just as
comfortable to rest your head on.

The ride is not very good.

It's not particularly good off-road,

and it's not very spacious.

But more to the point,
the proportions are all wrong.

It looks like what happens when somebody
takes a very well-known car shape

and tries to use it
as the basis of a novelty telephone.

JAMES: If this had been
built by Hyundai or Kia,

then you wouldn't worry.

But it wasn't built by Hyundai or Kia

It was built by the same company,
at the same time,

and by the same people who built this.

This, of course, is an M3,
a limited edition M3.

£1,000 more than the standard car.

And for that you get
£4,000 worth of extras.

So you're paying £1,000 extra

and you're getting 4,000 quid's
worth of stuff you don't want,

in a car that's already
gone out of production.

Yes, it is, though, mechanically
the same as the standard car.

Which means it is

pretty much perfect.

It's really civilised and quiet,
and normal and brilliant,

and then you can drive it
like a complete hooligan.

In almost every other performance car
you drive these days,

the noise you hear is the exhaust.

- Yeah.
- Listen to this.

(ROARING)

JEREMY: That noise is coming
from the front, that's induction noise.

Yeah, it is. The noise of an engine
working, which is quite nice.

JEREMY: Why don't I have
one of these cars?

- I mean, in the past you couldn't...
- No, no, no, no, no.

...because they were COT cars.

- Top of the COT, actually.
- They were. They were top of the COT.

Every time you saw an M3

you saw somebody you would never
have round for dinner driving it.

But they've all now sort of migrated,
I think to Audis.

You can bring
anything you like to the party,

this will eat it, burp,
and be on its way.

JEREMY: BMW are making
many great cars at the moment.

All of which make the X3
look like a village idiot

in a family of geniuses.

(BAND PLAYING)

Then we get to the question of America.

This is a country
that has been to the Moon.

It gave the world the IP00'.

It broke the sound barrier,

and runs a fleet of nuclear-powered
33-knot airports.

This is a country that can post a
cruise missile through your letterbox

from 6,000 miles away.

So you would expect it to be the home
of the greatest cars on the planet.

It isn't though.

There's the AMC Pacer,

the Chevrolet Corvair,

the Chevy Vega,

the Cadillac Cimarron,

The Pontiac Aztek.

the Ford Pinto. And of course,

the Thunderbird.

And then, we have these two.

On your left,
the Lincoln Continental Mark IV,

and on your right,
the Buick LeSabre Custom.

Both were designed to give
the discerning American customer

an unrivalled blend of craftsmanship,
power and luxury.

JAMES: And here we have
a modern European equivalent.

The BMW M5.

It is, of course, a lot more expensive.

This one is around £85,000.

But, there's a very
good reason for that,

as we shall now demonstrate.

- Well, not us.
- No, obviously not us.

No, we've entrusted the job
to someone very special.

We dragged him all the way up here

to the carpark
of Darlington football club.

Ladies and gentlemen, please welcome...

(CLEARS THROAT)
The Stig's Yorkshire cousin!

(MELANCHOLY MUSIC PLAYING)

The Stig is going to demonstrate
the superiority of the BMW in...

A auto test.

(ENGINE REVVING)

JEREMY: So, here goes T'Stig
on one timed lap.

One, go.

JEREMY: He's spinning away
all of the Beemer's 560 horsepower

burning into the
Darlington Football Club carpark there.

First obstacle,
okay, it's the doughnut box.

T'Stig making use of the BMW's
brilliant 50-50 weight distribution,

and now two almost perfect doughnuts.

He's slowed down!

How's he doing that?

He sped up again, and he's out!

T'Stig now exiting the box
heading back down the car park

to the double left-right chicanes.

How's he doing there?

He's turning the wheel
one way then the other,

and now he's going
round a corner very fast.

Smoke coming off the back of the tyres

and he goes round some tyres.

And soon, he'll be driving
into an imaginary garage

made out of green cones.

You just watch this.

There it is!

Right, he stops
by pressing the brake pedal.

Now he puts it in reverse
ready for the j-turn.

Reverse as fast as you can,
flick the wheel,

jam on the brake,
front will slide round.

The two-ton Beemer, there it goes!

And here he is now with...

He's slowed down again!

No, wait! He's...
Now he's back to full speed.

And that's a good thing.

All he's gotta do now
is get to the finish line.

And stop! Now!

One minute, 18.29.

And now, we have to try and beat that
in our American cars,

and bagsy l have the Lincoln.

Okay, I'm very happy with the
Buick LeSabre Custom.

How big's your engine?

5.7 litres.

Seven litre, V8 motor.

160 horsepower in the Buick.

It's 200 horsepower, okay?

How do they get so few horsepower
from a V8 motor?

I don't know.

But it isn't about power anyway, this.

This is about agility, precision.

(THUNDER RUMBLING)

JAMES: Fortunately for us,
the rain had come,

meaning our slides would be easier.

Three, two, one...

JAMES: And we're off.

JEREMY: Right, here he is.

Into the box for the doughnuts.

- Squeeze the brakes.
- (TYRES SCREECHING)

Ooh, he's locked up.

That's not a doughnut as such.

JAMES: And we're out
and we're ready for the slalom.

We'll get lots of power now.

JEREMY: James has
a Rolls-Royce Corniche

so he's used to the wallow and the roll.

Figure of eight.

Look at the angle that wheel achieves
when he's going round the corner.

That's beyond belief.

Beautiful.

JEREMY: So, j-turn.

Right, hold the thing,
foot ready, reverse...

That'll do.

This is really a shambolic display,

demonstrating that the car
must be terrible

'cause James is very good at this.

JAMES: A little bit of under-steer

as he heads for home,

to stop precisely in the box.

AUTOMATED VOICE:
Three minutes, 34.85 seconds.

JEREMY: With James having doubled
T'Stig's lap time,

I was feeling confident
in the USS Lincoln.

Massive wheel-spin.

Oh, look at that.

One of the big problems I have
is that I'm sitting

over 10 feet from the front of the car.

The bonnet itself is six feet,
six inches long.

Power!

No!

JAMES: Stalled.

In Europe, cars are built
to the nearest millimetre.

In America, it's to the nearest foot.

- Come on, you wazzock.
- Power!

JAMES: And he's out.

He's out and he's heading
for the slalom.

I'd stand back.

Now, lean in.

Whoa!

Lovely to watch.
Look at the way it just...

It's like a mountain goat the way it...

Oh, and he's lost a hubcap.

(TYRES SCREECHING)

Three-speed gearbox.

The Americans, of course,
terribly confused by the concept

of four or five.

Six is something
they don't understand at all.

Oh, my God.

Ah! I'm out of the road.

JAMES: Utter rubbish.

I think when they
were designing this car,

no one in any meeting
ever used the word "precision".

Into the box for the j-turn.

J-turn.

And brake flick.

Just a magnificent display
of agility, poise.

And now it's the home straight.

The sun is coming out
to celebrate a fine victory.

And...

Stop.

AUTOMATED VOICE:
In four minutes, 7.97 seconds.

Now, the thing is,
okay, this was the slowest

and therefore the worst,
the Lincoln Continental Mark IV.

So is this, do you think,
worthy of the special treatment

that we have lined up
at the end of the programme?

No. No, no, no. Think about it.

It's not really appropriate, is it?

Why?

It's American.

Oh, yes.

Let's move swiftly on to Lancia.

As we have said in the past

Lancia has made more truly great cars
over the years

than anyone else.

The Delta lntegrale.

The Gamma.

The Stratos.

The 037.

Etcetera, etcetera.

So, what are they up to now?

This is where Lancia's greatness
has led it.

It's a city car based on the Fiat 500,
but not quite as good.

So you have to ask, "What is the point?"

It's called the Ypsilon,
after a letter in the Greek alphabet

to make it sound intellectual.

But unfortunately,
they spoilt the effect

by giving it the facial expression
of a moron.

The only good thing about this,
I suppose, is that you can say,

"I have a Lancia",
unless you're in Britain,

because over here, for reasons
we don't really understand,

this is badged and sold as a Chrysler.

That's a bit like Montblanc
making a fabulous new pen

and then calling it "The BIC".

JEREMY: And so, from Lancia
to Alfa Romeo,

another car company whose history
is peppered with gold.

In the 1950 Formula 1 championship,

Alfa won all but one of the races.

And on the road they were the kings.

The Spider was the very embodiment
of European chic.

And then, there was the Alfa Sud
one of the best handling

front-wheel drive cars of all time.

Which brings us on to the GTV 6,

styled by Giugiaro when he wasn't
off his face on absinthe,

it was a glorious looking thing.

And it was propelled by an engine
of unparalleled creaminess

and zest.

I love this engine so much
that I actually bought a GTV 6

and that's why I'm qualified to tell you
that it's a genuine contender

for the worst car in the world.

First of all, it was a hatch back.

But you couldn't fold
the rear seats down

because they put the petrol tank
in the way.

And sadly, I can't show you that

because the boot release button
has broken.

This, however,
in the big scheme of things,

is nothing.

When I had a GTV 6,
I remember driving along one day,

50 miles an hour.

And the rod connecting
the gear lever at the front

with the gearbox which was at the back,

fell off and landed on the prop shaft.

Now, this made a noise,

similar I guess, to the sound
made by the Red Sea

when it was parted.

It also locked up the rear wheels,
causing a massive spin.

Um, other things,

you always had to put a broom handle

between the clutch pedal
and the driver's seat

to stop the clutch plates
welding together.

The driving position was suitable
only for an ape.

Oh, and the sunroof leaked.

In many ways then, it was like having

a moody, bad-tempered,
drunken girlfriend.

But, you would persevere

because she has the face of an angel,
the body of a supermodel,

and once in a while,
she'd let you get around...

Yes, thank you.

Uh, I agree.
The GTV is not without its faults.

But let's be honest,
it's highly unlikely

that the worst car in the world
is going to be Italian,

because even when they're not very good,
they're still somehow rather nice.

That brings us neatly onto the French.

(FLY BUZZING)

This is a Citroen Pluriel,
which is an convertible.

And to explain what's wrong with it

we need to start by looking
at a Mazda MX-5.

If you want to lower the roof on this
or indeed, any other convertible,

you simply push a button
and in a matter of seconds

a series of electric motors does the job
on your behalf.

Done.

Citroen, however, decided
that there was a better way.

I do know that somehow this whole panel

and this comes off.

Ow!

It just doesn't make any sense at all.

Here we go.

"The rear part of the movable floor
should be retracted."

How do you...

Why is it this complicated?

The rear tailgate should be open.

I know!

After literally 10 minutes,
I had to summon assistance

from a man in an anorak.

I see, right there.

Lift this... Ah! ...a few centimetres

"till it clicks in place,
pivot the cassette..."

First get a degree
in Mechanical Engineering.

(GRUNT5)

Jesus wept.

So there we are in just
(BREATHING HEAVILY)

22 minutes,

the Citroen has been converted

into a

fresh air machine.

And I think the weather
looks good for a while.

There is another problem
with this system.

The bits you've removed
won't fit in the car,

which means you have to go out
without them.

Now, that of course is fine
if you live in the Atacama Desert

where it never rains.

But, here in Whitby,

it does.

The only solution that I can think of

is to be followed everywhere you go
by a man in a van,

with your roof in the back.

This, of course,
is a very expensive solution.

Even the blithering idiot that
I've employed is costing me

£4,500 a year.

And he will also need
a clothing allowance

because when it does start to rain,

his favourite T-shirt will be ruined

before he's had a chance
to reassemble the car.

While he's doing this,
I shall talk you through

some of the other problems
with this hateful little car.

It takes 25 seconds to change gear.

It is the flobberiest convertible
I've driven

since the Saab 900.

And nothing on God's green earth
says, "I'm a clot",

better than a Citroen Pluriel.

Come on, I'm paying you £90 a week.

Hurry up.
I'm getting soggy trousers here.

It's very badly designed, sir.

JAMES: But for sheer idiocy,

the roof on this Citroen is nothing...

...compared with Saab's
Sensonic gearbox.

Here's how it works.

There is a gear stick like you find
in any normal, manual car.

But, there's no clutch pedal
because the clutch

is operated automatically
by the car's brain.

Now, the idea is
it's the best of both worlds.

You get the control and precision
of a manual gear change,

but the easy life convenience
of an automatic.

And if you're just,
sort of, driving about

as I am here,
then it works perfectly well.

However, it can be a bit problematic
under certain circumstances.

Ah-ha! A space.

And it is the one thing

that the driver of the Sensonic
Saab 900 fears the most.

It's the reverse, uphill
parallel parking manoeuvre.

And this is going to be a bit tricky.

Just to increase my chances,
I'll lower the roof.

I'm just watching James May park a car.

I suggest you all do the same.

It's always entertaining.

BOY: Oh, the roof's coming off.

JAMES: Now, here is the issue.

If this was a normal manual car,

I'd be able to reverse,
feeding the clutch very gently

and very subtly,
to go backwards into the space.

If it was an automatic,
I'd put it in reverse

and the torque converter would,
of course, make the car creep backwards.

In this, when I take my foot
off the brake,

it will simply roll away.

So, in reverse,

no clutch, remember?

Try and use the handbrake.

There we are going backwards,

but the instant
you lift your foot a bit,

the clutch disengages
and does that, you see?

You can't hold it
like you can with the normal clutch.

It isn't that sophisticated.

Right, now let's try
the parking manoeuvre.

Of course, nobody is watching this,
which makes it a lot easier.

- Are we struggling?
- No.

I'm explaining to everybody
the problem is that you can't park.

No, the problem...
Oh, I'll explain it to you later.

So, brake...

Are we going backwards?
I've got it, feather it a bit.

No, it's gonna go forwards,
no, it's gonna go backwards.

No, it's gonna go backwards.

This is quite good.
It's gonna go backwards.

And it's gonna go backwards.
No, it's rolling forward.

It's so difficult to do!

(CROWD EXCLAIMS)
(LAUGHS)

Wait for it.

So, try and give it a bit more revvage.

Then it... (CROWD EXCLAIMS)

That is exactly the problem
with the Sensonic Saab.

You cannot get it into
a parking space, can you?

And then when you let
your foot off the brake,

because it doesn't have
a creep function, it does that.

Is that parked?

CROWD: Yeah!

It's impossible.

JEREMY: It's true.
Saab's Sensonic gearbox was dreadful.

But I've just thought
of something worse.

I will admit that today's Porsche 977
is really not bad at all.

But things used to be different.

This is a 1977 91 Carrera RS.

And it was terrible

All cars can kill you,
but this one actively wanted to.

It had a full arsenal
of handling characteristics,

and though James disagrees,
all of them were fatal.

Come on, James, you have to admit,
911's are a bit tragic.

No, they're not tragic, Jeremy.

They are proper sports cars

for discerning enthusiasts
who know what they're talking about.

That's what they're supposed to be.

But they're just codpieces

for gentlemen whose sausages
have started to wilt.

Don't be... Look, we did agree
that we wouldn't let this degenerate

into a pointless slanging match.
Come on.

You can't expect me
to stand here like a bush

while you explain this is a good car.

JAMES: Well, it's not
the best 911, all right.

But it isn't that bad.

It's supposed to hark back
to "the iconic" 2.7 litre RS

from '73 and it doesn't.

What do you mean, "iconic"?

Well, that's what Porsche people do.

JAMES: I decided at this point
that the best way to get back at Jeremy

would be to sink to his level.

To do that I'd have to start with this.

This is a Ford Capri.

Now, most people
hanker after the German engine,

2.8 injection, but not me, no, no, no.

You want the early one,
the Essex engine, three-litre.

The Capri was to Europe,
what the Mustang was to America.

It meant that people
who had only hoped for a dreary saloon,

could now own an exotic two-door.

And for the same sort of money.

Proper job.

Suddenly, your saloon driver
got a proper array of instruments,

hip-hugging seats and a bonnet
that stretched to the horizon.

And this engine,

it has the honest,
no-nonsense muscularity

of a man who's spent 40 years
working in a foundry.

You ask the owner of this
to lend you a stepladder,

and he will.

No problem.

Mate.

The three-litre Capri
is one of those cars

that defined my youth.

Yes, we all had posters
of Italian exotics,

but the Capri we knew
was within reach.

It gave us hope.

Sadly, 20 years on,
all the hope had gone

and they built this.

The Escort Cosworth.

A car Jeremy loved so much
that he bought two of them

That's why I've arranged for him
to be otherwise occupied

so I can tell you that it's rubbish.

James, what is this?

First off, it wasn't really an Escort,
it was a Sierra

with a fake Escort body on it.

But never mind that.

The real problem is that it was
as rough as old boot.

The early cars were fitted with
an oversized turbo-charger

which made the power delivery

as crass and unsubtle
as the owner's chat-up lines.

So, Ford had a bit of a rethink
and fitted a smaller turbo-charger

which was a great idea.

But, that took the power down
from 227 horsepower

to 217.

Now that, of course,
meant it was slower.

And that defeated the point
because the sort of person

who owned an Escort Cossie

could only really talk
about how fast the Escort Cossie was.

It's just crass.

If you drove this past
the famous Top Gear cock-o-meter

the needle would just fly
right off the end of the scale.

James!

What I bet
he's failing to tell you in there,

is that car was styled by the same man
who did the Aston Martin DB9.

It's impossible to imagine
that Ford could do any worse than this.

But, in 2005,

they did.

(REVVING)

(MUFFLED SCREAMING)

The Ford GT.

Now, the original car, the GT40,
that was a true great,

a real working-class hero that whupped
the toffs' asses at Le Mans.

More important than the first
Labour Party victory, really.

But this later, "tribute band version",

this is not a great.

This is a chintzy, fatuous trinket

for sad fantasists.

Jeremy had one.

The original GT40 was actually
quite a petite car.

But this one, rather like
the people who bought it, to be honest,

has become slovenly
and a bit broad in the beam.

The result of that is you can't
really use it properly

on the sort of road
where it ought to be fun like this one

because it's just too wide.

Whenever I see people in one of these,
I always think,

"Get over it.

"That's not a GT40.
You're not Steve McQueen.

"You're not at Le Mans.

"This isn't the '60s.

"It's over. Let it drop. Please."

At this point Jeremy managed to escape

and had something to say.

This is a Rolls-Royce Phantom,

a car which demonstrates to the world

that Rolls knows more than anyone else
about the four pillars of luxury.

Space, light, comfort and quietness.

It is a superb piece of engineering.

However, in the past, things used to be
a little bit different.

This is a 1972 Rolls-Royce Corniche,

specifically, it's James May's
1972 Rolls-Royce Corniche.

You can tell it's his partly because
it's the slowest car I've ever driven,

partly because everything is absolutely

spotless.

Achoo! Sorry, James.

And partly because he's in the boot.

(GRUNTING)

Ci!

- Jeremy!
- (METALLIC THUDDING)

The reason he's in the boot
is so I can explain without interruption

why this is worthy of the treatment
we've lined up

for the worst car in the world.

Rolls-Royces used to be bought by people
you'd have round for dinner.

But, by the time this came along,
the clever money had been replaced

by a raft of television celebrities,

many of whom were called "Jimmy".

Jimmy Tarbuck.

Jimmy Davidson, and of course,
more recently,

Jimmy May.

(THUDS)
Ow!

JEREMY: There were
technical problems, too.

Hydraulics controlled
the rear suspension,

steering and the brakes.

So, if there was one small problem,
the whole car stopped working.

And of course, everything was handmade,
so replacement parts

never quite fitted properly.

Mercedes Benz invented the car.

And ever since,
has made magnificent cars.

This is a 280SL Pagoda, magnificent.

This is a 450SLC.

It's magnificent.

But not all their cars
have been magnificent.

Not at all.

As I speak,

Jeremy is out there in a 6.2-litre
AMG C63 black.

Unfortunately, you can't hear
what he has to say about it

because I've disconnected
his microphone.

(INAUDIBLE)

However, I can give you
a pretty good idea.

I would imagine

that he's currently talking
about the enormity

of the differential.

But neglecting to tell you
that it takes 15 minutes to warm up,

it's so Victorian. So,

until then, you can't turn left
or right at junctions.

I would imagine just then as he was
going around and around

in a cloud of smoke,
he would have been talking about

how much torque the engine develops.

(INAUDIBLE)

And I can tell you how much it is.
It's too much.

That's why, out on this track,
a set of tyres last for just 25 miles.

What a colossal knuckle-draggers' car.

And that isn't the worst AMG Mercedes.

Oh, (CHUCKLES) no.

Come with me.

This is the Mercedes SLS,
a stupid car.

(TYRES SCREECHING)

This is the Mercedes SLS,
it's a stupid car,

an ostentatious vulgarity for people
wracked with self-doubt.

Though it has a 583 horsepower V8,

which of course, is a marvellous thing,
nothing wrong with power.

But power is only good...

Power is only good
if you can actually use it.

And in this car, the engine is merely
a very elaborate way

of ridding the world of pesky tyres.

I hardly touched it.

What sort of a moron would buy a car

as dreadful, as dreary, as a Fiat Panda.

You'd have to be a woolly-headed oaf
with a wardrobe full of

stupid stripy jumpers and idiotic
floral shirts,

and at night you drone on and on
in front of your friends about

gravity and maths and steam locomotives.

And then you'd explain that
pencil sharpeners are interesting.

Hang on a minute.

James! There's been a bit
of an accident with your car.

JEREMY: At this point
we decided to call a truce

and stop simply insulting
each other's cars.

So we found a local golf course

and had a debate about which car
would be most fitting

for our special treatment.

Not bad.

Have we talked about Fiat?

Doblo.

But I think the Doblo's good.

Oh, come on.

- No, but I know...
- It's as good as your jumper.

But the Doblo isn't bad, isn't it?
It looks quite amusing.

- It is bad, it's shocking...
- No, I'm not giving you the Doblo.

- You're not having that for sure.
- Is it still me?

Yes.

Can I tell you something I've never
ever owned up to you before?

But we all know, Jeremy
don't worry about it.

I've never ever...

I've never driven a Seat.

I have.

Are they rubbish?

Well, they're dull.

You know, they're just like cheap VW's.

Could we include some of those old
British marques?

What about...

- Wolseley Hornet.
- Exactly, Triumph Mayflower.

The Austin Healey 3000,

which everybody thinks is wonderful,
but it's terrible.

MG RV8.

That was a hopeless, hopeless car,

- fitted with a massive engine...
- And looked terrible.

It's in the woods.

Oh, James!

- What?
- James?

- What?
- May!

- What?
- Rolls-Royce Camargue.

No, I love it.

What?

- They were great, rode really well...
- They weren't great, they were shocking.

Hurry up and hit your ball.

What about the Vauxhall Vectra?

No.

I would rather have double pneumonia

than a Vectra.

What's the score?

- About equal.
- Yeah.

Well, we haven't really talked
about the Japanese.

Hang on.

I mean, the Japanese have made
a lot of dull cars, but...

Right. Suzuki X90.

Oh, very good. Very good.

The one that looks exactly
the same going backwards...

Yes, and had a bit taken out the middle.

That's not bad.

What about Toyota?

I mean, what about the Corolla?
That's...

But it's not bad car, is it?
It's just boring.

Yeah, boring. But, I tell you what.

Toyota gives me an idea.

JEREMY: This is a Lexus LFA.

A car I've looked forward to driving
for about 12 years.

So, is it disappointing?

No, not even a little bit.

How would you describe this?

Well, it's tricky 'cause it's too wide
to be a sports car,

it's too sort of raw to be a GT car.

And the engine's in the front.

So it isn't a supercar.

The only thing it does remind me of
a bit is the Ferrari,

the GTO, the 599 GTO.

- What? Kato?
- Kato, yeah.

JEREMY: They're both front engines.

They both sort of road-going racers.

And they both cost about £340,000.

Although, the difference is,
this isn't trying to kill us.

- (CLARKSON LAUGHS)
- With its car kung fu.

No, the Ferrari is more mental
than this, more powerful than this.

Driving one of those is like being
machine gunned.

I mean, it's just starting now
to spit with rain.

If I was in a GTO,
some poo would be coming out.

But in this...

More would be coming out of me,
in fairness.

This is just brilliant.

JEREMY: You certainly don't want to get
the LFA in a game of top trumps.

The 4.8 litre V70 produces just
552 horsepower.

Over a hundred less than the 599 GTO.

It does 0-60 in a yawning 3.7 seconds.

And the top speed is only just
on the right side of 200.

It isn't even particularly striking
to look at.

And yet...

You know they took nine years
to design and develop this car.

Nine years!

JAMES: You know, it was actually ready
after five years.

It was ready to go into production
and they suddenly said,

"No, hang on, we don't want to
make it out of aluminium,

"we want to make it out of carbon
fibre." And then they started again.

They did, they went back to the
drawing board.

Then there were endless laps
at the Nurburgring.

Quite a mistake.

There were endless tiny adjustments
to the steering,

and the brakes and the exhaust,
until it was

absolutely perfect.

It actually feels like you're sitting
inside a machine.

Lexus normally do everything they can

to disguise that their cars
are machines.

But in this, they are acknowledging,
celebrating,

that you're being propelled by bits
of metal flying around.

You know what this car feels like?

A racing car.

It really does.

And sounds like one.

Oh!

It's bloody brilliant.

JEREMY: It is a beautiful piece
of engineering, this.

It has a single clutch, paddle shift
gear box

because that gives a better
mechanical feel

than a trendy double clutch system.

And it has a transaxle,
for better weight distribution.

I'll tell you what this is,
it's is an intelligent car

made by intelligent people.

It's actually highbrow.

JEREMY: The trouble is there's one other
highbrow Japanese car on the market.

The Nissan GTR.

How much is one of those?

About 70,000.

And how much was this again?

340,000.

Right.

JEREMY: That really was the only bit
of lunacy with the LFA.

The price.

So, let's have a look now at a Toyota

that doesn't cost quite so much.

The brand new GT 86.

On paper it doesn't sound
very exciting at all.

It has a two-litre engine which
produces less than 200 horsepower.

And as a result, it has a top speed
from the 1980s

and the 0-60 time of a not particularly
dramatic animal.

So, it's not very fast and it doesn't
look very exciting either.

But do not be fooled by appearances

or the lowly £25,000 price tag

because this is one of the best cars

I have driven in ages.

The engine may be small
but it's a Subaru boxer unit.

So the centre of gravity is very low.

There's a proper snicky,

six-speed manual gearbox.

And joy of joys,
drive goes to the back.

And I haven't got to the master
stroke yet.

In recent years, car manufacturers
have been obsessed with grip.

How fast a car can go round a corner.

And that of course means fitting
low profile fat tyres.

With this though, Toyota have done
the exact opposite.

It is fitted with tyres from a Prius.

Skinny, ecological, not grippy at all.

And the results are dramatic.

Okay, turn in.

And immediately the back is sliding.

And you have all the lock in the world,

just enough power, to hold the slide
for as long as you like.

Or, until the tyres burst, anyway.

This is just fantastic.

(LAUGHING)

You can be Ken Block on every single
roundabout.

You can break traction without ever
breaking the speed limit.

I'm doing this at 20 miles an hour.

That would be legal
in a residential zone.

Probably.

Plainly then, this £25,000 Toyota

was designed by enthusiasts
for enthusiasts.

So, what on earth were they
thinking of

when they built this.

This is a Lexus SC 430.

Hideous, isn't it?

For inspiration, the stylists from
Japan and Europe

went to the Cote d'Azur to study the
architecture, the lifestyle

and the harbours.

Ah, well, that's what they told their
bosses they'd done.

So you're suggesting they went
on a holiday.

Well...

- (GROANS)
- Yes, certainly.

"We could go to south of France
and study things," Yeah, right.

They haven't drunk any beer
or wine at all.

They claim the 430 looks like
a south of France yacht.

But I'm not so sure.

One thing's for sure,
it is a lot more Buick Riviera,

than it is French Riviera.

Under the bonnet there's a 4.3 litre V8
which developed 300 horsepower.

That's about half what it needs.

Well, interestingly, the electric roof
takes 25 seconds to fold away.

Which is about twice as long
as it should.

Do you know they made the roof
out of aluminium to save weight?

Yeah, but why did they do that and then
put this wood in it,

because that's not light, is it?

No, no, it gets worse, watch.

Mmm...
More wood is on its way!

- What sort of wood is that?
- They claim it's maple.

- Is it?
- Is it?

JEREMY: Of course, you might forgive
all this stuff if it was nice to drive.

But it wasn't.

This half-timbered steering wheel

is about as communicative as
a half-timbered cottage.

You have no idea what the
front wheels are doing.

Yeah, but never mind that.
Have you felt the ride?

The ride in this thing
is absolutely diabolical.

This isn't a particularly bad road.

No, and look at us. We're bouncing
around all over the place.

Lexus trying to build a luxury
sports cruiser

in the mould of the Mercedes SL

is like us two designing a golf bat.

It just wouldn't be any good.

JAMES: There's only one word to describe

the sort of person who
would buy this car.

An American

Mmm...
More specifically an elderly American.

Because this was the last car ever made

to be fitted as standard
with a cassette player.

- Was it really?
- Hmm.

I didn't know that but I'm glad I do.

Says it all.

JAMES: This then is definitely
a contender for our special treatment.

This 35-year-old Peugeot
however, isn't.

This is a great Peugeot.

The 504 Estate.

It was built to conquer Africa.

It was as rugged and as dependable
as a Maasai warrior.

It was also quite a bit more practical
than a Maasai warrior,

so it conquered quite a bit
of urban Europe as well.

Later Peugeot stopped making
cars for Africa and came up with this.

A car for the complex at Croft.

I remember thinking back
in the late '70s

there would never be a hot hatchback
as good as a Golf GTI.

This was, though.

The expression "joie de vivre",
you're probably familiar with it.

It's French for Peugeot 205 GTI.

So if you were buying a Peugeot
you would expect

a blend of these qualities.

Toughness, ruggedness,
forged on the anvil of Africa.

And peppy, puppy dog enthusiasm.

But, no.

Today's Peugeots are a sea
of awfulness.

And rising to the top of this
cesspit of utter woefulness is this.

The Peugeot 308.

- Diesel.
- Diesel.

Let's unpack this pile of peu de chien,
actually.

We'll start with its face.

Because admittedly,
this isn't the biggest gob

we've seen on a Peugeot in recent years.

But it isn't small enough.

And it's like one of those
local councillor's faces.

Do you know what I mean?
Promising a lot, but delivering nothing.

The ride, for example, okay. It's quite
firm in an un-French sort of way,

and yet it handles like a
big bag of damp laundry.

It feels all weighty and turgid.

The controls feel turgid.

- But, James, if I may?
- You may.

The modern day Peugeot does provide
a valuable public service.

How does it?

Because in the '70s,
all bad drivers had Volvos.

So you saw a Volvo, you knew

it was being driven by someone
who couldn't drive very well.

And just because it was in the left lane
indicating left

didn't necessarily mean it was actually
going to turn left.

- Yes.
- Then Volvo started making good cars.

So the bad drivers migrated to Rover.

Then Rover went bust, so the people
who were buying Rovers

- are now in Peugeots.
- Yes.

So actually, they're quite useful.

I was teaching my daughter
to drive the other day.

And she went, "Now mirrors..."
I said, "Never mind

"mirror signal manoeuvre.

"The first thing you have to know
as a new driver is,

"see a Peugeot,
just cover the brake pedal."

JEREMY: We asked Yorkshire Stig
to test it for us.

And this was his response.

This car, then,
meets all of our criteria

for the title of
Worst Car in the World.

It's not very nice to drive,
it's not very nice to look at.

It doesn't appear to be very well made.

It's no cheaper than its vastly
superior rivals.

It's not very comfortable,
nor is it very fast.

It's made by a manufacturer that really
should know better.

It's lazy, it's slovenly,
it's unimaginative and we hate it.

But, James, do we hate it as much as
we hate this filthy, filthy Lexus?

Well, that's a slightly
ridiculous question.

It's like asking me which of your legs
I hate the most,

the left one or the right one.

We have to make our minds up.

JEREMY: Only one thing was for sure.

One of these cars was going to get
our special treatment.

So we're agreed.

Yes.

We're prepared to name
the worst car in the world ever.

The worst car in the world,
all things considered, ever, yes.

The car that we're going to...

- Yes.
- Yeah.

JEREMY: This then is what we think

is the worst car, all things considered,
of all time.

The Lexus SC 430.

And what we're going to do
is very simple.

We are going to give it to someone
who we think

will appreciate it very much.

That's right, we're on our way
to his house right now.

JEREMY: (WHISPERING)
This is it, isn't it?

(WHISPERING) That's the... That's it.

Shh!

Wait for it.

That'll stop burglars.

(BOTH SNICKERING)

JAMES: just go very gently over
the gravely drive.

JAMES: Shh!
Don't no big throttle.

Now just gently, gently.

(WHISPERING)
No, we don't want to wake him up.

He's going to love it.

I think he's going to love it,
just stop there, stop.

JAMES: Off, off, off, off.

- Don't slam the door.
- Shh.

So...

Who would live in a house like this?

Let's... Let's examine the evidence.

Well, we've got electric gates.

No...
(CLEARS THROAT)

- Hideous French-style water feature.
- Yes.

And a pillared porch.

Absolutely, and there's more
evidence still.

We know we're looking at a wealthy man.

- Definitely.
- But...

The American flag.

And over there unless I'm
very much mistaken,

that's a Ford Mustang.

Hang on, hang on. Look at these.

These are like...

These are like lions but somebody
has carved their own face in them.

Who on earth would carve their own face
into a stone lion?

(BOTH GIGGLING)

Plainly, somebody with incredibly
small feet.

(BOTH LAUGHING)
Look at that.

It's a size 5.
(BOTH LAUGHING)

And that's the biggest one there.
(BOTH LAUGHING)

Look, to be brutally honest, it's time
we put you out of your misery.

JAMES: Shh.

The person to whom we have bequeathed

the worst car in the world,
all things considered,

his name appears on,

the V5 document for the Lexus SC 430.

And here it is...

It's Mr Richard Hammond.

(BOTH GIGGLING)

Now listen, you pop that through
the letterbox, okay?

All right, okay.

'Cause all that remains for us to do now

is take away his Ford Mustang
in part exchange.

Have you got the key?

It's a '60s Ford,
you can start it with a teaspoon.

Get to work.

(CAR ENGINE STARTS)

- Aha!
- Excellent!

Thank you for watching.

- Yes, goodbye.
- Good bye.