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May 2018 £4.90


WORLD’S SEXIEST ROADSTERS Riviera style meets race-car pace in ’50s glamour showdown

Koenig’s 600bhp Ferrari Frazer Nash TT Replica Rallying’s wildest cars Driving a twin-turbo BB Epic ‘Chain Gang’ rebuild Group B stars on stage


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THIS MONTH May 2018 • Volume 37 No 2 • On sale 5 April



NEWS Editorial The gallery Amelia Island 2018 News Your events Sport Lost & found

10 12 14 16 21 26 30

COMMENT Mick Walsh From the cockpit Simon Taylor Full throttle Martin Buckley Backfire Letters Subscribe! 08448 488835

37 39 41 43 46

REVIEWS Motoring art Books Models Automobilia Classic shrines Next month

48 51 55 57 59 61

FEATURES Ultimate ’50s showdown 104 Can Jag’s XK150 hold its own against a Merc 300SL and a Maser 3500GT?

A Boxer with extra punch 114 Richard Heseltine tries to tame the wild horses of Koenig’s twin-turbo BB

When a Ferrari is too tame 122 Rounding up the maddest makeovers

The Frazer Nash novice

very British BMW – E3 aficionado Berlinetta Boxer was 114 Iftooyourslow,Ferrari 164 ABuckley tries the only running estate Koenig had the solution


Ian Balmforth’s brilliant restoration

Crewe cut with a flat top


A striking Rolls-Royce Silver Shadow pick-up fit for a knight of the realm

Forgotten French fancies 138 A chance find reveals the innovative coachbuilding of Gaston Grümmer

Fun fare for common men 144 Ford Escort at 50, from first to last

Beasts from the forests


Group B fans who rally the greatest

Etienne de Valance


Pressnell gets the inside track from Panhard’s former comps and PR man


Escort agency: we pitch each era of the Ford against its main rival


the Chain Gang: the brains behind exacting rebuild of a TT Replica

172 Our classics: snow joke for Landie while ’02 stops rot

185 196 goes wrong and what to look for

Specialist: an ace fabricator in Bicester

From Munich, via Fulham 164 Super-rare BMW wagon conversion

LIVING WITH CLASSICS Our classics 172 Your classics Healey Sprite 181 Garage gear 183 Specialist 185

BUYING AND SELLING 186 Auctions Market place 194 Buyer’s guide BabyTriumphs 196 Case histories start on 205 de Cadenet’s heroes 258

May 2018 Classic & Sports Car 9


Welcome assion. It’s the fuel that powers the classic car world, and it permeates every corner of the pastime – and every page of this magazine. Take the Amelia Island Concours d’Elegance (p14): it’s driven by the vision and tireless energy of founder and chairman Bill Warner (below, with thumbs up), who over the past 20-plus years has built this Florida show into one of the Blue Riband classic events. Then there are the dedicated enthusiasts who take apparent lost causes and restore them to be as good – or perhaps even better – than when they were new (such as Ian Balmforth’s Frazer Nash, p126, and David Maughan’s BMW 3.0 Si estate, p164)… Or even those who create a car to suit their exact needs, such as Lord Bamford’s fabulous Rolls-Royce pick-up (p132). It requires an aboveaverage level of passion and dedication to keep alive a rally genre that is now long-defunct, which is why James Mann was thrilled to meet the fans who are fuelling Online offerings the Group B flame (p156) – a category that burned brightly but all too briefly. That’s not to mention Ollie Mullard’s passion for welding (p185), Willy Koenig’s efforts to take a fast car and make it faster still (p114) plus, most impressive of all, the passion for motorsport that pushed historics Join the ‘Chain Gang’ with this superb stalwarts to race on through the snow that wallpaper of the Frazer Nash TT Rep blighted the 76th Members’ Meeting (p26). Talking of Goodwood leads me to a man who embodied passion: Henry Hope-Frost. Keep up with all the news at The outpouring following the tragic loss of ‘HHF’ might have seemed over the top to or follow us on those who didn’t know him, but to those who did it came as no surprise. The thrill that Henry got from simply doing his day job was infectious, and should be a lesson to us all. ALASTAIR CLEMENTS


10 Classic & Sports Car May 2018

Editorial 020 8267 5399 Subscriptions 01604 251452 Advertising 020 8267 5937 Production 020 8267 5262 Web E-mail

EDITORIAL TEL 020 8267 5399 WEBSITE EDITOR IN CHIEF Alastair Clements INTERNATIONAL EDITOR Mick Walsh DIGITAL DEVELOPMENT EDITOR Marc McLaren ART EDITOR Martin Port CHIEF SUB EDITOR David Evans FEATURES EDITOR Greg MacLeman DESIGNER Mei Hau CHIEF PHOTOGRAPHER Tony Baker PHOTOGRAPHER James Mann EDITORIAL SECRETARY Cathy Wythe EDITOR AT LARGE Simon Taylor SENIOR CONTRIBUTORS Alain de Cadenet, Martin Buckley, Julian Balme, Jon Pressnell CONTRIBUTORS Giles Chapman, James Page, Malcolm Thorne, Richard Heseltine, Michael Ware, Paul Hardiman, Ross Alkureishi, Andrew Roberts, Malcolm McKay, Gaynor Cauter, Graeme Hurst, Simon Charlesworth, Mike Taylor

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MARTINI’SCLASSOFITSOWN This awesome set of iconic Martinisponsored machinery starred at the Amelia Island Concours (p14). Front left is the Porsche museum’s 1971 Le Mans-winning 917K, while the ’73 RSR (8) won the final Targa Florio to count in the World Championship. The Lancia set features the Delta (4) in which Miki Biasion won the ’88 WRC Eric Sawyer

DB-PANHARDSAT’58LEMANS Panhard comps manager Etienne de Valance (p160) saw the 11th-placed DB being narrowly beaten in the Index of Performance by de Tomaso’s Osca. “It was a hard race because there were several accidents and the weather was deplorable,” recalls de Valance (behind car 44 in an open-necked shirt, René Bonnet to his left) Dominique Pascal 12 Classic & Sports Car May 2018

THE FRENCH CONNECTION Only the VSCC’s Pomeroy Trophy, on 24 February, could produce this sort of match-up. Arthur Fitchett swings his 6.2-litre Facel Vega HK500 into Luffield ahead of the 1.1-litre Peugeot 106 of Harry Painter, who usually races a pre-war MG. Overall victory at Silverstone went to Simon Smith in his Lotus Elan Jeff Bloxham

COACHBUILT CONVERSIONS Left: Crayford made its name with dropheads and estates, such as this Austin 3 Litre. Below: Alfa’s history of commercials includes this ’68 1750 fire tender at its Balocco test track. See p132 & 164 for two finely crafted vehicles Crayford CCC & Alfa Romeo

May 2018 Classic & Sports Car 13



The 23rd Amelia Island Concours built on this glamorous event’s reputation. Matt Stone joined the beautiful people at the Ritz-Carlton hotel PHOTOGRAPHY MATT STONE/ERIC SAWYER

ow in its third decade, the Amelia Island Concours d’Elegance has taken its place among the world’s great automotive events. Aside from the concours itself, the Florida weekend has expanded into a social gathering for the global classic community, with enough activities to keep even the most ardent enthusiast busy – from the ‘Cars & Coffee’ cruise-in to a road tour, a huge automobilia sale and several auctions. It’s all spearheaded by founder and chairman Bill Warner and his tireless team. Warner is a long-time racer, writer, motorsport photographer and gatherer of great car people. He’s also a philanthropist and, despite its ostentatious location at


14 Classic & Sports Car May 2018

the Ritz-Carlton resort hotel – with the main show field at the Golf Club of Amelia Island’s Summer Beach – the event’s main purpose is to raise money for charity. The Amelia judging team – this year consisting of 135 automotive experts, restorers, writers, museum curators, artists and racing drivers – presents not one but two Best of Show prizes. One goes to a traditional road car, and the second to a competition machine; this year’s victors were as spectacular as ever. The Best in Show – Concours d’Elegance Trophy was presented to a 1929 Duesenberg Model J/SJ Convertible owned by collector Harry Yeaggy of Cincinnati, Ohio. This elegant machine’s Murphy coachwork was restyled in period by Bohman & Schwartz, with a

lengthened bonnet, straked wings and more modern bumpers. A 1963 Ferrari 250/275P from The JSL Motorsports Collection in Redwood City, California took home the Best in Show – Concours de Sport Trophy. The winner of the 1963 ADAC 1000km Rennen

‘Sporting his trademark sideburns, Emmo appeared to enjoy himself as he smiled for countless selfies’ at the Nürburgring driven by John Surtees and Willy Mairesse, and the 1964 Sebring 12 Hours with Mike Parkes and Umberto Maglioli, this car also finished second at Sebring in 1963 and won the first race at Mont-Tremblant circuit

in Canada as a NART entry with Pedro Rodríguez at the wheel. This blend of road and race machinery is one of the elements that make Amelia stand out, and is driven by Warner’s motorsport background; around half of the show is dedicated to competition cars. Each year, the event also honours a legend of motorsport, with past Honorees including the late Dan Gurney and Carroll Shelby, Sir Stirling Moss – twice! – Bobby and Al Unser, local hero Hurley Haywood, Derek Bell, Jochen Mass and Hans Stuck Jnr. The choice for 2018 was the double F1 World Champion and winner of two Indy 500 races Emerson Fittipaldi. Sporting his trademark sideburns, 71-year-old ‘Emmo’ appeared to enjoy himself

Clockwise, from left: Ed ‘Big Daddy’ Roth tribute included a selection of his show cars – here led by Beatnik Bandit II and Orbitron; just one Shelby Lonestar was ever built, and it resurfaced at Amelia Island; stunning 1925 Rolls-Royce Silver Ghost was a star of the Hunting Cars group

The Concours de Sport (on left) and Concours d’Elegance winners line up on the green at the Golf Club of Amelia Island

as he posed and smiled for countless selfies and signed hundreds of autographs. The event features a class for cars raced by the Honoree, so this year there was a huge gathering of ‘The Cars of Emerson Fittipaldi’. It included the Lotus 72 in which he won his first F1 title in 1972 – at the time the youngest driver to do so – along with sports cars such as the Porsche 911 3.0 Carrera RSR that he drove in the International Race of Champions. Another class celebrated 50 years of the Ferrari Daytona with a fine set of 365s including the Panther shooting brake, two Michelotti ‘wedges’ and the Kirk White-sponsored GTB/4 that Dan Gurney and Brock Yates drove to victory in the inaugural Cannonball Baker SeaTo-Shining-Sea Memorial Trophy.

Warner always cooks up several weird and wonderful groups that you seldom see at other concours events. How about a line-up of wacky customs by pinstriper and legendary show-car builder Ed ‘Big Daddy’ Roth? Or a special set of hunting cars kitted out for the wellto-do, including a dazzling 1925 Rolls-Royce Silver Ghost? As if putting on an event of this magnitude isn’t enough of a challenge, several times in its history the concours has been struck by tropical storms. This year, with rain predicted, the management team decided at the last minute to bring the concours forward by a day. Nevertheless, enthusiasts were out in force and the quality of cars on show was up to its usual standard – from an electric 1912 Rauch and Lang Town Car first owned by Thomas Edison to the oneoff, factory-designed Chevrolet Corvette SR2 racer. Making its first public appearance since the early 1970s was the unique Shelby Lonestar. Fresh from restoration, this fascinating car was created by Carroll Shelby and John Wyer Automotive Engineering in Slough, England, with its lines representing a dramatic mixture of the Cobra and GT40. Another crowd-pleasing turn came from the recently rediscovered Bullitt Mustang (C&SC, April), one of the two ’68 GTs used during filming of the iconic movie.

Amelia Honoree Emerson Fittipaldi won his first F1 world title in 1972 at the wheel of this JPS-sponsored Lotus 72

Among the 365GTB/4s brought along to mark the Ferrari icon’s 50th was the original Cannonball Run-winning Daytona

May 2018 Classic & Sports Car 15


Clockwise: awesome CSL took pride of place as part of 40th-birthday E3 and E9 group; Škoda Trekka Landie doppelgänger; ‘Mr and Mrs’ Smith-Climax; Merc V126 500SEL was converted in the 1980s

BMW BIRTHDAY BASH LIFTS ESSEN Dazzling anniversary celebrations were the biggest draw at the 30th Techno-Classica Essen from 21-25 March. Visitors to the vast German show were wowed by tributes to 40 years of the BMW M1 – with a road car and a Jim Beam-sponsored Procar – plus 50 years of the seminal E3 saloon and E9 coupé, the latter marked by a trio of CSi, CSL and mighty ex-Hans Stuck racer. There were birthday parties everywhere, from 20 years of the Audi TT to 50 of the Audi 100, 60 of the NSU Prinz and 30 of the VW California. Campers formed a tiny part of a fascinating VW group hall. Its Autostadt arm fêted alternative power, from electric DKW Schnellaster and ’31 Bugatti T56 to a Mk1 VW Golf diesel. But Škoda stole the show with a group of offroaders. Alongside the 1975 Buggy – one of five made – and 2005 Yeti cabrio prototype were a 1966-’72 Trekka 1200, which looked for all the world like a baby Land-Rover, and Škoda’s answer to the Austin Champ, a late-’40s 1101 Tudor. Parent group Volkswagen 16 Classic & Sports Car May 2018

BUCKLEY’S PICK OF THE SHOW The array of cars at Essen sends you giddy, but I was strangely drawn to a big gold Alfa 6C PF cabrio. Built in ’46 for a Parisian lady, on one of 16 leftover 1942 chassis, it was one of two that Battista and Sergio Pininfarina took to Geneva during the period when Italians were banned from the show. They drove down and displayed the cars in the street. Austin’s Leonard Lord bought the 6C in ’48, and it’s believed to have inspired the Atlantic: the Alfa’s slightly dodgem-car appearance bears an undeniable similarity to the voluptuous A90.

brought a set of Karmann convertible prototypes – Type 3 to Jetta and Corrado – plus an amazing Pikes Peak Golf Mk2. The twin-engined, 653bhp monster built for KlausJoachim ‘Jochi’ Kleint could run via front-, rear- or all-wheel drive. The scale of Techno-Classica had to be seen to be believed, with 1250-plus exhibitors and circa 3000 cars – including many curiosities. Volvo lauded the 1800 series with a genuine The Saint car, a super-rare Volvoville convertible and the Jan Wilsgaard-styled, Coggiola-built 1968 1800ES sports-estate prototype nicknamed ‘The Rocket’. Commercial vehicles were a theme throughout, from a 1976

Volvo Laplander via Tempo Matador to a fantastic early open-top Unimog. There was a younger cousin in the main Mercedes hall, too, though it was outshone by an exploded 300SL and a trio of World Champions: the ex-Rudi Caracciola W154, Mika Häkkinen’s MP4-13 and the ex-Lewis Hamilton F1 W05. Despite all of those, the C&SC team’s favourite Benz was a 126-series 500SEL that had been converted into a neat Kombi estate. Show organiser SIHA staged a breathtaking Le Mans Legends set, while Christophe Pund of Galerie des Damiers brought an intriguing pair of racers. “I found the 1958 car at Beaulieu in 2006 and at first

Volvo’s ‘Rocket’ with a production 1800ES

VW 411 getting hitched, with loo-roll cake


TURNING LUCAS DIGITAL The British Motor Museum has teamed up with the National Archives to digitise the history of Lucas Industries, which has supplied electrical parts to the motor industry for nearly 100 years. The comprehensive and fully searchable Lucas Collection archive can be accessed online at http:// Deutsch-Bonnet HBR5 was driven by Laureau and Chancel at La Sarthe in 1959

Round the clock display A stunning group of former Le Mans 24 Hours racers took centre stage at the 41st Antwerp Classic Salon, at the Expo from 2-4 March. A dozen endurance racers, ranging from Alpine-Renault and Aston Martin to Lagonda and Lotus, made up the group, though local favourite Paul Frère’s Porsche 550RS 1500 garnered most attention from the Flemish crowd. The Belgian campaigned the Porsche alongside Richard von Frankenberg at La Sarthe in 1953, where the pair topped their class ahead of fellow factory entrants Helmut Glöckler and Hans Hermann. The Le Mans set was rounded off by the fascinating streamlined ex-Gérard Laureau and Pierre Chancel DB HBR 5 (see p160 for more about Panhard and DB). Clubs always make a strong showing, with Porsche Classic Club Belgium presenting a pair of Pre-A 356 cabriolets flanking a 1951 splitwindow coupé, which is thought to be the oldest Porsche in the country. Antwerp Concours d’Elegance mastermind Nicolas Van Frausum flew the flag for his September event with his 1955 Fiat 1100TV, which was joined by one of just 120 Series 1 Fiat Pininfarinas and a 1930 Alfa Romeo 6C-1750 cabriolet with coachwork by James Young.

I thought it was a Lotus 12,” said Pund, “but Doug Nye identified it as a Smith-Climax. I’ve since learnt that it was driven in period by Alan Stacey, then I picked up the 1957 car. I’ve got the entire Smith collection – Mr and Mrs Smith!” The strongest British contingent came from Jaguar Land Rover Classic, which unveiled the modified XJ6 produced for Iron Maiden drummer Nicko McBrain. More interesting for purists was the lastever ‘lights behind the grille’ S1 Landie – yours for €100,000! Sadly, the show dates clashing with Retro Classics Stuttgart meant a depleted club turnout, but there were still lots of gems to be found. We loved the scene of a VW 411 and 412 getting married – complete with loo-roll wedding cake – and there was plenty of attention for the Panther Car Club’s bizarre Brexit tableau, with Boris Johnson in a Rio and Angela Merkel in a Lima! Tucked away among the many Citroëns was a fabulous Yacco Oils Traction. Having started life as an 11BL, it was one of four turned into dirt-track racers during the 1960s. It features a standard engine, but a stripped and chopped body plus seats from an Allouette helicopter.

PEGASO SHINES IN MADRID A 1955 Touring-bodied Pegaso Z-102 Berlinetta has scooped the top gong at ClassicAuto Madrid. It starred in a stunning trio of Z-102s that also included a 1959 convertible by Pedro Serra, based on a ’55 Touring Berlinetta, and a 1952 coupé bodied by ENASA.

Mullin museum in UK Car collector and philanthropist Peter Mullin has unveiled plans to build a new 110,000sq ft museum and 160-acre automotive park at Enstone Airfield in west Oxfordshire. The £150million development includes proposals for a state-of-the-art 200-car museum with a demonstration track circling the main building, while 28 luxury lodges are slated for farmland within the perimeter of the old WW2 airfield. Proceeds from the sale of the homes will raise £12.7m towards the restoration of Tew Park, a dilapidated Grade 2-listed building in the Great Tew estate where the automotive park will be based. Plus, the homes’ new owners will be encouraged to store classics at the facility, while additional vehicles will be sourced from the Petersen Museum, which Mullin chairs. “This is not a business venture for me, it is a legacy project,” said Mullin, “and it is my sincere desire to share cars from my collection with the public and to create a centre of learning to inspire future generations.”

WE GOT IT WRONG! The stunning images of the Ferrari ‘Sharknose’ recreations in the April issue were incorrectly credited. So a thousand apologies to the brilliant Dutch snapper Maurice Volmeyer who took both the on-track shots of the cars and the atmospheric photos of their construction:


Artist’s impression of how the new Mullin educational hub at Great Tew might look

Vauxhall will celebrate 25 years of its Luton Heritage Centre with an open day, from 10am to 4pm, on 10 June. Refreshments will be provided and the event coincides with the nearby Luton Festival of Transport. It’s hoped that a bus transfer service will be available. May 2018 Classic & Sports Car 17



Events diary Shows, festivals and tours

HENRY HOPE-FROST b.1970 I don’t think I’ll ever meet anyone again who had as much ‘fever’ as writer, commentator and broadcaster Henry Hope-Frost. In fact, I didn’t really know what real fever was until we started working together at Autosport. Fever is the undiluted love of all the good things about motorsport – speed, risk, triumph over adversity, even inglorious failure. Henry dropped it into every conversation, and no doubt he would have been chuffed to see #fever trending across Twitter the morning following his fatal motorbike accident in March. If only he could have… A lot of great things have been written about ‘H’ following his passing, but I think that the most pertinent among them was the description of him simultaneously taking motorsport seriously, yet not seriously at all. It was this casual charm, underscored by a serious depth of knowledge, Henry Hope-Frost became that made him such a great interviewer, whether that was on stage at the Autosport Show or, most famously, on the grid at the Goodwood Revival. a beloved member of the His love of the sport was broad. He was equally happy talking to a legend from Goodwood commentary the WRC as he was to a modern F1 star or a rising single-seater wannabe. His style was team with his infectious conversational and cheeky, and it put people at ease. The fact that he knew absolutely enthusiasm. Right: the what he was talking about meant that he got their respect and the best out of them. F1 paddock pays tribute Whenever there was a spare moment during his time as a staff member at Autosport he’d be downstairs leafing through the bound volumes of past issues, updating his stats archive. Topping up the fever, which he subsequently went on to put to great use with his funny and informative social media posts. Although he did write the occasional article for Autosport, he was mainly a sub-editor on that magazine, where his intolerance of poor grammar made him a fearsome presence for naïve young writers. A grocer’s apostrophe would be greeted with a bellow across the office. Historical inaccuracies could produce a berating that wouldn’t be something you’d want to experience twice. But for those of us who worked with him, he’ll be remembered for far more than that. Have you ever seen someone bowl overarm at 10-pin bowling? H tried it. And his car impressions were legendary, whether they were a whistling Sierra Cossie dump-valve or some thundering pre-war bolide (complete with crunching gearchanges), he could have the office in stiches as he embarked upon an imaginary lap – flat-chat, of course. It has been phenomenal to see from how far and wide the tributes have come. Mario Andretti, Nigel Mansell, Damon Hill, Jenson Button and scores more have offered their condolences and best wishes to his wife Charlotte and their three young boys. Without Henry, the world is a much less fever place, and that really is a very sad thing indeed. Andrew van de Burgt

The Classic & Sports Car Show in association with Flywheel at Bicester Heritage on 23-24 June promises a spectacular series of live displays, both on the track and in the air. Cars confirmed for the demo course include Simon Taylor’s HWM ‘Stovebolt Special’, star SC’s Our classics pages; works 1922 Sunbeam Grand Prix machine; the wild, Riley-based and o-engined 1929 Menasco e; and the mighty 10-litre Fafnir Hall-Scott Special. Among the craft taking to kies overhead for a dogfight re-enactment will be the a warplanes of the Great War Display Team. rn to p34 or visit for s, and don’t miss next month’s issue for a full preview!

18 Classic & Sports Car May 2018


Aero-engined titans head for Bicester

APRIL 7-8 La Jolla Concours d’Elegance Based in San Diego, with a tour of the local coastline followed by the main show day 22 Drive It Day Vast classic-awareness day organised by the FBHVC. See website for a list of events or just take your car out for a run! 22 Sunday Scramble Open house at Bicester Heritage, which has become the hub for Drive It Day 01869 327928; 22 MAC Classic Four start points – Coventry Transport Museum, RAF Cosford Airforce Museum, Cotswold Airport and Shelsley – that finish at Shelsley with a run up the hill 01886 812211; 28-29 Classic Car Boot Sale Busy vintage fair, with clothes, memorabilia, old cars, street-food vendors and live music

MAY 4-6 Greenbrier Concours d’Elegance New event at the spectacular White Sulpher Springs, West Virginia, USA 5 Brooklands Italian Car Day Huge Latin car gathering, with M-B World Circuit and Test Hill open 01932 857381; 5-6 Keels & Wheels Concours Long-established fixture in Seabrook, Texas, USA 6-7 Stratford Festival of Motoring With an ‘Italian Job’ theme, plus a tour through the countryside and around the town where about 300 cars will be displayed 7 Gawsworth Hall Classic Car Show 20th anniversary of this wonderful event, featuring pre-war machinery and exotica on the front lawn and club displays around the grounds 01260 223456; 25-27 Concorso d’Eleganza Villa d’Este Sublime backdrop of Lake Como, Italy, and the public Sunday at Villa Erba www.

Hall-Scott Special is modelled on the 1920s Fafnir team cars, but with an aero engine in place of the original cars’ 2-litre

26-27 La Vie en Bleu Gallic gathering at Prescott, plus the Italian-themed La Vita Rossa 01242 673136; For more events or to add your own, go to

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Houghton rescued late-model P6 2200TC

Parmenter’s lovely Targa Red Vitesse auto

Burlen bought rakish Sportsman in 1989

More than 50 Rovers attended the busy Whitewebbs gathering, including Alan Heard’s 1937 10 and Jim Paling’s ’34 Sportsman saloon

VIKINGS INVADE ENFIELD MUSEUM The Rover Sports Register mustered a fine variety of cars, ranging from the 1930s to the ’90s, for the club’s 12th visit to Whitewebbs Museum on 25 February. One of the day’s star turns was Chris Parmenter’s painstakingly restored 1985 Rover SD1 Vitesse. It’s also quite rare, being one of about 350 Vitesses with a threespeed Borg-Warner 65 automatic ’box. Parmenter found the car in a

McKenzie’s Kiwi Westminster in Otago

Derby garden, where it had sat for 14 years, but it was back on the road in 2013 after a 4½-year rebuild. Alan Heard, who organised the first RSR meeting at Whitewebbs, was in the ’37 10 that he purchased in ’63 for the princely sum of £25! “It didn’t run too well,” he recalled, “and I discovered that the gungy grey mess in the engine was the remnants of the white-metal bearings, so it had to be rebuilt. The

Best Commercial: Mark Bean’s Austin

Farinas net a classic first The Cambridge-Oxford Owners’ Club has held what it believes to be the world’s first virtual classic rally, to celebrate 10 years of The Farina Forum. Members from around the world took photos of their cars and shared 150plus images online. Forum administrator Eddie Foster, who had the idea, said: “The take-up was phenomenal; it will now become an annual event.” Best in Show went to Malc Shaw’s Austin Cambridge, which won him a tablet, and the Furthest Distance award went to Alex Mckenzie in Otago, NZ, who is 11,814 miles from Longbridge; he won a year’s membership.

Rover was used as our wedding car, to collect our newborn daughters from Whipps Cross Hospital in east London, and it’s been driven all over the place, including several trips to France. It has now been restored about four times, the last was when the bodywork was baremetalled and repainted, and it’s still being used on a regular basis.” Richard Burlen’s 1946 Rover 14 Sportsman had been laid up for

many years before he bought it in 1989: “It was fitted with a Volvo engine and gearbox, and has been a protracted refurbishment. It now has a correct engine, which I’ve modded with twin SU carbs, something that perhaps Rover should have done when the car was new.” Adrian Houghton’s ’75 2200TC was rescued from an Essex scrapyard in patinated but really good condition about five years ago.

Tin Snails toast twin birthdays

from Moreton-in-Marsh, filling the town centre with the delicious clatter of air-cooled flat-twins ahead of a scenic drive along the Fosse Way. Event co-organiser Liz Rogers said: “People travelled from the Solent, Dorset, Norfolk, Yorkshire and Wales. We had 78 cars, 130 members and a giant duck [the Dutch nickname for the 2CV].”

It’s a year of festivities for the Deux Chevaux Club of Great Britain (2CVGB) because, as well as 70 years of the 2CV, the club is marking 40 years since it was founded. On 25 February, 70-plus flattwins converged on Leamington Spa – the town where the club had been formed, in a pub, four decades earlier. Sadly, the boozer is now a supermarket, so the convoy drove past before congregating at Leamington Rugby Club. Vehicles taking part included Bob Brotherhood’s superbly aged ‘ripple bonnet’ 2CV through to 1980s Dolly Spécials, with Amis and Dyanes in between. More than 30 cars convoyed up

James Robbins’ Dyane leading the way

May 2018 Classic & Sports Car 21



Clubs diary Shows, meets & gatherings APRIL Australian Capri uses Mazda running gear

8 MG Era With cavalcade, concours and Test Hill open 01932 857381; 15 London Bus Museum Spring Gathering Heritage bus rides plus smaller displays of taxis, commercials and military vehicles at Brooklands 15 Southern Classics Society Show At Tangmere Military Aviation Museum

A fine pre-war turnout included this fabulous Star tourer with a contemporary Chevrolet

Lovely Armstrong Siddeley Station Coupé

Autorama raises charity funds Berkeley Sports Club hosted a fascinating range of machinery for Autorama Illawarra in Australia on 4 February. The event is organised by Illawarra Rotary Club South and the NSW Muscle Car Association to assist Lifeline South Coast, a suicide counselling charity. It drew more than 100 vehicles, including a McLaren-Honda F1 show car and a Chitty Chitty Bang Bang replica.

“Further to the comments on Mazda rotaries in the January issue,” said C&SC contributor Chris Martin, “I can report that they have more than a cult following here and there were a few models lined up. There was also an Australian Ford Capri, which is a small two-seater that uses Mazda mechanicals.” An imposing late-1920s Star drew lots of attention. As Martin

pointed out, it was made by the Durant company of Detroit but was sold as the Rugby in commonwealth countries because the Wolverhampton-built Star had already registered the name. Utes were out in force, including a charming Austin A40, a couple of 1800s and an Armstrong Siddeley – one of about 1750 built, 1250 of which were destined for Australia.

Federation update

CLASSICS FOR BEGINNERS Gaydon’s popular Classic Virgins Experience Day returns on 21 April. The hands-on seminar is aimed at those considering buying an old car, with guidance on ownership theory and basic workshop sessions. It costs £90 per person: 01926 641188;

BEAULIEU HOSTS BLUE OVAL The National Motor Museum kicks off its ‘Simply’ series of events at Beaulieu with Aston Martin on 8 April, followed by Audi on 29 April and Ford on 6 May, featuring a special focus on 50 years of the Escort. Call 01590 612345 or go to 22 Classic & Sports Car May 2018

The snow drifts have finally cleared, so let’s look forward to Spring. Many clubs are now linking their first major event of the season to Drive It Day, which celebrates the One Thousand Mile Trial, organised by the Automobile Club in 1900 to prove the viability of the horseless carriage. There are lots of events to choose from (with more listed on our website), but here are three ideas. The Scramble at Bicester Heritage, where you can experience firsthand where Darkest Hour was filmed and visit our training facility to see where and how the Heritage Skills Academy is delivering our Heritage Engineering Apprenticeship. You can visit the official opening of the Rootes Archive Centre Trust near Banbury from 10:30am to 3:30pm. This is a tremendous achievement in just 2 1/2 years to provide a safe home for the material associated with the various Rootes marques. Bicester Heritage makes an evocative The Vintage Sports-Car Club hub for the FBHVC during Drive It Day returns to Silverstone for Round 1 of its Formula Vintage series. Thanks to the club’s generosity, we have 100 free tickets for Sunday’s races. There is full access to the grandstands and the opportunity to get up close to the competing cars in the paddock. There are full details on our website under the ‘About us/News’ tabs. Or just seize the opportunity to enjoy your vehicle on Sunday 22 April!

DAVID WHALE FBHVC CHAIRMAN The FBHVC lobbies in Westminster and Brussels. Call Emma Balaam on 01708 223111, e-mail or see

22 Charity Classic Vehicle Club Fun Run From Sutton Hall, Rochford, Essex to Stow Maries Great War Aerodrome, with free access to the grounds 22 Ripon Spring Classic Show Featuring a Land-Rover display for the 70th anniversary, as well as an autojumble, at the Racecourse 01697 451882; 22 Spring Alfa Day At the Imperial War Museum, Duxford 22 Kent’s All Ford Show Returning to Aylesford Priory, 10am-4pm 01732 840787;

MAY 6 Classic Motor Show At Catton Hall, Alrewas, Derbys, with parades including Tamworth Tired Tractors 01527 831726; 6 Bowood Spring Classic Car Show New Andrew Greenwood fixture at the spectacular Bowood House, Wiltshire 01484 667776; 6 Haynes Breakfast Club From 9am, in the Haynes Motor Museum’s 750 Café, Sparkford, Somerset 01963 440804; 6-7 National Kit Car Show The world’s biggest kit festival with about 4000 vehicles in Stoneleigh Park, including a live-action arena 01406 372600; 6-7 Notts Classic Car Show East Mids Ford Show on Sunday; East Mids Mini & VW Show the day after, at Thoresby Park, Ollerton Andrew Greenwood 13 Shelsley Breakfast Club Advance tickets only, 9am-12pm, with £3.50 admin charge and ‘full Shelsley’ available. Register online 01886 812211; For more events or to add your own, go to

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Stuttgart beat Maranello in Ronnie Hoare Trophy: Cottingham pulled clear with Porsche in the damp, but Gaye’s Ferrari came back at him as track dried

GOODWOOD FEVER HONOURS HHF The tragic death of ‘the voice of Goodwood’ Henry Hope-Frost just over a week before the event inevitably cast a shadow over the 76th Members’ Meeting on 17-18 March. But the brilliant interviewer and journalist would have loved the minute’s noise in his honour: an F5000 V8 chorus. “It was absolutely the right thing to do,” said the Duke of Richmond and Gordon. “He will be sadly missed around here.” Many drivers dedicated podium places to Hope-Frost, while dozens sported ‘#Fever HHF’ stickers on their helmets. “Henry helped to make this place special,” said James Cottingham after he won the inaugural Ronnie Hoare Trophy with his first drive in Phil Hylander’s Porsche 904 Carrera GTS. Polesitter Cottingham fluffed his start, but was soon past the exquisite Morgan Plus 4 SLR of ‘Billy’ Bellinger and Vincent Gaye’s Ferrari 275GTB/C to go in front. He looked to be well clear until a dry line emerged and Gaye was able to make the most of 26 Classic & Sports Car May 2018

his power advantage. It wasn’t to be, though, after he put a wheel on the grass and spun off, but recovered to take third behind the SLR. A thrilling Gerry Marshall Trophy brought the first day to a close. BTCC ace Jason Plato had claimed pole in Craig Davies’ Ford Mustang Boss 302, but Davies was out-dragged by Mike Whitaker’s

Minshaw (33) got the jump in Moss Trophy

Flying Dutchman David Hart was uncatchable in his ex-‘Wild Willy’ Mairesse Ford GT40

Capri 3.0S, with Kerry Michael’s Escort RS2000 in hot pursuit. Whitaker made good his escape while Davies and Michael battled for second. Michael pitted first, handing over to Le Mans winner Mark Blundell, followed a couple of laps later by Davies and Whitaker. Blundell was soon on a charge, determined to make up for last year when he was judged to have jumped the start. He shadowed Mike Jordan (in the Capri started by Whitaker) before making a demon pass between two cars to take the lead into Madgwick, and made it stick. Jordan tried his hardest in the worsening conditions – with snow drifting onto the track – but gave best after a few lurid moments. Tim Llewelyn was delighted to win the new race named after the late John Bolster of Autosport. He stormed through from 14th – his Bentley 3/8 Special billowing clouds of smoke – to pinch the lead after two laps. “That was fantastic!” he enthused. “This car has been in

our family for 60 years and Dad first got me driving it 40 years ago. I perhaps should have chosen a better set of oil rings, though.” Tony Wood was the class of the Hawthorn Trophy field in the tricky Sunday-morning conditions, while Jon Milicevic dominated a depleted Derek Bell Trophy field for 1-litre F3 cars – some of which were coughing rather than screaming in the bitter cold. Polesitter Patrick Blakeney-Edwards didn’t make a great start in the Caracciola Sportwagenrennen – “I prefer to drop a few places rather than break the car,” he said – but was on imperious form with Peter Neumark’s sublime Alfa 8C Monza, nearly half a minute clear at the chequer. Jon Minshaw was quickest away with his Jaguar E-type in the Moss Trophy, chased by Tom Alexander’s Aston DB4GT. Having built a decent lead, Minshaw tagged to Phil Keen, who matched his co-driver’s pace while being reeled in by Rob Huff – sideways at almost unfeasible angles in Richard Meins’ E-type coupé, much to the crowd’s delight. An epic, four-car Lotus Cortina scrap for the Sears Trophy – with just 1.2 secs covering the quartet at the end – made a fitting finale. Steve Soper lost out to Andy Wolfe from the off, then went grass-trackingeithersideof the circuit – without collecting anyone – but was soon back in contention, helped by a Safety Car. Andrew Jordan and Wolfe resumed where they’d left off when they were released, taking first and second ahead of Mark Sumpter – racing the car in which his dad used to take him to school.

Sussex hosts La Sarthe It felt like late-’70s Le Mans in midwinter, as two spectacular sets of Group 5 machinery brought the sights and sounds of La Sarthe to West Sussex. Ferrari 512 BB LMs howled nose-to-tail down the Lavant Straight, while a Porsche 935 belched flames on the overrun into Woodcote. “The M12 is a great engine, with no turbo, so we’ll be able to go for it a bit… for once, we might pass the Porsches,” said Kevin Cooper, who owns the ex-Eddie Cheever BMW Junior Team 320. “It revs to 10,500rpm, but we’ve set it at nine-seven for these conditions.” “This is a very special car,” explained Jochen Mass aboard ‘Moby Dick’. “It caused problems at the time because it was so much better than the customer 935s. It’s beautiful to drive, with Mass in ‘Moby Dick’; Richard Attwood in 924GTP lovely light steering and great handling, but you wouldn’t want to go anywhere near full power in the snow.” Kevin Abbring had no such qualms come Sunday’s dry track, storming around the 2.4-mile circuit on a mission in Christian Männer’s vivid blue ‘Fruit of the Loom’ 320. Two grids of V8 single-seaters also thrilled the crowds, with threetimes US F5000 champion Brian Redman, 81, back at the wheel of a Lola T330 for the first time in 20 years. “This reminds me of an F2 race at the Südschleife in ’68 when it snowed just like this,” the Lancastrian recalled. “None of the drivers wanted to race, but the organisers pleaded with us so we did – and we all received a wonderful trophy for taking part.” He was joined on track by F5000 veterans including Ian Ashley and Tony Trimmer.

Results RONNIE HOARE TROPHY 1 James Cottingham Porsche 904 Carrera GTS 2 James Bellinger Morgan Plus 4 SLR 3 Vincent Gaye Ferrari 275GTB/C Fastest lap Gaye 1:34.434

GERRY MARSHALL TROPHY 1 Michael/Blundell Ford Escort RS2000 2 Whitaker/Jordan Ford Capri 3.0S 3 Bruce/Harvey Rover 3500 SD1 Fastest lap Oliver Bryant Chevrolet Camaro Z28 1:28.588

GERRY MARSHALL SPRINT 1 Pantelis Christoforou RS2000 2 Ric Wood Capri 3.0S 3 Nick Padmore BMW 530i Fastest lap Padmore 1:31.641

HAWTHORN TROPHY 1 Tony Wood Cooper-Bristol Mk1 T20 2 Edward Williams Maserati 250F 3 Paul Grant Cooper-Bristol Mk2 T23 Fastest lap Wood 1:53.001

DEREK BELL CUP 1 Jon Milicevic Brabham-Ford BT21 2 Thierry Gallo Tecno-Ford 3 Simon Armer March-Ford 703 Fastest lap Gallo 1:48.676

SALVADORI CUP 1 Martin Stretton Lister ‘Knobbly’ 2 Roger Wills Lotus-Climax 15 3 Oliver Bryant Lotus-Climax 15 Fastest lap Bryant 1:44.524

CARACCIOLA SPORTWAGENRENNEN 1 Patrick Blakeney-Edwards Alfa Romeo 8C-2300 Monza Kerry Michael set the pace in his RS2000

Wood’s Cooper-Bristol en route to victory

Pittaway’s Bug was first to Madgwick, but BlakeneyEdwards (behind) went on to take a clear victory from the Type 35 – the filling in an 8C sandwich

2 Duncan Pittaway Bugatti Type 35 3 Moritz Werner Alfa Romeo 8C-2300 Monza Fastest lap Blakeney 1:48.498

MOSS TROPHY 1 Minshaw/Keen Jaguar E-type 2 Meins/Huff Jaguar E-type fhc 3 Pirro/Halusa Ferrari ‘Breadvan’ Fastest lap Huff 1:30.103

BOLSTER CUP 1 Tim Llewellyn Bentley 3/8 Special 2 Tom Walker Amilcar Hispano-Suiza 3 Justin Maeers GN Parker Fastest lap Llewellyn 1:41.698

GURNEY CUP 1 David Hart Ford GT40 2 Andrew Smith Shelby Cobra Daytona Coupe continuation 3 Olivier Hart SC Daytona Coupe Fastest lap Olivier Hart 1:25.149 (101.46mph; the weekend’s quickest)

SEARS TROPHY 1 Andrew Jordan Lotus-Ford Cortina 2 Andrew Wolfe Lotus-Ford Cortina 3 Mark Sumpter Lotus-Ford Cortina Fastest lap Jordan 1:31.845

May 2018 Classic & Sports Car 27




Jordan and Crossan won Spirit of the Rally

PRIME PORKERS AT BRANDS The Porsche Classic Trophy will be part of the Festival of Porsche at Brands Hatch on 2 September. Entries are being taken for the race, which is open to all models built between 1953 and ’73: 356s to Group 6 machinery! E-mail Unstoppable Super Sports of Graham and Marina Goodwin led the field for the duration

Engelhardt and Halter topped the Classics

Bentley aces don’t miss Saigon Engelhardt in their ’63 Ford Falcon after a tight battle with the muchcampaigned 1974 Leyland P76 of Gerry Crown and Matt Bryson. Russell Jordan and Bill Crossan won Spirit of the Rally after suffering an accident on day seven in their Austin-Healey 3000, while the Against All Odds award was presented to Adrian Hodgson and Eric Sia. Their ’75 Peugeot 504 TI was struck by mechanical issues that necessitated a detour to Kuala

Lumpur. The oldest car taking part belonged to Karen and David Ayre, but sadly their 1907 Itala was forced to retire when a halfshaft broke in Cambodia on day 22. Four novice crews of celebrities joined proceedings at the halfway point – Noel and Liz Edmonds, Martin and Shirley Kemp, Andi and Miquita Oliver, and Tinchy Stryder and Jordan Stephens. They were filmed for a BBC documentary to be shown later this year.

Up to the Challenge

28 Classic & Sports Car May 2018

The Williams FW08C that Keke Rosberg took to victory at the 1983 Monaco Grand Prix will be demonstrated at Thruxton as part of its 50th-anniversary meet on 2-3 June. Racing will include HSCC grids for Formula Ford, Super Touring and the Woodcote Trophy. See

Sporting diary Races, rallies, trials and more

After surviving the 1000-mile route from Le Touquet in northern France to Monte-Carlo, Daniel Gresly and Elise Whyte (Porsche 911) won the HERO Winter Challenge, from 18-22 February. Jonathan Hancox and Richard Lambley were second in a Triumph 2.5 PI, with Paul Bloxidge and Ian Canavan third in another 911. Bloxidge and Canavan had taken an early lead ahead of the Volvo PV544 of Dermot Carnegie/Paul Bosdet, who had to tackle the event without a heater because of its leaky matrix! Gresly and Whyte moved up to second during day two, with snow and ice making the going difficult as the cars headed for Moirans-en-Montagne. They soon went in front on the third day, but later became embedded in a snow bank on the Col de la Machine and dropped a minute. Gresly and Whyte reclaimed the top spot on the penultimate day and their victory was confirmed after a final test on the legendary Col de Turini.

APRIL Cottrell’s Camaro was quickest Funny Car

March hares toast 60 years BLUEPASSION/HERO

Gresly and Whyte on the way to victory after 911 ploughed into snow



Graham and Marina Goodwin claimed victory on the Endurance Rally Association’s 27-day, 8600km Road to Saigon rally, leading from the Singapore start all the way to the finish on 2 March in Ho Chi Minh City. The duo’s 1925 Bentley Super Sports held off Andrew Webster and Ian Robertson, who took second place with their 1939 Chevrolet Master 85. The Classics category was won by Marco Halter and Claudia

This year marks the 60th anniversary of the drag-race fixture now known as the March Meet. Set up by a group of local enthusiasts, the Smokers of Bakersfield, the first event took place on 1 March 1959 and it has morphed into America’s biggest nostalgia drags, with up to 500 entrants. Frustratingly, rain washed out Saturday’s running, so the finals took place on the evening of 4 March and ran into Monday. Mendy Fry was disqualified from the Top Fuel category after crossing the centre line, handing victory to Pete Wittenberg. Bobby Cottrell claimed Funny Car honours in his 1969 Camaro, while the ’34 Chevybodied roadster of Dan Hix easily topped the Fuel Altered class.

16-20 Scottish Malts Gleneagles Hotel via Crieff and the distilleries, with regularities and tests en route 01656 740275; 21-22 Formula Vintage Revamped race series kicks off at Silverstone 01608 644777; 23-28 Tour Auto From Paris, via Avignon and Aix to Nice 0033 1 42 59 73 40; 26-28 Manx Classic Featuring the return of the Sloc sprint, plus Creg Willey’s and Llergy Frissell climbs

MAY 4-6 Donington Historic Festival HSCC Derek Bell Trophy for 1967’79 F5000 and F2 cars new for ’18, plus Super Touring, U2TC, sportsracers and GTs 08434 539000; For more events or to add your own, go to

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PIONEER PORSCHE RETURNS HOME As found, the 901 was missing a door and much of its front panelwork. Below, l-r: seized engine; cabin was in a sorry state; the completed Porsche

In September ’63, Porsche showed a pre-production 901 at the Frankfurt Motor Show. A year later, the production model made its debut at the Paris Salon, but almost immediately Peugeot sent a letter to Porsche advising that it had the French copyright on the use of the ‘0’ in the middle of an automobile name. Though this only applied to the French market, Porsche quickly decided to change the new car’s model name to 911. Porsche built 235 911s in 1964, the first 82 of which were designated as 901s – none of these were officially sold to the public as such,

Rustbucket 912 seeks salvation Frank Sajjad of MB Vintage Cars (www. in Brook Park, Cleveland, Ohio was recently tipped off by a member of his family that an interesting car was coming up for sale. It turned out to be possibly the rustiest Porsche he had ever seen. “The 912 was purchased from the estate sale of a gentleman who passed away, leaving it behind in one of his barns,” said Sajjad. “I was told that it was his daily driver from 1967, when he bought it new, until 1974. Since then it was sitting in his barn until a few weeks ago, when we pulled it out – because he was a family man, I assume that other priorities must have taken over. We know he was busy and had many cars, so maybe another one became his favourite. Unfortunately the barn was not climatecontrolled, so the car declined as opposed to being preserved.” All of the 912’s numbers are correct, but it would appear that everything is seized and there is no floor on the driver’s side. Rather ironically, one of the stickers on the car points out that it is – or was – Ziebart-protected!

30 Classic & Sports Car May 2018

Clockwise, from above: the rear of the car has almost completely rotted away; first sight of the sad Porsche in an Ohio barn; the flat-four engine hasn’t run since the ’70s

although a few did make it out of the Stuttgart gates wearing 901 tags. These are very rare and, until recently, the factory did not have an example in its collection. Chassis 300.057 was purchased from its first owner by a Porsche enthusiast many years ago. After a time, marriage and children meant that the family no longer fitted into the car and it was sidelined. When the factory staff heard rumours of a 901 standing at the back of a barn on a former farm in Brandenburg, they found it in a very poor state, with both front wings missing, a lot of rust damage and the interior in rough condition. However, many of the details that are only found on a 901 were there, so Porsche purchased the car and, after three years of restoration, it is now featured in the museum as a special exhibit entitled ‘911 (901 no 57) – a legend takes off’. We’re told that one of the most difficult parts to restore was the original ashtray!

Reader find of the month

Send in a 200-word story plus a selection of photographs of your discoveries to the usual C&SC address or e-mail and you could win £100!

Belgian Wim Raeymaekers has owned a 1967 Lancia Flavia 1800 Coupé for several years, but for some time had a hankering for a Vignale-bodied Flavia Convertible. “Most of the cars offered for sale were not correct, or were in a bad state compared to the price that was asked,” said Raeymaekers. “I then heard of a rare iniezione, of which only 46 were produced, that was close to my home. Instead of a carburettor, this version was equipped with Kugelfischer mechanical fuel injection.” The car was owned by a local collector, and Raeymaekers paid him a visit: “I soon found out that he had lost interest because he was absorbed by other – mainly pre-war – Lancia projects.” After some persuasion, he agreed to sell the Flavia and Raeymaekers snapped it up: “He bought the car a few years ago in France, where it had survived a garage fire although some of the interior parts had suffered. It is not in a good state, but quite complete and – although very rusty – has no signs of accident damage.” He has now started a full restoration.


famili Want to track down a lost love or looking for history on your current classic? Send details and pictures to the p10 address or e-mail your requests to

MG’S MYSTERY PAST Graham Smith is looking to fill in a lengthy gap – from when it was registered in 1970 right up to 2004 – in the history file of his MGB roadster, SDW 609J. “The logbook says it had 16 owners before me,” said Smith. E-mail:

FIRST CAR MEMORIES Clockwise, from above: 1975 Parisian tax sticker; Flavia is a rare injected model; Raeymaekers collects his new project

Multi-tasking Siddeley

Stylish Customline is returning to nature

Deteriorating Down Under This ageing Ford Customline was spotted in the paddock of a local farm by Australia-based occasional Lost & found contributor Heinz Schendzielorz. “It is in Churnside Park, a suburb of Melbourne,” explained Schendzielorz. “Sadly, the Ford is well past the restoration stage, though it had been partially dismantled so someone must have begun to restore it at some point, then lost interest and parked the car out in the open. They must have started with good intentions, because there had been a makeshift cover fitted – which has now well and truly deteriorated!”

This 1927 Armstrong Siddeley Short 18 is a true survivor. It began life as a saloon bodied by Burlington, Armstrong Siddeley’s in-house coachbuilder, then was converted during the 1930s into a breakdown truck. The saloon body was cut off, but the rear section was saved and used to make the back of the cab. In the 1970s, the Siddeley was in the hands of businessman Thomas Cowie from Sunderland, who had the breakdown crane removed and a neat flatbed rear fitted to turn it into a useful light lorry. Cowie was the founder of many businesses, some in the motor trade, as well as bus companies. In the mid-’90s, the lorry was bought by Jock Bruce. When it dropped a valve, he dismantled the top end of the engine and it stood like that until 2015, when it was purchased by Paul Rogers of PR Engineering. He is now getting it back into running order, and said: “The engine now starts on the handle, which is fortunate because the starter motor is missing!”

Roy Cooper is keen to know what happened to his 1932 Austin Seven tourer: “I acquired it in around 1960 in Upminster, and it had just returned from Moscow on a student trip. I was 13 at the time!” Cooper restored the car before selling it to “a guy in south Wales” in 1966. Does anyone know the whereabouts of EV 7821? E-mail:


Left: Siddeley motor is now running again after more than 20 years off the road. Above: the neat truck conversion uses the rear of the saloon body as the back of the cab

Mike Ridley owns FDP 293, a Jaguar XK120 built in 1950. “The first owner was F3 racer David Norman Brake,” said Ridley. “Then there is a gap until 1989, when Coys sold FDP to Hugh Taylor. He kept it until I got the car last year.” Does anyone know where FDP 293 was from 1951-’89? E-mail:

MICHAEL WARE Former curator of the National Motor Museum, Beaulieu. Send submissions to

May 2018 Classic & Sports Car 31


Humber puts down Rootes

Clockwise: Daimler emerges from collapsed barn; body has suffered in storage; still wearing its London registration

Family heirloom enters the light In June 2000, Tom Akers was in Vero Beach, Florida enjoying a couple of days off. In his local bar, he overheard a customer talking about a rare car he was trying to sell. Enthusiast Akers asked if he could see the car, which turned out to be a ’51 Daimler Barker Special Sports that the vendor had owned for decades. Now he needed to pay medical bills, so Akers bought it and trailered it home to Ohio. A few months later he had his briefcase stolen, and along with it the title for the Daimler. He had no

luck in gaining an Ohio title, then in 2010 he passed away unexpectedly, leaving the unrestored car to his son Robert. “He left it in the barn where his father had parked it,” said Akers’ friend and business partner Ryan Thompson. Akers Jnr couldn’t bear to part with the Daimler, but in 2016 Thompson got a text saying that the barn roof had fallen on the car so he might sell. When Thompson went to collect the Daimler, he had to dismantle the front of the barn to get it out, then various roof timbers

had to be removed. Happily, he has at last been able to get a Florida title, and the rebuild will start soon. Around 500 of these handsome cars were built, and the previous history of this example is unknown. It was registered in the UK as QC 5477 – a London number issued by the RAC ‘for foreign visitors only’. Presumably it was bought new by an American, who used it in the UK before taking it home – where a subsequent owner swapped the engine for a six-cylinder Chevrolet unit with Saginaw transmission.

Malcolm and Andrea Green stumbled over this Humber while they were out walking in Shropshire. “It was parked alongside a public track off Castle Hill, All Stretton,” said Malcolm. “The Super Snipe appears to be pretty complete, but is probably now beyond economic repair. Some items, such as the front grille, are inside and the interior would appear to be untouched.” From the Eastbourne registration, FJK 262, the car appears to date from early 1959 and as such is a Series 1. Green continued: “Super Snipes were at the time much favoured by those company chairman and local dignitaries who maybe saw a Jaguar as being a bit flashy.”

Mystery Car Competition Win your choice of Workshop Manual worth £25 from Haynes’ brilliant range of aircraft and automotive titles. See what’s available at

Bearing in mind the struggles with something older (below), we’ve gone for a rather more modern offering this month. If you can identify it, send your answers by 1 May to Mystery Car Competition (May) at the address on p10 or e-mail alastair.clements@ with ‘Mystery Car – May 2018’ in the subject/title line. Please remember to include your full postal address.

Bizarre stretched Cord now sits on a Chrysler chassis, but where is the original?

Cord is not what it seems Looking at the side view of this 1937 Cord 812 Phaeton, you might be forgiven for thinking that it isn’t quite right – and it’s not. For a start, the bonnet has been lengthened by no less than 2 1/2 feet. A previous owner, thought to have been in the 1950s, mounted the genuine Phaeton body onto a running Chrysler chassis. The front-wheel drive of these Cords could be troublesome, and it was not unheard of for owners to fit alternative drivetrains – such as a Ford V8 engine powering the rear wheels – but a wholesale transplant such as this is quite unusual. The car has been in storage for years – if you happen to have a Cord 812 rolling chassis, here is your chance to grab a period body for it!

32 Classic & Sports Car May 2018

FEBRUARY’S WINNER We were surprised at how few correct answers there were for this flip-up offering. Happily, regular entrant Jeremy Risdon was able to tell us more about the Simca 6. “This particular car competed at Le Mans in 1949 and 1950,” said our winner, “both times wearing the number 60 – so I presume that this is where the picture was taken. It is sporting a full ’screen, so the year would be ’49 – when Emmanuel Baboin and Pierre Gay finished 18th overall – because the car wore an aeroscreen for the 1950 race.” Got it in one, Jeremy!









he Classic & Sports Car Show is back, and we’ve teamed up with the brilliant Flywheel festival for a new event at Bicester Heritage, the UK’s most exciting venue for classic motoring and historic aviation enthusiasts. Centrepiece to the show will be live action, with up to 100 cars giving demonstrations on the track; tanks and military vehicles churning up the mud; and vintage aircraft taking to the skies. There will be lots to see across the site, with club displays, top dealers offering cars for sale, plus on-site specialists demonstrating their skills and a Brightwells classic auction. Add stalls selling vintage gear, nostalgic rides and live music, and it promises to be an unmissable event for all the family. See to keep up with the latest news – and we hope to see you there!

THE KNOWLEDGE WHEN IS IT? Saturday 23 and Sunday 24 June 2018. Car parks open at 9am each day, and the public gates open at 10am, with each day’s activities finishing at 6pm. WHERE IS IT? Founded in 2013, Bicester Heritage is the UK’s first hub for historic motoring enterprise, based at the best-preserved WW2 RAF Bomber Station in the country. The beautifully restored Oxfordshire site is packed with industry-leading classic motoring, motorsport and aviation specialists. HOW DO I GET THERE? We’d like to encourage all enthusiasts to arrive in a classic car, and for those who pre-register there will be dedicated parking for pre-’76 vehicles (the year the RAF airfield was mothballed). There will be special areas – and rates – for clubs who arrive in groups of 20 or more (see www.classic for information). Smaller club groups should e-mail Bicester Heritage is easily accessed from the M40 (local event signs will guide you to the best junction); if you plan to follow satellite navigation, use the postcode OX26 5HA. Car parks will be signposted as you approach the venue. Coming by train? Bicester North and Bicester Village stations are both approximately one mile from Bicester Heritage, while the nearest airports are London Heathrow and Birmingham International, each an hour’s drive away. HOW MUCH? Booking in advance saves 15% over buying tickets on the door. One-day advance tickets are £23 (adults); £10 (children aged 5-15); and £55 (families: two adults and up to three children). Two-day tickets are also available, and all advance sales are subject to a £2 booking fee. C&SC readers who book in advance get an exclusive 20% discount; to buy tickets using this rate, call 08712 310847 or visit classicsportscarshow. and quote ‘CSCMAG’. HOW DO I FIND OUT MORE? Visit our website at www.






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’ve never smoked and now rarely drink, but I do have an addiction that I tell few friends about. Since childhood, I have been a compulsive collector of models – both built miniatures and constructing my own from kits. I’ve managed to control the buying in recent years, but I still can’t stop myself from looking. One of my favourite parts of Rétromobile is walking down the aisles of vendors and marvelling at how esoteric the latest releases have become. Novelties this year included a comprehensive set of 1:43 Carabinieri Alfa Romeos, all finished in the same official blue-and-white. As a fix when visiting central London, I find myself drawn to St Martins Lane. Motorbooks has long gone, but thankfully St Martins Models still attracts car enthusiasts to this pedestrianonly side street that is a collector’s haven. Such specialist shops are almost extinct, but the wealth of vehicles being modelled couldn’t be more diverse, with ever more obscure subjects. Many are now produced in very limited numbers, and once sold out are rarely seen again. Recent highlights at St Martins include AutoCult’s brilliant range. The new German firm is creating designs that I never dreamt would ever be made in miniature, such as the 1924 Persu Experimental limousine – the Romanian streamliner that looks like a reversed shoe. Other gems include the wonderfully named Volugrafo Bimbo, the tiny (2.5 metres/8ft 2in long) 125cc Italian roadster with central steering and cramped bench seating. It’s not just long-lost oddities, though: AutoCult’s range is balanced by exotics including the 1911 Fiat S76 ‘Beast of Turin’ and the BMW 328 Kamm Coupé. The firm was established by Thomas Roschmann, whose long career in the

Mini streamliners: Dolphin and (below) Auto Union Typ 52

‘Audi is rumoured to be preparing a replica of the mid-engined fantasy’ model business included time with Playmobil, Schuco and Premium ClassiXXs, which he co-founded. Roschmann launched AutoCult in 2014, a dream ambition that, thanks to the enthusiam of his small team, produces a remarkable mixture of subjects. Like me, he is captivated by early streamliners, as confirmed by the wild 1935 Dubonnet Dolphin – the long-lost, rearengined saloon built by the French engineering maverick. The 1:18 piece, created from a few period photos, looks like a Futurist sculpture. Roschmann is particularly proud of the Schlörwagen ‘Egg’ – the Mercedes 170-based ‘teardrop’ sedan developed by Karl Schlör in ’39, which, after investigation in 1945, was broken up by the British authorities. “We did a lot of drawings from the few surviving photos,” he explains. “It was a real challenge and an adventure.”

As well as motoring oddballs, AutoCult has reproduced several intriguing prototypes that went no further than the drawing board, none more spectacular than the Auto Union Typ 52 Sportlimousine. This 1935 concept was commissioned by Wanderer around a supercharged 4.4-litre V16 designed by Josef Kales. A daring coupé body was planned by Erwin Komenda, with McLaren F1-style central driver plus staggered passenger seats set on either side. “The sketches are contradictory because some show a bench seat behind the driver,” says Roschman. “My colleague Andreas Hellman studied automobile design, so he is perfectly equipped to produce drawings for our modelmaker.” This stillborn mid-engined fantasy has long interested Silver Arrows enthusiasts and Audi is rumoured to be preparing a working machine based on a replica Auto Union chassis. For the time being, AutoCult’s amazing miniature – entitled ‘The forgotten dream’and available in 1:43 and 1:18 scales – makes a fascinating 3D object. Every year the team produces a special study just for amusement, and the Auto Union Sportlimousine followed sell-out limited editions of the Austrian artist Erwin Wurm’s currywurst-inspired Volkswagen T2b art car, and Brandpower’s imaginary 2013 proposal that mated Porsche 911 front with Citroën DS rear. Judging by the breadth of subjects – from cute microcars to bizarre campervans – the firm’s planning meetings must be great fun. Future releases are closely guarded secrets between the staff, but thankfully their extensive research is channelled into brochures and a yearbook. Even if you don’t collect models, their development makes illuminating reading. There’s more information at

May 2018 Classic & Sports Car 37



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A 4hp Daimler such as the Harrow crash car, but with steering wheel, not tiller. Note the wooden wheels, which collapsed. Inset: plaque marks the spot


here’s something rather poignant about a blue plaque: you stop, you look up at a building where something happened or someone lived, maybe recently, maybe long ago. Without that tablet, the event or the person would probably be forgotten, and you are left ruminating on the transitory nature of life. Car manufacturers are remembered with plaques all over the place, even if they are not of the official English Heritage variety. On a humble mews garage at 48 Chagford Street in Cricklewood, north London, there’s one that reads: ‘This is the birthplace of the Bentley Motor Car. Number One was produced here in the year 1919.’ In 1995 Birmingham Civic Society put up a plaque at 38 Dyatt Road, Moseley to honour the Lanchester brothers, 100 years after they built, arguably, the first truly British motor car. It seems the more obscure the car, the more likely that there’s a plaque. In Brighton, on the site of the old Locomotive Engineering works, the Isetta Owners’ Club of Great Britain has erected a sign where English Isetta microcars were made. In Crowthorne, Berks a plaque marks the spot where Derek Buckler built his spaceframe cars and karts. In Thames Ditton, three plaques commemorate where ACs were constructed: sadly one of them includes spelling mistakes such as Targa Floria and Carrol Shelby. And on a brick wall at the bottom of Grove Hill, a steep incline in north London that runs past Harrow School, there is a plaque which is headed: ‘TAKE HEED.’ It commemorates what it says is the first motor accident that caused the death of its driver, on 25 February 1899. This is strictly true, although the first fatal accident caused by an automobile in the UK is usually considered to be on 26 August 1896, when a 45-yearold pedestrian, Bridget Driscoll, was knocked down at Crystal Palace in south-east London. At the inquest the coroner expressed the wish that “such a thing will never happen again”. It was a naïve hope: since then, well over half a million people have died on Britain’s roads. If you want to dig deeper, in 1869 a 43-year-

old Irish woman, Mary Ward, was riding on some sort of steam vehicle constructed by her cousins Charles and Richard Parsons. She fell out into the road as the contraption rounded a corner, and was run over by one of the back wheels. But the Harrow accident is significant because the driver, Edward Sewell, worked for Daimler and was demonstrating the car to important prospective purchasers. The Army & Navy Stores was a leading emporium of the day and, from its enormous premises in Victoria Street, Westminster, it claimed to be able to supply anything from an architect’s drawing board to a lobster. One of the more eclectic items in my archive is an Army & Navy catalogue, a massive hardback book of over 1000 pages. Opening the index at random provides endless alphabetical fun: moulds (blancmange), mountaineering tents, mourning paper (black border), mouse poison, moustache clippers, mouth organs et cetera. Samuel Greenhill was the manager of the carriage department at the Army & Navy, and was thinking of adding motorcars to his catalogue. That indefatigable authority on early motoring matters, David Burgess-Wise, tells me that the Daimler, a 4hp model steered by tiller, was loaded with six people. Sewell – described as “a clever if somewhat daring driver” – offered to demonstrate the efficacy of the car’s brakes.

‘As Sewell hauled on the brakes, one of the huge-diameter wooden rear wheels collapsed’

The vehicle gathered speed down the hill until it was doing “quite 20 miles an hour”, according to Greenhill. Then, as Sewell hauled on the brakes, one of the huge-diameter wooden rear wheels collapsed. The car tumbled over, throwing out all its occupants, and Sewell was killed instantly. The front-seat passenger, Major James Richer, manager of the Army & Navy’s seed department, died the following day. Remarkably no one else was seriously hurt. Within the wreckage, the little vertical-twin engine continued chuffing away, and the gathering crowd was worried that it might explode – until a 14-year-old Harrow schoolboy pushed to the front and knowledgably turned off the ignition burners. That must have given him a story to tell the other fags after prep. The boy was John Moore-Brabazon, later Lord Brabazon, aviation pioneer, war hero, developer of the auto-gyro yacht and Tory MP. Tim Greenhill, Samuel’s great grandson, has raced a variety of machines from a Wolseley Hornet Special to a Chevron B8. Family lore states that the good Samuel was, correctly for a gentleman, wearing a top hat, and that the topper’s resilience saved him from head injury. Tim reckons this is probably the first instance of the effective use of a crash hat. May 2018 Classic & Sports Car 39


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My list does not extend very far, and gets questionable on reflection: I suspect ‘bad wigs’ and the noble art of ‘peeing in the sink’ are still with us. I don’t know why I think of the latter as a ’70s thing, but maybe it’s related to something good being on the TV and not wanting to waste time running upstairs. I thought I spotted another quirk the other day when I saw an old boy at Birmingham Airport with a cigarette tucked behind his ear – a 1950s convention of the happy chainsmoker (the cadaverous appearance of this man suggested that he we was of that ilk) – but I was subsequently informed that people still widely do it. This being a classic car magazine, however, I also came up with a few motoring-related conventions that I think are pretty much extinct. A good, but now redundant, winter ritual was putting newspaper over the front grille – or, if you wanted to look posh, a fitted radiator muff – to get the heater to warm up more quickly. In 2018, it feels as relevant as putting Vaseline on your battery terminals. Talking of batteries, it always makes me smirk when I see film of London in the 1950s and ’60s, with people running around on tiny glimmering, yellowy sidelights in the pitch black, as if they don’t want to waste electricity. It may have been a hangover from the war blackout mentality, but more likely had something to do with the mediocre ability of the then near-universal dynamo-based charging system. Today this seems as pointless a practice as using hand signals or expecting people to take any notice at all of a trafficator. I have not made an extensive investigation, but I suspect that winding down your windows and pulling up your own radio aerial have gone the way of wing mirrors on modern cars. And when was the last time you saw anyone ‘feed’ the wheel as they drove? Power steering killed off that one: I reckon it’s an anachronism that went out with burly coppers in black Wolseleys and

‘Gone is the ’70s notion of the blousy housewife pulling the milkman over the threshold for nookie’



o amuse myself and a few mates recently, I made a little list of customs and behaviours that seem to be dying out. The idea began to gain momentum when I saw a burly man on a pushbike – the sort of bicycle that people used to go to work on, not the kind that aggressive, selfrighteous people in Lycra use – riding along with a fag in his mouth, listening to the football on a transistor radio attached to the handlebars. It was not a scenario that I had ever really thought about before, but the man in question had such a look of contentment that it took me back 30 or 40 years to a time when life was less demanding and people seemed a bit happier. It was an era when a bloke could wear an extravagant combover with pride: the days of white dog poo, three TV channels, party phone lines and telephone voices – remember them? – plus those cute little bottles of school milk you got every day, complete with a straw. School milk? These days, milkmen seem to have mostly vanished, so you never see their friendly electric floats and thus entertain the ’70s notion of the blousy, négligée-wearing housewife pulling the milkman over the threshold by his necktie for nookie – something that probably only ever happened in Benny Hill’s mind anyway. Benny Hill? Blimey, he’d likely be had up in 2018 – even the concept of ‘chatting up birds’ will be consigned to history before long. Still, thanks to the wonders of YouTube, I can once again watch trade test transmissions – no, I’m not a sad testcard enthusiast (although I do like the music); I’m talking about the old BP and Shell films showing everything from ’50s rallying to strangely fascinating mini epics about North Sea oil rigs or pipeline laying in Algeria. They transport me back to grey afternoons in Manchester and that ’70s shutdown period between Watch with Mother and Play School. I suppose we still have public information films of a sort, but I miss the high-pitched noise the TV stations used to transmit after the national anthem, and the man with a soothing voice who said: “Don’t forget to switch off your set.”

Benny Hill plays milkman in The Italian Job; have milkfloats gone the same way as cops in Wolseleys?

old dears in brown Triumph Toledos, who learned to drive in ’52 and stuck religiously to what their instructors told them to do. Similarly, the widespread popularity of automatic transmission – and better hearing aids – has consigned to history the high-street spectacle of the silver-haired octogenarian driver revving his/her engine slightly too hard (because they can’t really hear it) against a slipping clutch. That’s probably a good thing. And who would want to go back to a world where unrestrained children in cars was the norm; where seatbelt wearing generally was seen as something for sissies; and where casual drink-driving was as acceptable as washing the family saloon on a Sunday morning? Not me. I’m off to see my new pals up the road for a £10 mini-valet… May 2018 Classic & Sports Car 41




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Letter of the month Letter of the month wins a Gliptone leather-care kit. For products, advice and orders, call 01527 911322 or go to

Heavy metal on the racetrack What an interesting piece by Martin Buckley (Backfire, February) on the 1970s XJC. I helped Ralph Broad run Broadspeed for the duration of the Jaguar ETCC contract, and the firm did have experience of cars ‘heavier than Minis or 800kg Escorts’ – for some years it successfully prepared Vince Woodman’s 1100kg 3-litre Capri, and the BSCC Dolomite Sprints. It had also previously done work on the BMW CSL, subsequently copied by its ETCC rivals. Heavier weight was not a limiting factor. The suspension failures that caused the XJC’s demise were inevitable but also avoidable. The suspension was derived from the 1960s E-type: 1050kg cornering at 0.8g maximum – a bit different from 1700kg, plus fuel, at 1.3g. The front stub-axle deflected enough to stuff the pads back into the calipers, needing vigorous pedal pumping to restore braking. That problem had to be fixed, so Broadspeed designed new uprights with large-diameter stiff rotating stub-axles. At the rear the problem was not immediately obvious, but gross deflection of the small-diameter driven hubshafts made fatigue failure inevitable. Yet BL was not prepared to fund a redesign. Bob Tullius’ XJ-S had no such problems, so why did we? Maybe because the American XJ-S had narrow rims to meet more restrictive regs, didn’t corner at 1.3g and was far lighter…

Uno lacked the R5’s turbo lag, says Aston

Hot hatch backed In the 1980s/’90s, I owned or drove many of the hatches in your March issue. The Mk2 Golf GTI was far superior to the beatified Mk1. The latter’s engine and ’box might have been a leap forward over BL and Ford, but its seats were terrible, its ride worse, the brakes notable by their absence. VR6? Great engine, but it deserved a better chassis. What a shame your hatch criterion ruled out earlier Alfasuds – the late model’s twin Dell’Ortos might have brought more poke, but any

The 5.3-litre unit made 580bhp when fully bedded in; Jaguar was said to have had trouble getting the standard V12 to produce more than 450bhp, which is why Harry Mundy was sceptical. The reason was our redesigned cylinder heads, with a combustion chamber in the head rather than the standard flat head. Getting 550-580bhp provided interesting challenges. Any block will distort when you torque down the head/mains, but when it’s aluminium – rather than nearly three times as stiff cast-iron – and a long, complex block with open deck for wet liners, the problem multiplies. It needed delicate preparation: torque the head and main-bearing caps, hone the bearings into line, then fixedhone the bores back to cylindrical. Problem solved, helped by Vandervell kindly supplying thicker steel shells around its VP2 metal. And the bigend bolts had to be torqued higher than standard to avoid their coming loose through the higher inertia loads at well over 8000rpm. Lubrication was also a challenge. The stock V12 had a large-diameter gerotor oil pump around the front of the crank – a neat design. Sadly, rotor pumps absorb more power than gear pumps – in the V12’s case, about 20bhp at 8000rpm according to Bob Knight. And the huge-diameter mains needed high pressure to keep them afloat at any revs, as well as giving higher friction losses. The answer:

advantage was negated by overgearing. My ’78 Sud Ti had closely stacked gears, with 80mph in fifth needing 5000rpm, but the result was immensely engaging. The ’84 Sud Ti I later bought not only had far inferior build quality, but fifth was also neither use nor ornament, and fourth not much better. The press loved the Citroën AX GT, but they didn’t have to live with the little horror. If they had, they’d have been as irked as I was by the Airfix build quality, thrashy engine, gritty gearchange and seats designed for snake-hipped Frenchmen, not fat Yorkshiremen like me. Peugeot 205GTI? A joy to drive, with a snappy engine, sublime ’box, talkative but heavy steering and a playful chassis that was fun when you invited it to your party, less so when it decided to gatecrash. You namecheck the grisly Maestro Turbo, which hardly anybody bought, and bonkers Metro 6R4,

Rouse/Bell at Zandvoort in ’77 and, below, Bell/Hobbs at Silverstone in ’76; both retired

replace the oil pump with an external belt-driven one (from Cosworth). That was the era when synthetic oils became available from the major companies. Unfortunately, the BL PR department arranged a contract with a firm whose oils weren’t so good. After an expensive test-bed failure, the company agreed to let us put the oil of our choice into its cans to avoid red faces. The other problem was oil surge because of high-g braking and a long sump.

which nobody purchased as mere transport, but lots did buy a Metro GTi – all the style of a shoebox, but the 1.4 K-series was a gem. Yet you omit the car in which I had the most fun: the Fiat Uno Turbo, whose flaws were more than compensated for by its ballistic levels of go. It might have had a rock-hard ride, a recalcitrant ’box and what Setright memorably called ‘a sharply projectile clutch’, but its turbo 1300 was a joy. Period 0-60mph times didn’t do the Uno justice because its tyres would spin in the first three gears, but in-gear pace was stupendous, enabling the Uno to embarrass upmarket stuff such as Porsche 944s. My run in the Uno to the San Marino GP in ’87, taking in the Route Napoleon, remains a highlight from years of road trips. It deserves a feature of its own. John Aston Via e-mail

A small cyclone air separator in the pressure line helped mitigate this. I don’t remember stripped gears in the transmission, and the brakes worked fine. With open-top calipers and a water spray when the brakes were applied (using a brake-light switch), the temperature came down about 300ºC. A caravan water pump supplied a spray nozzle in the eye of the disc, and evaporation did the cooling. An elegant solution. I also don’t recollect the need for ‘different compound tyres on each side’. Or that tyre wear was a problem. In hindsight, had Jaguar consented to our rear end redesign the programme need not have been terminated. Easy to be wise after the event, but what interesting times they were! Colin Mynott Crick

Bristow’s scarred Ford will now be reborn

T-bird is a phoenix Two weeks ago, around midnight, my beautiful ’64 Ford Thunderbird caught fire. It was destroyed, and the car next to it was also written off. An electrical fault, apparently, and I’ll now make it into a rat rod. Remember to carry a fire extinguisher at all times – I now will. I want to say thank you to the local fire brigade (and police), who put out the fire; they couldn’t have been more professional and courteous. Tim Bristow Ryde May 2018 Classic & Sports Car 43


Silver screen star

Six-pot S3 was not unique, says Gardner

‘Ghost’ stories

I must take issue with Simon Taylor when he says that nobody but him would give The Racers a second look (Full throttle, February): the movie made a huge impression on me. I saw it as a pre-teen in Utah. I was starting to migrate from hot rods, customs and stock-car racing to foreign sports cars and The Racers opened up a whole new world. The footage of sports car and GP racing was a revelation: a dream world for a lower-middle-class kid. I’ve been into dream fulfilment since I moved to Europe in the ’70s, racing Porsche 356s and 911s on all the major circuits and hillclimbs, as well as thousands of kilometres on all the great roads and mountain passes that Europe has to offer. This was all triggered by The Racers and nurtured by Bernard Cahier’s European race reports in Road & Track. Further dreams realised included meeting Bernard and being invited to help him with his archives, and befriending an alltime hero, Stirling Moss, when we raced together. Keep dreaming!

I was thrilled to see the article on the ‘Ghost’ E-type (C&SC, January); it was the most memorable of the many vehicles that have passed though my hands. A number of right-hand-drive cars were built, and some were assigned to Browns Lane executives. The service director had one, and he remembered it fondly when I met him years later. These pre-production six-cylinder vehicles were Jaguar hedging its bets. The V12 programme had run late because the UK fuel-injection supplier, Brico, went out of business and Bosch couldn’t support development in time for the launch. All things considered, the four Stromberg carburettors worked well and saw out the Series III. There is some misconception that a V12 would be less reliable than the trusty ‘six’. Nothing could be further from the truth. The V12 was developed by a team headed up by the legendary Walter Hassan, whose career started with racing Bentleys and whose credits included the XK and Coventry Climax engines. There was no compromise on component quality and refinement with the technology that was available at the time. I’ve been told the dynamometer durability standard that this unit met would have destroyed an XK. Sad to say that the cooling left much to be desired, and it was not until ’84 that the XJ12 had a system that could handle 40˚C-plus. I tested one for Jaguar in Gila Bend, Arizona at 42˚C and it survived an hour’s idle with full air-con. We made a retrofit ‘desert kit’ available, but by that time the dealer body had lost confidence and Jaguar North America dropped the XJ12. A minor point about the air-con system on the subject car. As far as I recall, it was the same as an S2 – York compressor, Heath-Robinson spring-loaded idler and all! The under-dash heat exchanger was as per the S3. The E-type systems had their origins in the aftermarket, often fitted at port of entry, as most imports did. The S1 XJ6 and XJ12 were among the first imports to have an integrated, factory-fitted heating/cooling system.

I loved your Hawk and Vanguard comparison (C&SC, March), which revived happy memories because I owned both. My Hawk, a ’58 auto with leather bench seats, replaced the Vignale Vanguard in 1970. Prior to getting married in 1971, my flatmates, my fiancée Pauline and I hired a villa in the Algarve and decided that we’d drive there in my Hawk. The only preparation was to replace the rusty exhaust and off we went, three up front and three in the back. We completed the 1450 miles (avoiding autoroutes to save money) with one overnight stop, and arrived in Albufeira in the early hours. A wonderful holiday ensued, and our only problem on the return drive was that the poor Hawk kept bottoming on the dreadful Spanish roads, resulting in the exhaust blowing near the manifold. On arriving home, I complained to the exhaust fitter that my new system had failed (omitting to tell them of its gruelling test) and they replaced it under warranty!

Graham Gardner Via e-mail

Simon Carter Newbury

44 Classic & Sports Car May 2018

Dennis Thalmann Ladenburg, Germany

Carter moved from Vanguard (r) to Hawk

Road-trip barge

the month Bell Snr and Becker tackle the MIRA bank

A tester’s notes Great mag again (February) but, as the son of one of the Hethel Lotus development team, I cannot let another ‘Mike Kimberley Show’ slip under the radar. The chap driving the Europa at MIRA is my father, Mike Bell, and below is his response on reading the article. ‘The picture of [Roger] Becker and I shows the car at the top of the banking and there’s noticeable lock on the front wheels. The car understeered so we had to hold the nose into the bend, and the rear suspension was so badly located off the ’box that it bump-steered all over the place. We cured the understeer with a softer front anti-roll bar and Oliver Winterbottom’s chin-strap spoiler to stop the nose lifting. The picture shows us testing the spoiler. ‘As for the gear linkage, that was created by the guy who led the team under my eye. Mike was terrified of it because it was very conspicuous from the rear; he thought [Colin] Chapman would have a fit. We showed it to ‘The Old Man’ and, of course, he loved it: simple, easy to make and beautifully precise. ‘It’s true that Becker complained about wearing a corset for the pavé testing – but for the Elite! The corset was [Colin] Spooner’s, and we were both very grateful for it.’ Fred Bell Via e-mail

Inhuman rights Regarding the Top Ten ‘Right-hand wrongs’ (January), a friend in London had an AMC Pacer in the ’80s, which I serviced. It was ‘poo brown’ with a beige stripe, and in all the time he had it we never saw another. The Pacer had an AMC ‘six’ and I never worked out how to get to the rearmost spark-plug. As for Golf GTI: yes, the brake linkage was a major problem: with even minimal wear, it had so much lost motion that the poor thing had the springiest pedal I ever stamped on. Working for a chain of service centres, I acquired a reputation for setting these up – although I heard many reports of customers who had been sold master cylinders and calipers they didn’t need. Chris Martin Shellharbour, NSW, Australia

Pedant of the month wins a C&SC baseball cap. Send your observations to alastair.

Brooklands on New Year’s Day was fantastic. I was able to park my 1938 Autovia Saloon outside the Clubhouse beside my friend’s Alvis Speed 20. I was amused to read in March’s News & events that Calum Hamilton’s ’37 Autovia ‘Sportman’ was there: it had clearly been confused with my car. I’m curious as to where the name ‘Sportman’ has come from. I believe the only model options offered were Limousine, Saloon and a higher-spec Sports Saloon. John Stoodley

Comments and clarifications Shame on you! Having owned an original Fiesta XR2, I was appalled by Ross Alkureishi’s comments (C&SC, March). It was never fitted with a CVH engine, employing the Kent unit to good effect; steering and handling were pin-sharp; and it was well regarded by the press in period. Indeed, it fulfilled its junior hot hatch role with aplomb. The negative critique you have bestowed upon this fine little car shows that you’ve had no chance to drive a good example. David Wood I read your review of Matthew Vale’s TVR 1946-1982 with interest (Books, February). I was surprised to see your comment that it is ‘up against the oracle, Peter Filby’ because that book has a number of incorrect facts, despite me co-operating. Vale has presented this part of TVR’s history remarkably correctly. Oliver Winterbottom In your Top Ten British hillclimbs (March) there is a mistake. Rest And Be Thankful is situated in Glen Croe not Glen Coe as stated. Glen Coe is much further north. Michael Houston


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Above: the last frontengined Le Mans winner, the Ferrari 330 Testa Rossa of Phil Hill and Olivier Gendebien. Right: Hong Kong street scene in the â&#x20AC;&#x2122;60s, Fleeting Glimpse. Cowland isnâ&#x20AC;&#x2122;t intimidated by figures, as confirmed by his spectacular military and ceremonial studies

48 Classic & Sports Car May 2018

Anthony Cowland Everything from rural Sussex to desert battles inspires Barbados-born painter

Anticlockwise, from above left: pre-war Singapore; winter scene in Wadhurst, with stranded Morris Eight Series Z Post Office Telephones service van and Dragonfly chopper; ‘Auntie’ Rover about to be loaded into Bristol Type 170 for Channel crossing; Henri Mignet’s home-built Flying Flea; E-type Jag at speed

No subject seems to faze Anthony Cowland. Be it a bustling street scene in old Hong Kong, a tense military ambush in Sangin, or ’60s GT rivals dicing through the night at Le Mans, he skilfully brings the scenes to life with oils in his East Sussex studio. To keep his material fresh, he often has multiple paintings on the go at the same time. The son of a mechanical engineer who worked at Rootes before joining the RAF as a teacher, Cowland travelled the world to various postings with his parents. All through his childhood, he was indoctrinated with mechanical marvels and spectacular landscapes that are reflected in his pictures. Much to his father’s disappointment, Cowland eventually followed an artistic course. After running successful design firms, he decided he’d become too removed from the creative side and went freelance. Since 1989, the commissions have flooded in, first aviation and then assignments with the British Army. “Few experiences match flying low

and fast in military helicopters over Afghanistan,” he says. “Travelling to combat locations and producing big paintings was very exciting.” From riding on the running board of his father’s old Rover in Barbados to visiting the Grand Prix at Brands with his son, cars have been a continuing feature alongside architecture, planes and balloons. Cowland is so busy with his art that he has little time to fettle his MGB GT, but is fortunate to have friends who own other interesting old machines: “Open-cockpit ’50s sports-racers appeal, particularly the D-type. I would also love to do some Edwardian scenes that could combine balloons with cars. Early transcontinental events such as the 1908 Peking to Paris fascinate me, with Prince Borghese’s open-wheel Itala tearing across remote deserts leaving a trail of dust. I like to put the subject into a period context and in an authentic landscape.” Pictures under way include actor James Stewart’s P51 Mustang racer ‘Thunderbird’ roaring over a ranch in Arizona: “The research takes the longest because I want my compositions to have a narrative.” Other recent studies have included the Battle of Britain Memorial Flight with Bristol Blenheim over Goodwood in an Airfix-style illustration for the Revival programme. MW Cowland will be exhibiting with the Guild of Aviation Artists, London, from 9-15 July:

May 2018 Classic & Sports Car 49

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Simon Owen’s passion for racing – as well as his considerable artistic talent – is lauded in this compact Veloce paperback. It comprises some 200 pages of iconic liveries – all produced on a computer, but far from lacking in feel. Each is accompanied by a quote relating to a driver, vehicle or key race – which makes it all rather charming.

ALFA ROMEO MONZA The first book from C&SC’s longest-serving and best-loved staffer has been a long time coming, but the result is worth the wait. As those who know him might expect, the subject is his beloved Alfa Romeo, specifically the magnificent Monza. More specifically still, it’s chassis 2211130, as campaigned in period by – among others – the Hon Brian Lewis and LSR hero John Cobb, and since owned by a Who’s Who of key collectors, from the Hon Patrick Lindsay to Hubert Fabri. Book 12 in the Porter Press Great Cars series isn’t a niche production: yes, Walsh studies the life of FYE 7 in forensic detail – from its debut win at Brooklands to its later career as historic racer and stunning road car – but it’s also an in-depth history of the model. From famed designer Jano to the race that gave the car its name and key drivers, it’s dripping with knowledge, delivered with Mick’s trademark enthusiasm. He’s just as passionate about sourcing the best period imagery, and the richly reproduced shots are a joy to pore over. Our only gripe is the slightly incongruous typeface, and we can’t wait for Walsh’s next production. AC

£14.99 ISBN 978 1 787 111 943


£60 Mick Walsh, Porter Press. ISBN 978 1 907085 44 4

The First Three Shelby Cobras

Drawing and Painting Cars

Paolo Mazzetti’s coffee-table quality commemoration of the 90th Mille Miglia will mean most to those who took part, given that three quarters of it is devoted to photographs of participants. What remains includes an interesting history, lifted by period pics and posters. €89 Officine Grafiche Staged (order via


The stories of the first Cobras are combined for the fourth book in Porter Press’ Exceptional Cars series. Author Gordon Bruce has a long association with performance Fords, and has raced Cobras, and over 128 pages packed with historic photos he tells the individual histories with highlights on Shelby team players, drivers and owners. ‘CSX2001’ is the strongest, its lives including a spell as a hardtop raced by pilot Jean-Marie Vincent, and a loan to Johnny Hallyday. Great value and a must-have for fans. MW

Anyone who aspires to be an automotive artist should track down this 128-page paperback. We’ve often featured Keith Woodcock’s dramatic studies in C&SC, and his stepby-step guide covers everything from basic perspective to business tips. A master of atmospheric lighting, his chapter on Reflections and Shadows is particularly pertinent – and it’s packed with the artist’s superb work. MW

Veloce’s pocket guides are essential reading when buying a classic and James Taylor’s latest, covering first-generation Range Rovers, is no exception. From structure to mechanicals, there’s advice to help you buy the best – there’s even detail on decoding chassis numbers.

£30 Gordon Bruce, Porter Press. ISBN 978 1 907085 55 0

£16.99 Keith Woodcock, Crowood. ISBN 978 1 78500 292 2

£12.99 ISBN 978 178 7 112223

Daimler Days Vol 3

Automotive Jewels of India

No-one knows as much about Daimlers as Brian Smith, who has been the DLOC’s historian for more than 40 years. This glorious, near-600page compilation is meant as a companion to Volumes 1 & 2, the definitive marque history. It relates the stories of his fellow enthusiasts and their lovely cars, spanning a century, and is lavishly illustrated with photos of the vehicles, plus period artwork in many cases. DE £95 Brian Smith . ISBN

Gautam Sen is among the foremost authorities on Indian classics, and this lavish yet top value 270-pager picks out his favourites, from 1905 Darracq to 2008 Ariel. We’d have liked more archive shots – and captions – but Makarand Baokar’s photos leap out of the page, particularly his studio work. The text is light and the choices eclectic, if not as wacky as the famous Maharajah cars; we also enjoyed the biographies of local collectors. AC £45 Gautam Sen & Makarand

978 1 9998303 1 1 (

Baokar, Heritage Publishers. ISBN 978 81 7026 392 0

FORCING THE POINT John Starkey’s Porsche 930 to 935 isn’t cheap, but is hugely detailed. It includes the full development of the turbo road car and its circuit siblings, with fascinating quotes from those who raced them in period (including Dick Barbour, Alwin Springer and Hurley Haywood). This, the third edition, devotes 130 pages to chassis histories. £50 Veloce. ISBN 978 1 787112 46 9

May 2018 Classic & Sports Car 51


Twenty Glorious Years

Photo: Stirling Moss Collection

The attention to detail is one of the many impressive features of Goodwood events, and this new book marking the Revival’s 20th anniversary is typical of the talented Sussex team. From the gold-embossed Boy’s Own-style cover, it vividly captures the many highlights of the world’s most famous historic racing event. Rather than a chronological history, the book picks out key figures, themes and features. The appendices neatly cover winners (Gary Pearson and Wayne Gardner top the list at eight each), badge design, parades and party themes. Designer Nick Elsden follows the vintage style of the event programme, with inspired typography. Packed with evocative images, this is the perfect souvenir of an amazing British success story. MW £29.99 Edited by Mark Walton, Goodwood Road Racing Club. ISBN 978 0 9574820 1 2 (see

Monzanapolis Mike Hawthorn and I remained good friends on and off the circuits thro oughout our careers. On this day in 1955, I had asked Mike if he would like e to drive my Maserati at Crystal Palace in a formula one meeting. Our pre-race discussion must have been spot on because he won the race by nearly two seconds.”

At last the spectacular ‘Monzanapolis’ races, better known as The Trophy of Two Worlds, have been covered in depth. This 1957-’58 challenge matched the best of the US against Europe’s fastest on the Monza banking; they might not have lived up to pre-event hype, but the races make fascinating reading. The wins for Jimmy Bryan and Jim Rathmann are related by author Aldo Zana, who also explores the history of the US vs Europe in races such as Indianapolis and the Vanderbilt Cup. One-offs are highlighted, too, including the Maserati ‘Eldorado’ that gave Stirling Moss the ‘fright of his life’. The only shame is that, other than the back cover, the imagery is black and white; this event deserves vivid Kodachrome. MW €49.90 Aldo Zana, Societa Editrice Il Cammelo. ISBN 978 88 96796 52 8

CLASSIC MOVIE OF THE MONTH Andrew Roberts’ big-screen motoring moments

Town On Trial

0121 422 2282

0121 506 6040 Stewart Miller Insurance is the trading name of Stewart Miller McCulloch and Co Limited; Peter James Insurance is the trading name of Peter D James Limited; both are authorised and regulated by the Financial Conduct Authority.

Any black-and-white crime drama that commences with a pair of Wolseley 6/80s zooming along a deserted road towards the camera is automatically worth watching, but Town On Trial is an intriguing example of the British film noir. It also represented something of a change of image for John Mills as Detective Superintendent Halloran of The Yard, exuding a bitter class-consciousness as he investigates the apparently respectable small town of ‘Oakley Park’. A local Diana Dors lookalike has been found murdered, and every Jaguar MkVIIM or Humber Hawk MkIVdriving establishment figure in this smug Home Counties community seems to have something to hide… Town On Trial was based on a series of Francis Durbridge stories and was partially shot in Weybridge, Walton-on-Thames and Roehampton, but it strives to have the air of a US murder mystery. Even the local teenagers favour a 1936 Pontiac De Luxe Eight while Charles Coburn and Barbara Bates were imported from Hollywood as expat ‘Canadians’ – a common trope of post-war British cinema. The film is dominated by the James Cagneystyle aggression of Mills’ performance, the sight of his Wolseley of authority striking fear into all hypocrites, cads and fake war heroes.


ASTON V8 ZAGATO £160.99 There’s no stopping Dutch modelmaker Cult as it continues to expand its superb range of 1:18 Aston Martin classics with another rarely modelled subject, a 1986 V8 Zagato. Finished in Gladiator Red with right-hand drive and the factory’s famous 1 AML promotional plate, this solid resin piece perfectly captures the distinctive shape that polarised opinion. Produced during the Victor Gauntlett era, the project revived the historic collaboration with Zagato, the famous Milan coachbuilder. 1:18 1 Minichamps’ Nigel Mansell 1986 Willliams FW11, £199.99 2 Cult’s 1961 Alfa Romeo 2600 Spider, £160.99 3 Tecnomodel’s Alberto Ascari 1952 Itali G d

Models (08448 878888; 10% discount for orders from C&SC readers quoting ‘CS0518’

5 Matrix’s 1952 Jaguar XK120 Pininfarina Flying Coupé, £89.99 6 Neo’s 1981 Saab 900, £69.99 7 Matrix’s 1947 RollsRoyce Silver Wraith Hooper, £107.99 8 Spark’s Jack Brabham 1964 Monaco Grand Prix Brabham BT7, £53.99 9 AutoCult’s Covington El Tiburón, £92.99 10 AutoCult’s Velam Isetta record car, £92.99 11 Spark’s 1980 Le Mans 24 Hours Haldi/Béguin/Merl Porsche 935, £53.99 12 Matrix’s 1980 Mercedes-Benz 600 Buchmann, £109.99 13 Minichamps’ 1973 BMW 2002 turbo, £99.99



7 5






11 13

15 April Connexion Leisure Club, Ryton-on-Dunsmore. 150 tables, 10:30am. £2.50 01604 846688; 22 April Macron Stadium, Horwich, Lancashire. 300 tables, 10:30am, £3.50 BP Fairs 29 April NEC, Birmingham. 600 tables, 10:30am, £7.50 BP Fairs 29 April Lincolnshire Showground. 200 tables, 10am, £2.50 01522 880383; 6 May Knavesmere Stand, York Racecourse, Yorkshire 100 tables, 10am, £2.50 J&J Webb 20 May Kempton Park Toy Fair, Sunbury-on-Thames, Middlesex. 200 tables, 10:30am, £4 02392 262446; 20 May Exhibition Centre, Leger Way, Doncaster, Yorks. 350 tables, 10.30am, £4.00 BP Fairs

May 2018 Classic & Sports Car 55







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GEORGANO’S LIBRARY The first Transport Collectors’ Auction of 2018 (on 17 May) will feature the books amassed by the late ‘Nick’ Georgano, the esteemed historian who edited The Beaulieu Encyclopedia. Also on offer is an impressive set of enamel signs, including a rare British Dominions promotion: www.; 01460 55955.


The talented Czech design team Unique & Limited has created a spectacular composition to celebrate the 30th anniversary of the McLaren-Honda MP4/4, the most successful Grand Prix car ever. Working in association with McLaren, the new art print entitled The Best and the Rest features Ayrton Senna’s victorious

charge in the 1988 San Marino GP. U&L’s fastidious attention to detail included a visit by Bruno Senna to its Prague studio for him to model as his uncle. Just 130 50 x 21cm prints will be produced, at $250 each, while a set of four more graphic 50 x 70cm posters cost $30 each. See

Snug as a bug in a soft-top

Me and My Car has introduced a range of mugs with a novel patinated appearance. The collection includes Castrol GTX, Gulf, Jim Clark’s Indy Lotus, Martini Racing Porsche, Shell and Monte-Carlo Mini. The 11oz ceramic cups have a high-gloss finish that should protect them against years of dishwasher cleaning. Each £10 mug comes in a plain white giftbox. For more details, call 01865 883061 or visit

Aero Leathers’ latest cosy leather coat – the Hudson – ought to be perfect for open-top spring motoring. The full-length classic 1950s design features an Irvin-style sheepskin collar, an Alpaca lining, Talon zipper front, six pockets including map storage all lined in moleskin, and a detachable half-belt. The jacket is available in black or Tumbled Brown, price £800, from the Galashielsbased company. Call 01896 755353 or see

T-shirts for young hotshoes

Build your own Ferrari GTO

Goodwood has introduced a new children’s T-shirt design featuring four cartoon racers. The illustration comprises two ’60s-style single-seaters and a pair of pre-war SS100-type sports cars. The colour artwork is printed on grey cotton, and is produced in sizes age 2-12 years. You can purchase the £18 garment at www.goodwood. com/shop or by calling 01243 755055. A full set of 76th Members’ Meeting regalia, ranging from lapel pins to polo shirts, is also available.

German modelmaker CMC has launched a clever version of its fabulous 1:18 Ferrari 250GTO, with the components mounted on a leather-covered board and framed with aluminium for display. Spread around the stripped red bodyshell are hundreds of parts that make up the engine, suspension, wheels and interior. This ingenious resentation s limited to ust 200 and s selling fast. Priced at £769.99, it’s available from www.diecast, or call 08448 878888 for more details.

Mugging up on the past

Following its classic VW Beetle and Camper, Lego now offers a Mini Cooper. Modelled on the MkVII, the £79.99 kit features engine details, a veneered dash, working steering and Minilites, plus opening panels. The car measures 9in long, and boasts a picnic set: www.



6-8 April Veterama. Huge jumble at Hockenheimring, Germany 0049 620 313 507; 7 April Rufforth Park, York. 350 pitches, £17 01904 738620; 8 April Normous Newark plus Car Show, Newark & Notts Showground. Entry £10 from 8am (with earlybird ticket) or £6 01507 529430; 8 April Newbury 4x4 & Vintage Spares Day, at the Showground. Plots from £30 01697 451882; 15 April Garstang Autojumble, at Hamilton House, Lancs. Pitches £15, entry £3.50 07836 331324; 22 April Huddersfield Autojumble, Old Market Building, Yorks. Stalls £20, entry £2.50 01773 819154; 11-12 May Seidel & Friedrich, Ladenburg, Germany. Amazing 2500-lot sale of books, brochures etc 0049 6203 957777; 19-20 May Beaulieu Spring Autojumble, Hants. Trunk trader area and Land-Rover Rummage (Sun). Entry £10 (Sat) and £17.50 (Sun), open 9:30am-4:30pm 01590 612345;

May 2018 Classic & Sports Car 57


STRIKING A CORD IN THE MIDWEST Auburn, Indiana is one of the top US motoring destinations. The former site of 10 manufacturers is known as the ‘Home of the Classics’ and was an early rival to Detroit. During the 1920s and ’30s, local auto magnate EL Cord owned the Auburn and Duesenberg marques, so start your classic journey at the Auburn Cord Duesenberg Automobile Museum. This impressive collection of 130 vehicles is spread over a three-storey building that was occupied by the Auburn Automobile Company. The ground floor is an ornate Art Deco space that was the original corporate showroom, where new models were revealed to dealers in the ’30s. Cars on this level include a tropical 1931 Cord drophead coupe, ’32 Duesenberg Model J, ’36 Auburn 852 Phaeton and an ivory ’37 Cord 812 drophead with iconic ‘coffin’ nose and hidden headlamps. A separate area is devoted to cars designed by Gordon Buehrig, who became Duesenberg’s design chief at the tender age of 25. Among his creations are a 1931 Duesenberg

Wild and unique, Buehrig-designed Tasco

Model J Beverly saloon, with its distinctive low silhouette and raked windscreen, plus a 1935 Auburn 851 Speedster and a one-of-a-kind 1948 Tasco from The American Sports Car Company. It’s not all Auburns, Cords and Duesenbergs at their namesake museum, however. In the ‘Gallery of Special Interest Automobiles’ you’ll find unusual classics such as a rare ’52 Cisitalia 202 Gran Sport and a ’33 Checker from the year that Cord acquired the Checker Cab Co. A section devoted to cars manufactured in Indiana includes 1894 Black, ’20 Lexington Minute Man Six and ’22 Haynes. The focus narrows to Auburnproduced automobiles with a 1907 Kiblinger, 1910 Zimmerman, and a 1913 Imp. Iconic American architect Frank Lloyd Wright was a car buff, and two of his former vehicles are on display: painted in Lloyd Wright’s signature ‘Cherokee Red’ are his 1930 Cord L-29 Cabriolet and a diminutive 1952 Crosley.

Auburn Cord Duesenberg Museum is housed in the firm’s former showroom, with star cars including colourful Cord (left) with Model J Duesie behind

Stainless-steel DMC12 in factory red paint

Magnificent ‘airflow’ Dodge RX-70 truck

The knowledge Address 1600 South Wayne Street, Auburn, IN 46706, USA How much? Adults $12.50; children (7-17) $7.50; u6s free Where? 160 miles east of Chicago Opening hours 9am-5pm Tel 001 260 925 1444 Web Early Ford V8 Foundation (fordv8; National Auto & Truck Museum (; Kruse Auto & Carriage Museum (

Vintage billboard backdrop for V8 Fords

Frank Lloyd Wright’s wonderful Cord L-29

The Hall of Technology gives close-up views of several engines, along with hands-on displays where budding mechanics can learn about things such as axle ratios and propshafts. The Design Studios take visitors inside the styling process, with clay models and original sketches for everything from hubcaps to steering wheels. Adjacent to the ACD site is the National Automotive & Truck Museum, in the ’20s factory buildings of the Auburn Automobile Co, including the space where the front-drive Cord L-29 was developed. The museum features a mix of cars, Checker cabs and lorries, along with some quirky vehicles. One such star is a 1940 GM Futurliner (C&SC, June ’06). Like a cross between a Flash Gordon-era Airstream and a bus, it’s one of 12 that criss-crossed the USA as part of GM’s ‘Parade of Progress’ in the 1940s and ’50s. Nearby is a 1981 De Lorean, in rare factory red, and a ’65 Mustang Fastback fitted with

a 185bhp Wankel rotary engine. An ‘airflow’ 1938 Dodge Model RX-70 in Texaco livery is a highlight of the lorry section, while this facility also houses a selection of toys, models and pedal cars ranging from 1894 to the present day. For Ford fans, a worthwhile side trip is the Early Ford V8 Foundation. Currently undergoing a major expansion, it showcases FoMoCo cars from ’32 onwards, while there are even more classics to be found in the adjacent Kruse Automotive & Carriage Museum. Here you’ll find film cars such as a Carl Casperbuilt Batmobile, plus hot rods, Indy 500 racers, and the International Monster Truck Museum! The best time to visit the region is during the annual Auburn Cord Duesenberg Festival that straddles the end of August and the start of September. As for whether it lives up to its billing as ‘The World’s Greatest Classic Car Show & Festival’, you’ll just have to decide for yourself. Michael Milne May 2018 Classic & Sports Car 59






ALFA ROMEO DREAM DRIVE Tackling rural Portuguese roads in the gorgeous yet underrated 1900 Touring


INCLUDING… • All the latest news ahead of the festival • Show star track test • Behind the scenes at Bicester Heritage *ON SALE 3 MAY



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1960 Aston Martin DB4 FAS 302 is an original 1960 rhd DB4 meticulously restored to GT Zagato spec by the best in the business and is offered with HTP papers ready for racing or fast road use.

1936 Lagonda LG45 Le Mans Repilca An older restoration in the style of the Fox & Nicholl Le Mans car, notorious rally participant and coming from long term ownership at a fraction of the cost of a comparable Bentley.

1936 Lagonda LG45 Rapide Replica A wonderfully mellow â&#x20AC;&#x2DC;old schoolâ&#x20AC;&#x2122; Rapide Replica built to a very high standard and clearly witha cavalier disregard to cost. Retains its original Sanction 2 engine. Also available 1962 Jaguar E Type Roadster











The Tordoff Collection is a selection of classic, modern classic and supercars hand-picked by our specialist buying team based in Newcastle upon Tyne. With JCT600’s 70 years’ heritage and experience with specialist brands, we have strong relationships with an established network of classic car owners and enthusiasts to offer the very best example of collectors’ cars nationally.

O U R PA S T, P R E S E N T A N D F U T U R E 1968 Aston Martin DB6 2dr 53,566 Miles, Sierra Blue, Manual, Petrol 9 owners. Masses of documented history. Matching numbers and with Heritage certificate. Has been through all the major Aston Names over the years. Desmond J Smail did a major refurbishment in the late 80’s/90. Plus full documented nut and bolt restoration in 2005. 1500 man hours spent, with full photographic documentation of the process and to prove the quality of the work. Notably, the car was inspected by RSW in 2015/16 and ALL points were addressed this type of attention is what makes the difference and is unusual. The car has since been detailed and looks stunning.


2017 Aston Martin DB11 V12 5.2L Launch Edition Coupé 2dr

2016 Aston Martin Vantage Sportshift 2dr

1,200 miles Miles, Metallic Black, Automatic, Petrol £139,990

6,950 Miles, Blue, Automatic, Petrol £73,990

2018 McLaren 570S Spider Launch Edition Convertible 2dr

McLaren MP4-C 2dr

26 Miles, Metallic Sicilian Yellow, Automatic, Petrol £178,990

15,773 Miles, Metallic Volcano Red, Petrol £122,990

We are always looking to source the finest specialist cars to add to our collection, including Lamborghini, McLaren and Rolls-Royce as well as modern classics from manufacturers such as Audi, Mercedes-Benz, BMW and Land Rover. For further information, please contact Phil Robinson on 07858 380324 or PROUD STOCKISTS ASTON MARTIN







S T A R T Y O U R J O U R N E Y : J C T600. C O. U K /TORDOFFC OLLEC TI O N The Tordoff Collection at Bentley Newcastle, Silverlink Park, Wallsend, Newcastle upon Tyne NE28 9ND. Tel. 0191 295 8050. @TheTordoffCollection



Search ‘The Tordoff Collection’

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ddclassics D D C L A S S I C S . C O M

2007 Bugatti Veyron (LHD)

1997 Ferrari F50 (LHD)

2016 Ferrari F12 TDF (RHD)

1971 Mercedes 280SE 3.5 Cabriolet (LHD)

1978 Bentley T2 Saloon (RHD)

1987 Aston Martin V8 Vantage Volante X-Pack (RHD)

1966 Iso Grifo GL 350 (RHD)

1984 Lamborghini Countach 5000 S (LHD)

1964 Aston Martin DB5 (RHD)

DD Classics, West Cross Business Park, Unit 3 Shield Drive, Brentford, Middlesex, TW8 9EX. Showroom: +44 (0)208 8783355 • Mobile: +44(0)7850 888 880 • Email:

1963 Aston Martin DB5

1966 Aston Martin DB6

2010 Aston Martin DB9

1965 Aston Martin DB5





Silver over Black, Preserved Early Car, 4.2 L Specification with Period Race History, 47,000 m, RHD

Capri Blue over Dark Blue, Matching Numbers, Chapman upgraded Auto, Very Original, RHD

Silver Blonde over Black, Full Main Dealer History, Just Serviced, One of the last Manuals Made, 36,500 m, RHD

Sierra Blue over Black, Concours Level Restoration, Vantage Specification, Manual, RHD

2015 Audi R8 LMX

2003 Ferrari 575M F1

2003 Ferrai 456M GTA

1988 Porsche 930 Turbo





Matte Daytona Grey over Black, One of Nine UK Cars, 2 Former Keepers, Immaculate, 7,900 m, RHD

Blu TDF over Beige, Comprehensive Service History, Capristo Exhaust, Immaculate, 35,500 m, RHD

Blu TDF over Blu, In Impeccable Condition, Full History, 29,000 m, Automatic, RHD

Silver Metallic over Burgundy, Matching Numbers, 3.3L, Engine Rebuilt 10 k miles ago, 115,000 m, RHD

1976 Ferrari 308 GTB

1964 Ferrari 330 GT 2+2

1973 Ferrari 246 GT Dino

1976 Ferrari 512 BB





Rosso over Nero, Rare Vetroresina Dry Sump, Immaculate with a Comprehensive History, 45,000 m, RHD

Rosso over Nero, Preserved and Original, European, Last Owner for over 30 years, 109,000 km, LHD

Rosso Chiaro over Nero, E Series, Light Restoration, Full History, 33,000 m, RHD

Rosso Corsa over Crema, LM Engine Spec, London Motorshow Car, Last Owner 27 years, 37,500 m, RHD

+44 1582 857 940

Hill View, AL3 8QE


1965 Maserati Mistral Spyder 3.7L - #AM109/S*057 One of the 76 Mistral Spyder 3.7L built. Sold new in Italy. Totally restored. Argento Auteuil / Black interior. Original hard-top. Original set of luggages. Maserati Classiche Certificate. Matching numbers. Italian

1973 Ferrari Dino 246 GTS #06878 - Euro Version

+33 442 726 199

1971 Maserati Ghibli Coupe 4.9L SS #AM115/49/2130

1970 Maserati Ghibli Spyder 4.7L #AM115/S/1079

Contact us for more information: I I


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Chassis ‘1744/R’ was built in 1965 and found its way to Led Zeppelin singer Robert Plant’s ownership in the early 1970s. Plant, owned the car until summer 1986 when it was sold to father-and-son collectors also based in the West Midlands. Shortly afterwards the DB5 was entrusted to Aston Martin agents Chapman Spooner for a restoration that resulted in its current, exemplary condition. Entered in a number of AMOC and local concours during the 1980s, the car remained in the same ownership until 2008 when it was purchased by the current owner from ourselves. Used very sparingly and kept in a controlled environment since 2008, ‘1744/R’ has been regularly maintained by local and respected Aston Martin specialists. Mechanically excellent, with only the lightest signs of use, this iconic car can most accurately be described as having received, a Whole Lotta Love…

1960 Aston Martin DB4 Series II


1987 Aston Martin V8 Vantage Zagato


1986 Aston Martin V8 Vantage Zagato (Fast Road)

1984 Aston Martin V8 Vantage (LHD)


1959 Aston Martin DB MKIII


1968 Ferrari 330 GTC Telephone: 0208 741 8822 Email:




home of iconic automobiles

Tollerton, a South Nottinghamshire green belt village, includes a church, school, airield, four shops and the historic estate of Tollerton Hall, which appeared in the Domesday Book in 1086.

The business - which evolved from Ian’s spectacular private collection of rare marques - is managed and co-owned by Gary Tolson, a specialist with many years’ experience in the high-end motor industry. Kaaimans International now sells the world’s most desirable cars, presenting an eclectic range of truly ‘iconic automobiles’.

From then it passed through just three family dynasties until ceasing to be a private house in 1929, after which it became briely a residential country club, then a training college for congregational ministers. During the Second War it was used by the army, the RAF, American airmen and, inally, as a camp for Italian prisoners of war. Thereafter it served as a Roman Catholic seminary - St Hugh’s College - which closed in 1987.

A SELECTION OF CURRENT STOCK: 2016 Porsche 918 Weissach

2014 Rolls Royce Wraith

2017 Lamborghini Huracan Performante

1963 Jaguar E-Type S1 2007 Bugatti Veyron

2016 Aston Martin Vulcan 2017 McLaren 720S Performance 2016 Lamborghini Aventador SV 1983 Lamborghini Countach LP5000S 1972 Ferrari 246 ‘Dino’ 2016 Mercedes-Benz A45 Petronas 2014 Rolls Royce Phantom SII

1998 Ferrari 550 Maranello 1991 Ferarri Testarossa 2016 Porsche Macan Turbo 2015 Bentley Continental GT V8’S’ 1998 Lamborghini Diablo SV 2016 McLaren 650S Spider 2010 Rolls Royce Ghost 2014 Range Rover Vogue SE

The Kaaimans area of the property constituted the very irst part of the major refurbishment project. Set in 117 acres of farm and woodland, the showroom has space for up to 20 cars and storage for a further 50. With many of the vehicles available valued in the millions, Tollerton Hall is now truly a destination for serious car enthusiasts. Recently extensively refurbished and reborn as a family residence, Tollerton Hall is now home to Ian Kershaw, co-founder of Kaaimans International - an exclusive, highend boutique car dealership.

Viewings are by appointment only, so contact Gary or Ian on 01949 833288 to arrange a visit to the most unique car showroom in the country.

Kaaimans International Ltd (44) 01949 833288 |

1963 Jaguar E-Type Low Drag


A beautiful E-Type Low Drag which has been completely recommisioned for the 2017 race season. Ready to go!

1983 Lynx Eventer


1956 Jaguar XK140 FHC


Finished in Jaguar British Racing Green, this XK140 is WWHGZLWKDIXOOUROOFDJHFRPSHWLWLRQEXFNHWVHDWVDQG comprehensive race preparation.

1949 â&#x20AC;&#x201C; Early Alloy XK120


Remarkably low milage example in time-warp condition. Just 5,027 Miles from New. 1 previous owner. Number plate â&#x20AC;&#x2DC;XJ V12â&#x20AC;&#x2122; included.

This incredibly restored, early alloy XK120 has been QHO\DQGNQRZOHGJDEO\QLVKHGE\&./WRUHDFKLWV award-winning concours standard.

1965 Jaguar E-type 4.2 RHD

1981 C-Type Tool-Room Copy


This E-type has been thoughtfully restored to preserve itâ&#x20AC;&#x2122;s originality, and boasts a freshly rebuilt 4.2 engine. Finished in green with a beige leather interior.


$VWXQQLQJ&W\SH7RRO5RRP&RS\ZLWKRQHRZQHU from new, while based in Italy, it has participated in the legendary Mille Miglia.

Race Preparation â&#x20AC;¢ Restoration â&#x20AC;¢ Servicing â&#x20AC;¢ Sales â&#x20AC;¢ Transport â&#x20AC;¢ Storage Based in East Sussex, CKL are the leading specialists in road and racing Jaguar & Listers of the 1950s and â&#x20AC;&#x2122;60s. Our purpose built facility incorporates: â&#x20AC;¢ Engine Room â&#x20AC;¢ Panel Shop â&#x20AC;¢ Paint Shop â&#x20AC;¢ 8 Lift Workshop â&#x20AC;¢ Large Vehicle Storage

+ 44 (0) 1424 870 600 CKL Developments Ltd, Woodcote, Marley Lane Business Park, Battle, East Sussex, TN33 0RE



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1967 Aston Martin DB6 Mk1 Vantage - very original RHD

1966 Aston Martin DB6 Mk1 - original RHD, UK delivery

1967 Jaguar E-Type Series 1 - Concours restoration, match. numbers

1964 Jaguar E-Type Roadster Lightweight - hand crafted hommage

2016 Porsche 991 911 GT3 RS Clubsport - 2,900 kms, as new

2016 Lamborghini Aventador SV - 3,000 kms, as new condition

1960 Volkswagen Microbus De Luxe ’23 Window’ Samba - super rare

1958 Jaguar XK150 SE - excellent car, Jaguar Heritage certificate

Australia’s Number One Classic Car Dealer BAYS 3&4 50-64 PACIFIC HIGHWAY NORTH SYDNEY AUSTRALIA T +61.2.9922 2036 F +61.2.9922 4594

1966 SHELBY COBRA 427 – UK Reg. No. COB 3 One of just five genuine 1960’s Shelby 427 Cobras in the UK, the only one in Right Hand Drive, with a mere four owners and 15,400 miles from new, Reg. No. COB 3 and in total ‘Concours’ condition. Chassis No. CSX 3234 was imported into the UK from California in 1971 and restored and converted to Right Hand Drive by AC Cars Ltd. in Thames Ditton the same year. It then acquired the Reg. No. 427 COB and was featured in many books and magazine articles. Subsequently sold (by myself) to Switzerland and reimported and restored again by AutoKraft/AC Cars in the late 1980’s, still retaining its original chassis and twin-carb. ‘427 S/C’ spec. 485 bhp side-oiler engine etc., with new panel work, but now with Reg. No. COB 3. Upon completion it immediately became the 1990 AC Owners’ Club 40th Anniversary ‘Champion of Champions’ Concours outright winner - just 500 miles since. Actively stored from 1995 till the present, just serviced and thoroughly checked over by Thunder Road Speed Shop (plus brand new tyres, fuel tank and hydraulics etc.) with fresh MOT, this spectacular and mind-shatteringly quick Cobra has full weather equipment, car cover and comprehensive documented history including lengthy correspondence with the original 1966 Californian owner. It is still in Show-winning condition in every respect. For more photos etc. search ’AC SHELBY COBRA’ on

ROD LEACH’S ‘NOSTALGIA’ ~ Tel: 01992 500.007 (Herts.) ~ E-Mail:

Lutterworth, Leicestershire

1934 Rolls Royce Phantom II Open All Weather Dual Cowl Tourer

1923 Rolls-Royce 20hp.

With coachwork in the style of Brewster. Fitted with overdrive, this unbelievable Phantom II has been the subject of an extensive restoration. It has been used extensively on European rallies and is in ready to go anywhere condition. A once in a lifetime opportunity. Ready for serious Rallies & exciting tours. Please call or email for more detailed information.

Believed to be unique as the only example with coachwork by Hamshaws of Leicester, this 20hp has been in collections in Leicestershire all it’s life. Finished in primrose yellow with green wings & brown hide interior with a very rare 3 speed, centre change gearbox. Please email or call for further details.

1960 Bentley S2 Continental Park Ward Coupe

1958 Bentley SI

Finished in Blue with Cream hood. Masses of history & known, long term owner. Excellent condition. MOT’d & ready for Summer runs. Call or email for further details.

1958 Bentley S1 Continental with elegant 4 door coach work by JamesYoung. Finished in shell grey with blue/grey hide interior. This extremely rare James Young Continental not only sports 4 door Flying Spur delicate coach lines but also benefits from a sunroof. The Continental is supported by a comprehensive history file. Please call for information. Priced at £185,950

1959 Jaguar XK150 DHC 3.8 litre

1972 Rolls Royce Corniche, Fixed head coupe.

Finished in Sherwood Green with Tan hide interior. All matching numbers & re-built by Eagle GB. Restoration & upgrades too numerous to mention here. Has enjoyed extensive touring in the highlands of Scotland over the last few years. Now ready to be enjoyed in perfect road rally specification. Please call or email for more information.

Finished in Deep burgundy/Regal red with Black hide interior. Benefitting from a factory metal sunroof. Vast expenditure to keep this cherished, rare, vastly appreciating, 2 door, 70’s icon in ready to go anywhere condition. An unmissable opportunity. Please call or email for more information.

1949 Rolls-Royce Silver Wraith

1959 Jaguar XK150 3.4 Litre Coupe

With striking elegant sweeping coachwork by H J Mulliner in black and ivory with tan interior. Has been in the last ownership for 36 years. Sale due to advancing years and priced accordingly. Please call or email for further details.

Extensive known history file & limited ownership from new. This car has seen little use in recent years & is extremely genuine & original. Finished in british racing green with sage green hide upholstery. Please call or email for further details.

Vehicles similar to the above always wanted for cash, purchase outright or sale or return. Sales undertaken. T: +44 (0)116 240 2115 M: +44 (0)7967 649 761 Email:

Le Mans 4.5ltr Bentley Blower

Beautiful Bentley Blower, built by the renowned engineer, Bob Petersen, for a customer who owned an original Blower. He wanted a car that looked and felt like his old car, but drove with more modern conveniences - lighter steering, better brakes, easier starting, synchromesh gearbox, etc. Based on a 1936 Bentley Derby, stripped to bare chassis and built back up to %HQWOH\%ORZHUVSHFLÃ&#x20AC;FDWLRQVXVLQJDOWU Bentley R-Type engine and manual gearbox. +XJHVSHFLÃ&#x20AC;FDWLRQDQGPDQ\VSHFLDOSDUWV LQFOXGLQJ<RNH=HLVVKHDGOLJKWV N VSRWOLJKW twin spare wheels, aircraft switches and much more. ForDFRPSUHKHQVLYHVSHFLÃ&#x20AC;FDWLRQDQGPRUH pictures email or go to Stunning, as new condition. 6,900 miles, regularly serviced. A new car built to this spec would cost £360k+ with a 2 year+ waiting list.

Private Sale Tel. 07710 660312

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Marreyt Classics – trade +32 475 26 78 65 Twin Cam –restoration +32 53 63 12 33

Aston Martin DB4 Series II RHD - 1961 You’re madly in love with the DB4 GT, but the real deal is out of your reach, yet you want an original classic Aston Martin rather than a modern rebuild ? Look no further ! This uprated Series II DB4 is the ideal car for the gentleman racer : its GT look, Vantage specification engine, 5-speed Getrag gearbox, Harvey Bailey suspension, ...make it feel equally at home on road or race track ! Price : ASK

Talbot Lago T26 Record by Worblaufen RHD - 1947 Ultra-rare (3ex.) powerful top-of-the-range 4-seater convertible. Price : ASK

Bristol 404 RHD - 1954 Ex-King Hussein, restored to perfection by Bristol Cars under his supervision. Price : 270.000 euro

Jaguar E-type 3.8 Coupé LHD- 1962 Freshly restored, matching numbers & colours, stunning early Coupé. Price : 175.000 euro

Iso Grifo Series II LHD - 1973 Italian charm with American Big Block 7L V8 power, in concours condition. Price : ASK

632576 &/$66,&6 /21'21

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A small selection of up to 60 Prestige and Classic Cars in stock

47 Buxton Road, Whaley Bridge, High Peak, Derbyshire SK23 7HX Telephone 01663 733209 Mobile: 07767 617507

1988 PORSCHE 930 TURBO CABRIOLET. 1993 MERCEDES 500SL (W129). LHD 1973 ALFA ROMEO 2000 BERLINA 1988 MERCEDES 560 SL ( LHD) Almandine with Burgundy leather, Black power Very rare Matching numbers original car with 39000 Signal red with beige full leather Hard and soft tops, alloys, GP white with marine blue leather, piped white, And blue hood, Aircond, cruise, ASR, OTG, Alloys, full miles only. Rust free LHD example in superb condition Aircond, cruise, Plus Huge factory spec, 2 previous owners mohair power hood. Polished Fuchs alloys, Aircond and electric pack, 55000 miles only, Stunning and Interesting And full documented history, 124k and in superb uprated Specification. Restored to concours standards by the late Great Bob Watson Porsche specialist. ÂŁ21,950 rare like this....ÂŁ16,950 original and Rust free Condition. ÂŁ29,950 30000 miles only, and stunning ÂŁ109,950

1970 ROLLS ROYCE MPW 2 door coupe RHD. In two tone silver mink with blue leather. 78000 miles only, with superb documented history. Stunning. ÂŁ49,950

1981 TRIUMPH SPITFIRE MK 5. 1500 1937 BUICK OPERA COUPE 1993 MERCEDES 300SL W129 One of 230 built and only three remaining. Straight eight White, black check trim, black hood. 40000 miles Signal red with Beige leather trim. Eight hole alloys, engine. Subject of a 100 Point Concours Restoration. only, one of the very last built. Stunning and original power hood, hard top, 73000 miles with FMBSH. Simply the Best..., ÂŁ49,950 Stunning mint example. ÂŁ14,950 mint example. ÂŁ14,950

SOLD 1973 RANGE ROVER 3door first series. Bahama gold with palomino trim. Full Matching numbers example and 51000 Miles only with full detailed service history Including every MOT certificate and original Service books. Sympathetic restoration carried out by previous owner at great expense. A lovely rot free example. ÂŁ39,950

1986 MERCEDES 300SL (W107) 1954 VW BEETLE (OVAL WINDOW) 1967 ALFA ROMEO 1600 DUETTO SPIDER LHD Silver with blue leather and rear seat. Navy blue hood, Irisblau met blue with grey trim. 58000 KLMs only Rosso Red with black trim, stunning Original rust and nautic blue hard top. Flat face alloys. Sold by us from new. Matching numbers, Rare find, Please view free, California car, Without question one of the finest to its last two owners over a 29 year period, stunning our website. ÂŁ24,950 available ÂŁ36,950 example with FSH. ÂŁ39,950

1970 PORSCHE 911 (3.0 RS RECREATION) 1967 AUSTIN HEALEY 3000 MK3 PHASE 2 1998 BENTLEY ARNAGE T. (4.4V8) 1996 PORSCHE 993 CARRERA 2 CABRIOLET RHD 6 speed LHD. BRG with Black trim and Black hood. 2 owners, matching Oxford Blue with magnolia leather piped blue. Stunning and mint Quite possibly the finest on offer in the current market manual. Iris blue with marble grey leather trim, Blue power Hood, numbers and Heritage Certification. Many concours wins to it name 41000 miles from new, all books, tools, and documented history, an place. Was restored to Full RS spec, by a leading Specialist air cond, Cup Alloys, teardrop mirrors, 35000 miles only with Full with last owner of over 30 years. The most stunning and correct workshop. The detail and quality is like a new car. Please original and superb example. Mind blowing Value, ÂŁ24,950 Documented history. Stunning and original example ÂŁ69950. Healey we have ever seen!!. ÂŁ69,950 contact us for full details. ÂŁ139,950

1972 NSU PRINZ RHD, low mileage, in time warp original unrestored. All books, tools, etc. Remarkable car is showroom condition with Full history from new. RARE ÂŁ10,950

1982 MERCEDES 280SL SPORTS W107 Milan brown with beige tex trim. Hard and soft tops, Mexican hat alloys. Two owners and 45000 miles only with Full History from new. One of the finest rust free examples available. ÂŁ39,950

2007 FERRARI 430 F1 COUPE. RHD. Rosso Corsa with creamer leather and Red, Stitching, red callipers, Wing shields, carbon Dash, plus Big factory spec, 11900 miles And 1 previous owner. Full Ferrari main dealer history, and unmarked in every detail. ÂŁ104,950

2008 FERRARI 599 GTB FIORANO F1 Grigio Silverstone with Grigio leather. Massive spec includes, 20â&#x20AC;? alloys, yellow callipers, FDUERQ ÂżEUH EUDNHV 'D\WRQD VHDWV :LQJ shields. 16900 miles only with FFSH. Stunning mint example. ÂŁ124,950

1959 AUSTIN HEALEY. Frog eye Sprite MK1. RHD. A matching numbers car. Old English white with red trim and red hood. Concours nut and bolt ground up restoration. Was dry stored for 45 years, When it KDG GRQH  PLOHV IURP QHZ 2QH RI WKH ÂżQHVW available ÂŁ29,950

2008 PORSCHE 997 CARRERA 2 In basalt black with black trim, alloys, air cond, sat nav, parking, plus good spec, 55000 miles with FPSH, stunning original car, ÂŁ34,950

1964 MERCEDES 220 SEB TManual LHD. Matching numbers, factory sunroof, PAS, A superb and very original low mileage example ÂŁ34,950

1971 ASTON MARTIN DBS V8 AUTO. Rare matching numbers example in Caribbean blue with original navy blue leather. Aircond, PAS, GKN Alloys. Stainless steel sports exhaust. 61000 genuine miles and recent large service by leading Aston expert. Completely rust free, and superb to drive. One of nicest and original cars remaining. ÂŁ169,950

1958 BENTLEY S1 Oxford blue with Original red leather. Superb RHD example with low mileage and Factory power steering. Sold by us to its last owners. ÂŁ49,950

Manual with overdrive. Oxford Blue with original grey leather, Chrome wire wheels and stainless exhaust. Stunning original matching numbers RHD low mileage, time warp, example. All books, tools, etc ÂŁ34,950



250 Classic cars in our showroom - Holland

Ă 229,950

Ă 99,500

Ă 89,950


)HUUDUL ) 0  Dealer serviced.


$XVWLQ +HDOH\  0.  Restored.

$XVWLQ +HDOH\  0.  Beautiful condition.

Ă 69,950

Ă 54,950

Ă 44,950

Ă 42,950

%0:  FDEULROHW  1 of 1692 built.

)RUG 0XVWDQJ FDEULROHW  Top condition.

)RUG 0XVWDQJ &DEULROHW  Rebuilt engine.


Ă 39,950

Ă 34,950

Ă 34,950

Ă 32,950


0*%  &DEULROHW Wire wheels.

7ULXPSK 75 FDEULROHW  Overdrive.


Ă 29,950

Ă 26,950

Ă 26,950

Ă 24,950

Ford F3 Pick-up 1948. V8 Flathead.

Volvo PV 544 Sport 1964. B18 Original Holland.

7ULXPSK 6SLWĂ&#x20AC;UH 0.  Very Rare.

-DJXDU 0. 6DORRQ  Old English White Overdrive.



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Arrows A11C : 1991 ex. Alboreto, originally tted with Porsche V10, now on Cosworth Ferrari 288 GTO : 30 150 km, one owner for nearly 30 years, original paint Ferrari F40 : 40 000 km excellent condition, full history Ferrari 360 GT : Chassis 000M, the very rst of modern Michelotto cars, extensive history Jaguar E-Type 3.8 : concourse restoration, black on red interior, full report available Matra MS630 :&KDVVLVWKHUVWFRQWLQXDWLRQFDU)Î&#x2013;$+73H[FHOOHQWFRQGLWLRQ Porsche 964 RS : 21 000 km, silver, excellent condition, fully serviced

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for the road They might look more Dolce Vita than Daytona, says Malcolm Thorne, but these roadstersâ&#x20AC;&#x2122; glamorous lines concealed serious pedigree PHOTOGRAPHY TONY BAKER


hen it comes to motorsport, has there ever been a more magical era than the 1950s? What a woefully dangerous yet utterly spellbinding age, the absence of safety diametrically opposed to the fearsome pace of the quickest machinery. Plus, just as the circuits were unfettered and deadly, so the cars were unfeasibly beautiful – blessed with a grace born of slide-rule aerodynamics and intuition. From a personal perspective, much of the appeal is that even the most celebrated of ’50s race-winners could actually take to the public highway – as indeed many did. There was nothing extraordinary about a long-distance shakedown en route from factory to paddock. Extrapolating from that, the idea of using such a bolide as everyday transport is certainly tantalising, though I suspect that you might soon tire of the impracticalities; such mundane characteristics as luggage space, silenced exhausts and proper opening doors exist for good reason… Fortunately, for the wealthy enthusiasts who


106 Classic & Sports Car May 2018

craved the ultimate road car, Jaguar, MercedesBenz and Maserati had the answer. Forget the tenuous links between today’s LMP prototypes and the models that you can actually buy: the XK150, 300SL and 3500GT were genuine blood brothers to the cars pounding the tarmac of Sebring, Le Mans, the Mille Miglia, the Nürburgring et al. Sharing key components with the racers, but with the sophistication and civility necessary to tease open the wallets of a newly emerging jetset, these drop-tops were fast without being fussy, ravishing without being raw. They were the sexiest cars of their day. Ostensibly, all three made their debut in the late ’50s, but the elder statesman is the Jaguar. Although unveiled in 1957 (in fixed-head coupé and drophead form, with the roadster following in 1958), it represented the final incarnation of a series that had made its debut nine years earlier as the gorgeously curvaceous XK120, and which had later morphed into the more usable XK140 – as well as the all-conquering C- and D-type racers. The 150 retained the overall aesthetic of its forebears, but a broader grille, curved windscreen and less heavily sculpted flanks – not to

mention wind-up windows – lent it a feel that was more in line with the mood of the day. Beneath the skin, the lion’s share of this big cat was as before, which meant a 3442cc twin-cam ‘six’ mounted in a hefty steel chassis and feeding power to the rear wheels. Suspension was the classic torsion-bar front and semi-elliptic rear, while four-wheel Dunlop discs took care of braking, and rack-and-pinion steering kept it on the straight and narrow. It wasn’t groundbreaking, but the proud insignia that proclaims five Le Mans wins for Browns Lane from 1951-’57 is

Clockwise, from main: a touch of middle-age spread didn’t dim the XK’s desirability into its third generation; sumptuous interior, dominated by huge four-spoke wheel; enduring straight-six twin-cam XK, here in 3.4-litre 210bhp form

Competition counterparts All three of these roadsters share their DNA with full-blown competition machinery, but the Benz most closely mirrors its racing cousin – the W194. That car made its debut on the Mille Miglia in 1952, where it finished second, and would dominate the rest of the season. A 1-2-3 in the Bern GP was followed by the top two places at Le Mans, the top four at the ’Ring, plus a 1-2 on the Carrera Panamericana. The W194 was retired after just one year, but the W198 300SL was to all intents and purposes a production version – although thanks to its fuel injection was actually more powerful. In Jaguar’s case, a road car gave rise to the racers that established the brand’s reputation.

Bremgarten, ’52: Caracciola’s Benz leads winner Kling

Victorious C-type of Rolt/Hamilton at Le Mans in ’53

Elegant tapering tail, without the ‘pram’ hood arrangement of the drophead. Left: boot badge reveals winning pedigree; delicate lamps

Bari, 1956: Stirling Moss wins in the Maserati 300S

After the XK120 had shown its potential at Le Mans in 1950, the firm returned to France a year later with a team of C-types – a 120 with a lightweight spaceframe and aluminium body. The C-type won at La Sarthe in 1951 and ’53, and led to the semi-monocoque D-type that was victorious in 1955, ’56 and ’57. Both the C and D used XK mechanicals, while the 150 inherited the racers’ four-wheel disc brakes – proving that competition really does improve the breed. Although Maserati was still a big name in motorsport in the ’50s, the 350S remains one of its less well-known creations. Powered by an experimental version of the 3500GT’s 31/2 -litre straight-six in a modified 300S chassis, the first car was crashed by Stirling Moss on the 1956 Mille Miglia. The second example had been intended for Piero Taruffi on the same event but didn’t start. A third was built in ’57, initially with a V12 but later swapped for a ‘six’. May 2018 Classic & Sports Car 107

no meaningless boast from the marketing men; the XK has pedigree aplenty, and for just over £2000 offered remarkable value for money. As such, it could perhaps be viewed as the benchmark by which others were judged. At two and a half times the price of the Jaguar when new, Mercedes’ 300SL might not have been a direct competitor in British showrooms, but the two promised similar levels of performance and panache. Yet where the English car is traditional, the Benz is dramatically futuristic – its body interspersed with frills and flourishes that are every bit as eye-catching as they are functional. From those dramatic aerodynamic flashes that top the wheelarches to the strakes that run the length of the bonnet (one provides clearance for the engine, the other is for symmetry), this car is as bold as any Motorama show queen. That it was also a practical, reliable production model must have made it all the more bewildering at its debut. Like the Jaguar, the Benz was launched in 1957, replacing the sensational W198 ‘Gullwing’ that had appeared three years earlier. Stuttgart’s flying saucer was to all intents and purposes a production version of the W194 that had gained a fearsome reputation on the track. Just like its progenitor, the open-top 300SL featured a tubular spaceframe – rather than the more traditional ladder chassis that was still the norm six decades ago – but reworked side members meant that the new car’s sills were low enough to facilitate the use of conventional doors in place of the coupé’s signature wings. As with the fixed-head, power came from a dry-sump 2996cc straight-six (canted over at 45º to permit a windcheating frontal area) and, technology being the order of the day, it was fuelled via Bosch mechanical injection. Other than the reconfigured roof and doors, goldfishbowl headlamps distinguished the roadster from the Gullwing, while that car’s notorious swingaxle rear suspension was tamed by lowering the pivot point and adding a transverse compensating spring, making the roadster a far more progressive machine at the limit. If the Jaguar and Mercedes are instantly identifiable, the third member of our triumvirate is 108 Classic & Sports Car May 2018

the one most likely to pass unrecognised. That is not to say that the Maserati is any less eye-catching than its contemporaries; on the contrary, this Giovanni Michelotti-styled masterpiece is a stunner. But it is by far the rarest: hand-crafted by artisans rather than churned out by heavy industry. That said, the Tipo 101 was the Trident’s first attempt at offering a proper production model, yet these things are relative – far more 3500GTs were built than any previous Maserati, but in the case of the Spyder we are still talking hundreds rather than thousands.

From top: rear of the roadster apes its coupé sibling, particularly with hardtop in place; famous name; grilles extract hot air; snug cockpit is richly finished; canted-over ‘six’ with distinctive ‘sausages’ for the fuel injection

Parked next to the 300SL and XK150, the Italian seems like a prelude to the 1960s rather than a celebration of the ’50s – and it was indeed the latecomer to our party: although the 3500GT fixed-head is of the same vintage as our British and German duo, the open version was first previewed two years later in 1959. Befitting what was still the work of a low-volume manufacturer, the Tipo 101/C differed rather more substantially from its tin-top stablemate than was the case with the Jaguar and Benz. Clothed in steel by Vignale instead of the aluminium of the Touring Superleggera coupé, the Spyder belonged to a new age of sharper, less bulbous styling. Other notable changes included a 4in shorter wheelbase, meaning that the rear ‘seats’ are merely for decoration, but mechanically the specification echoed the closed car – so it’s not quite as Italian as you might expect. The shift towards an off-the-peg machine rather than a bespoke flight of fancy led to the 3500GT relying upon a surprising number of parts from other manufacturers: there was a ZF gearbox – at first with four speeds, later with five – while the front wishbones were courtesy of

Jaguar, the brakes (four-wheel discs on late examples such as the featured car) were from Girling and the differential was a Salisbury unit. But if the presence of hand-me-downs leaves you thinking that the Modenese car is a bitsa, take a look under the bonnet. Powered by a wet-sump version of the 350S racer’s 3½-litre twin-cam straight-six, this svelte drop-top is very much the thoroughbred where it matters. Some 3500GTs were fed via Weber carburettors but, like the Benz, this one scores bonus points in the sophistication stakes as a result of its Lucas mechanical fuel injection – plus a glittering iniezione insignia on the tail to advertise the fact – and Marelli twin-plug ignition. It’s a tantalisingly exotic piece of engineering that leaves you itching to put the Maserati through its paces.


Slide onto the beautifully trimmed leather armchairs and it is difficult not to be seduced by your surroundings. From the vast three-spoke steering wheel to the electric windows and English-made Jaeger instruments, there is a wonderfully romantic feel to the 3500’s cabin, a magical quality that can convert a cold winter morning into a balmy summer’s afternoon in California or the French Riviera – which is to say the car’s natural habitat. Then – as now – the Maserati was the priciest offering, and it shows. The twin-cam ‘six’ fires easily before settling into a smooth and unflustered idle: for all those race-bred credentials, it gives no hint of being a cammy prima donna. Slot the dainty lever into first, ease out onto the road and the impression of usability continues – the Vignale Spyder rides well, pulls cleanly and is a very pleasant thing in which to potter around. To do so, however, would be a crime, as you discover once the fluids are up to temperature. Extend the revs a little further and the Maserati comes alive, bewitching you as it emits a strident howl almost akin to a supercharged WW2 fighter. Yes, there is a hint of scuttle shake and the gearbox requires a firm The Roadster’s shape melds bold wheelarch ‘eyebrows’ with vents, strakes and plenty of chrome, yet manages not to look too fussy

May 2018 Classic & Sports Car 109


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Sold/number built 1958-’61/1339 (plus 924 ‘S’ versions) Construction steel chassis with separate steel body Engine iron-block, alloy-head, dohc 3442cc straight-six, twin SU carburettors Max power 210bhp @ 5500rpm Max torque 212lb ft @ 3000rpm Transmission four-speed manual, driving rear wheels Suspension: front independent, by wishbones, torsion bars, anti-roll bar rear live axle, semi-elliptic springs; telescopic dampers f/r Steering rack and pinion Brakes discs Length 14ft 9in (4496mm) Width 5ft 41/2 in (1638mm) Height 4ft 6in (1372mm) Wheelbase 8ft 6in (2591mm) Weight 3190lb (1447kg) 0-60mph 9 secs Top speed 125mph Mpg 22 Price new £2175 Price now £125,000-plus

Sold/number built 1957-’63/1858 Construction tubular spaceframe chassis, steel body Engine iron-block, alloy-head, sohc 2996cc straight six, Bosch mechanical fuel injection Max power 250bhp @ 6200rpm Max torque 228Ib ft @ 5000rpm Transmission four-speed manual, driving rear wheels Suspension independent, at front by wishbones, coil springs rear low-pivot swing-axles, coil springs Steering recirculating ball Brakes discs, with servo Length 15ft (4572mm) Width 5ft 10in (1778mm) Height 4ft 3in (1295mm) Weight 3000Ib (1361kg) 0-60mph 8.8 secs Top speed 130mph-plus (depending on axle ratio) Mpg 16 Price new £5703 Price now £800,000-plus

Sold/number built 1959-’64/242 Construction steel tubular chassis, steel body Engine all-alloy, dohc 3485cc straight-six with twin spark-plugs and Lucas mechanical fuel injection Max power 220bhp @ 5500rpm Max torque 253lb ft @ 3500rpm Transmission ZF five-speed manual, driving rear wheels via a Salisbury differential Suspension: front independent, by double wishbones, coil springs rear live axle, semi-elliptic leaf springs; telescopic dampers, anti-roll bar f/r Steering recirculating ball Brakes Girling discs, with servo Length 14ft 71/4in (4450mm) Width 5ft 41/2 in (1635mm) Height 4ft 31/2 in (1310mm) Wheelbase 8ft 21/2 in (2500mm) Weight 3042lb (1380kg) 0-60mph 8.4 secs Top speed 137mph Mpg 19 Price new £6346 Price now £800,000-plus

Three very different takes on the classic straight-six roadster; the Italian may be only a couple of years younger, but looks and feels a generation ahead

May 2018 Classic & Sports Car 111

Spyder shape mates elegance with discreet muscle; Vignale bodies were steel, rather than the aluminium superleggera construction of the coupé

hand – particularly as you slot down through the ratios – but the engine is a jewel and the nicely weighted steering a delight. The speedo is calibrated to a massively optimistic 300kph (186mph in old money) and, while there’s little chance of reaching such heady heights, there’s no doubt that this a very quick car. The four-wheel discs mean that it’s just as happy to slow down, too, but it’s not an out-andout street rod – no 250F with comfy seating for two. It’s a convincing device, nonetheless. Climb over the broad sill into the more compact cockpit of the Mercedes and the ambience could not be more different. With the exception of the purposeful bucket seats (it is the only car here so equipped), the aesthetic is pure jukebox-era Detroit, with a multitude of stylised, chrome-plated fittings – not least the vertical readouts between the VDO speedometer and rev counter that indicate fuel level, oil pressure, plus water and oil temperature. The soft furnishings are wrapped in swathes of red leather, and you can’t help thinking that if you replaced the huge white wheel’s three-pointed star with a Cadillac crest, most people would fall for the 112 Classic & Sports Car May 2018

‘THIS IS A VERY QUICK CAR, BUT IT’S NO STREET ROD – NO 250F WITH SEATING FOR TWO’ subterfuge. That’s not to say that this car drives like a befinned 1950s Yank, however. For starters, there’s no lazy pushrod V8 rumble – although nor do you get the shrill overtones of the Maserati. Instead, the straight-six sounds like a large and powerful boat engine, with a deep bellow that, although purposeful, is strangely at odds with the supercar styling. But while it lacks the aural high-points of the Maserati, the Benz pulls with equal verve. As you would expect of a vehicle with such impressive lineage, the 300SL is a genuine driver’s car, but is less demanding than the 3500GT. There is a certain homogeneity to German machinery of this era, and if the controls of a ’50s Porsche feel like those of a hopped-up Volkswagen, so the Benz feels rather

like a bigger, faster, more powerful version of the Porsche. There’s the same easy-going, longthrow gearchange, the same reassuring brakes (discs replaced drums in 1961), and the same supple ride – the best of our trio. That last trick is thanks to the swing-axle independent suspension, another typically Germanic characteristic of the day. Would it bite back if you hit the anchors mid-bend? Mindful that the Benz is insured for almost £1m, I have no intention of finding out, but the late John Surtees considered it a much safer drive than a Gullwing. If the SL’s cockpit borders on the fussy, the Jaguar offers a sober traditionalism that is, of course, a corollary of its late-’40s origins. The huge four-spoke wheel is mounted close to your chest and leaves little space for your thighs, the organ pedals for clutch and brakes feel distinctly vintage, and you sit much higher on what is almost a bench seat bolted close to the floor. The large Smiths instruments, meanwhile, are grouped in the centre of the leather-trimmed fascia. The overall impression is of an earlier age, a taller, more physical machine; but that is not to dismiss the Jaguar – it is merely an indication of

From top: crest proudly marks 3500 as a product of Vignale in Turin; exquisite cabin is the roomiest here; complex ‘six’ blends twin-plug ignition with Lucas fuel injection; unadorned flanks are set off by crisply styled details

how much progress had been made since the XK120’s birth. But if the ambience is oldfashioned compared to the other two, the performance leaves nothing to be desired. The long-stroke 3442cc powerplant pulls the car along on a wave of torque, accompanied by a smooth and deep-chested growl that could only be a big British straight-six. The tiny cranked lever of the four-speed Moss ’box won’t be rushed but, if you allow it to dictate the pace – you need to tease it gently from one ratio to the next if you are to avoid an embarrassing crunch of meshing teeth – it is pleasant enough to use. Above all, with its firmer ride, heavier controls and more spartan cockpit, of the three it is the Jaguar that would have felt the most obviously sporting to a 1950s motorist. It’s reminiscent of an MGA on steroids – and that is no bad thing today. This is not a car to throw around on its doorhandles – none of these three are, in fact – but it effortlessly winds up to speed on fast, sweeping roads, and feels more solidly built than the Italian, more discreet than the Benz. It’s a very appealing package. Today, as in period, these three convertibles offer a sublime blend of performance with glorious styling and a guaranteed feel-good factor yet, in spite of their similarities, each offers a distinct draw. As a result, to pick a favourite depends almost as much on your mood as the cars themselves. Objectively, the Jaguar has to win: it is by far the best value and, though dated in this company, gives its rivals a serious run for their money. But classic cars are nothing to do with objectivity, and as such, our victor is an entirely subjective choice. Were it a Gullwing, I suspect that the Mercedes would have trounced the opposition in the battle for my affections, yet removing the lid of this incredible machine somehow dilutes the experience, rubbing away some of the drama. It’s a close call, but the least successful racer is the greatest roadster. The SL might have been unbeatable on the track, and it was Jaguar that scored unparalleled victories at Le Mans, but thanks to the Maser’s magnificent engine the 3500GT is king of the road. Thanks to JD Classics (

May 2018 Classic & Sports Car 113

SINGING A NEW TUNE What do you do if a ‘standard’ Ferrari feels a bit too slow? Bolt on a couple of turbos, suggests Richard Heseltine, after braving a Koenig BB PHOTOGRAPHY TONY BAKER

As if you hadn’t guessed the Koenig’s potency from the wild makeover, twin coolers hanging out the back give the game away. Shame the wheels don’t fill those fat arches, though


our main point of focus is the gauges; in particular, the ones calibrated in bar and degrees Celsius. It has been drilled into you that this isn’t a car that likes being driven slowly. It’s packing a twin-turbocharged flat-12, a bear-trap clutch and a hair-trigger throttle: stopstart motoring really isn’t its bag. Unfortunately, as of right now, we’re inching our way through roadworks. As a result, there’s every reason to expect a meltdown at any moment. But no, only the driver is boiling over, exhausting his repertoire of curse words as other road users would rather reach for their phones and snap away than thread their way through the bottleneck. Scroll forward an hour and it’s a different story. There are faster cars than this Koenigmodded Ferrari 512 Berlinetta Boxer, but few are as stimulating and seductive on a deserted B-road. That it’s ballistically quick comes as no surprise, given that it’s producing as much as 635bhp (opinions vary; it could be more). The revelatory part is that this 1980s throwback doesn’t want to kill you. It’s almost civilised. Sort of. Ish. You expect to emerge as a bundle of frayed nerves and in need of oxygenation, but no. This was a period when it wasn’t uncommon for the aftermarket industry to slap turbos onto just about anything without making concessions to such trifling matters as drivability. That, and life expectancy. Outrageous performance claims were made, the inconvenient truth being that such conversions often resulted in large bangs and even larger holes in customers’ wallets. That isn’t the case here. The contentious part with this particular car isn’t so much the reworking beneath the skin, but more the skin itself. You see, to some it stretches the boundaries of taste, to others it blatantly violates them. There is nothing subtle about this Ferrari’s looks, and the steroidal add-ons are bound to irk the purists. You wouldn’t expect otherwise. It isn’t as though this is anything new, either. In period, Maranello’s top brass was so incensed by what it saw as an act of desecration that it legally banned Koenig from selling cars with the Prancing Horse logo. Unbowed, it poured kerosene on an already lit bonfire by releasing even more extreme variations on the theme, badge or no badge. What’s more, they were magazine cover stars the world over, to further irritate the suits at Ferrari. Somehow, you suspect that company founder Willy Koenig enjoyed putting their noses out of joint. The former publishing magnate had enjoyed a successful motorsport career as a gentleman driver prior to the formation of Koenig Ferrari Specials in 1977, the ‘Ferrari’ part of the title being dropped almost immediately. The firm came into being after he purchased a 365GT4 BB, only to be disappointed by its performance and handling. He set about rectifying its perceived shortcomings,


From top: Koenig offered various interior options, yet this car is pleasingly subdued; huge rear scoop feeds air to the twin-turbo flat-12; plasticky dials monitor fragile motor

his efforts impressing other owners to the point that his after-hours hobby became a business. By the dawn of the ’80s, Koenig Specials offered three distinct conversions. The base model, all things being relative, was a lightly tuned 512BB equipped with a freer-flowing exhaust and so on, which produced around 370bhp. Then there was a more radical take, to which Mahle pistons and modified cylinder heads were fitted, which was good for an alleged 450bhp. Top of the range from 1982 was this: the twin-turbocharged variant that, Koenig claimed, ensured a top speed of 206mph and 0-60mph in 3.9 secs. The Munich tuner’s main collaborator and foil was Austrian engine-builder Franz Albert, the veteran racer opting for a pair of Rajay turbos, two air-to-air intercoolers (and as many wastegates), plus extra oil coolers, a dry-sump lubrication system and a transmission oil cooler. Modifications to the donor car didn’t end there, either. Vittorio Strosek, a former apprentice to Luigi Colani who would later earn fame for modifying Porsches under his own name, devised a glassfibre bodykit that was bonded to the shell. This comprised a new shovel-like front bumper/spoiler combo that reputedly decreased lift by as much as 30%; massively flared rear aches; chunky rear bumper and functional side scoops; plus an integrated rear spoiler, usually with a Countach-style wing. Some cars also did away with pop-up headlights, at least two featuring fixed units behind Perspex covers. There was also the option of side strakes that foretold the Ferrari Testarossa, plus additional NACA ducts and umpteen other orifices. Inside, the sky was the limit. You could keep the interior as Ferrari intended, or denuded of anything extraneous for that full racer vibe. Most punters, it seemed, instead opted for leather on leather – often in the most garish of hues – and Koenig wasn’t above outfitting cars with Persian carpeting and suchlike. As to the vexed question of how many BBs were converted in period… nobody knows. It’s a mystery, because Koenig Specials has no build records to speak of. The figure most often touted is 50 – which sounds plausible with the full turbo/body conversion having run to DM130,000. Just to add to the confusion, however, no two cars were ever alike and not all wide-arched turbo cars had, er, turbos. Koenig, it seems, gave several cars the wideboy look, but kept them normally aspirated. As if that wasn’t enough, it wasn’t above selling conversion packages so that overseas specialists could perform surgery on its behalf. On the flipside, some turbo cars lacked the decorous treatment. It was all a bit mix ’n’ match. A few cars even made it to Blighty. One truly grisly looking example in pearlescent white with a lipstick-red leather interior was built for a Saudi prince who had it UK-registered for use when in London. It was based on a 512 that he had crashed previously. Another British-licensed car appeared in Street Machine magazine – a title not known for featuring mega-money exotica back in the mid-’80s. A black car with gold BBS May 2018 Classic & Sports Car 117

Maranello, by Munich: based on the 4942cc 180º V12 of the 512BB, the Koenig’s intercooled twin turbos boost the standard Berlinetta Boxer’s 340bhp up to a giddying 635bhp


From top: modified engine cover has extra louvres to keep turbo motor cool; OZ split-rims wear 345/35 Pirellis at the rear – note neat Cavallino outline; big-bore twin tailpipes

wheels was also given the full turbo-look treatment by the grandiosely named Automotive Design Consultants (a firm based within throwing distance of Wormwood Scrubs prison). Then there’s this car. It belongs to Axel von Schubert, a man familiar with outré supercars having previously owned the only factoryconverted Lamborghini Countach with a targa-style roof. Beginning life in 1978 as a carburetted 512BB, purchased new by a German industrialist via the Ferrari concessionaire in Bolzano, Italy, it went under the knife in 1982 at Koenig’s small underground facility near the Bohemian district of Schwabing. It subsequently changed hands a few times before it was acquired by a Spaniard who stored it with a Ferrari dealer in Valais, Switzerland. The car couldn’t be roadregistered there due to emissions regulations, so he drove it on short stints using trade plates. It arrived in the UK three years ago. Up close it’s suitably dramatic, but whether it looks better or worse for the stylistic changes rather depends on your aesthetic sensibilities. The Leonardo Fioravanti-penned outline was a masterwork so, to a great many, the plastic addenda serve only to sully perfection. To others, they render it that bit more aggressive; more purposeful than pretty or, in modern design parlance, ‘challenging’. Whichever side you cleave to, there’s no denying that it’s distinctive. Canvassing opinion during our photoshoot in Maldon, Essex, reaction to the Koenig was overwhelmingly positive – not least with onlookers who didn’t get to experience the 1980s first time around, who look on with unfeigned wonder. The garish OZ wheels are arguably the most divisive element up close, the rears clad in monstrous 345/35 Pirelli rubber that, according to Top Wheels magazine, were the same as those you would find gracing the back of a Formula 2 car. We’re not altogether convinced by that assertion: an F1 car would be closer. Then there are the exhaust pipes that jut out from beneath the bumper. There’s nothing discreet about them, more another signifier of evil intent. Stoop to enter and the cabin, in contrast, lacks much in the way of theatre. It’s all very businesslike, the familiar instruments with their orange calibrations being augmented by additional nonmatching gauges in a secondary cluster that appears to have been haphazardly fastened into place. It isn’t exactly spacious, but nor is it cramped. The offset pedals are much as you remember, but the seats are not: they’re vaguely reminiscent of the Scheel items you would find in a BMW 3.0 CSL, and comfortable with it, but they are not what you would call attractive. From cold, the flat-12 fires without complaint. There’s no churning or coughing, just noise. It’s eye-widening stuff, an antidote to the flat-planecrank parps emitted by modern-day Ferraris at idle. The twin-plate organic clutch is laughably heavy, though, the gearchange clunky between first and second at least until the transmission oil has time to warm up. Early running comprises mostly industrial parks and residential areas 120 Classic & Sports Car May 2018

scarred with sleeping policemen and potholes. It copes admirably, but it’s only once you’re into open countryside that it comes to life. You expect this hot-rodded Ferrari to be fast, but what comes as a shock is the linear power delivery. Turbo cars of old had epic lag to the point that acceleration comprised mostly standing on the throttle and then counting one… two… three… before the boost kicked in. That isn’t the case here. The standard 512BB was always tractable by old-world supercar standards, and the Koenig pulls much like the regular car to about 3000rpm. Thereon, it is in a different realm. Without daring to venture beyond 6000rpm, thrust is as immediate as it is violent. Many current supercars are as quick as this dinosaur, the vast majority faster still, but none can match the Koenig for sheer unbridled lunacy. It doesn’t matter how cleanly you change gear, your head is invariably chucked forward and then back. You find yourself laughing out loud before making utterances that are short, crude, and exclamatory. Not that you can hear much, mind, the bark of a flat-12 with only token nods to silencing being of the heavenly kind. The Koenig BB is firmly sprung, but not jarringly so. There are none of the tramlining shenanigans you expect, while the rack-andpinion steering has plenty of feel – although the wheel does writhe over badly rutted surfaces. Then you arrive at a corner. The donor car’s high-mounted engine and narrow track counted against it way back when, but here there’s no sense of weight transfer or skittishness. On a track, it may be a different story. Only the brakes let the side down: they work, but all ‘feel’ seems to be at the bottom inch or so of the pedal. Make no mistake, this is a blunt instrument, but it isn’t anywhere near as belligerent as preconceptions would have you believe. The Koenig isn’t easy to drive, but it is immensely rewarding. The thing is, there is a caveat to the story in that the team at Hoyle-Fox Classics has invested countless hours in preparing the car for its owner, enhancements stretching to items such as a three-stage boost-enrichment system originally used on works Audi quattro Group B cars; uprated injectors; a high-performance ignition amplifier and coil; and countless other tweaks. You leave wondering whether the Koenig reworking actually worked, or whether this respected Essex firm made it fit for purpose. Somehow, you expect the latter. What’s beyond doubt is that cars of this ilk continue to polarise opinion, but so did many coachbuilt Ferraris half a century ago. Norms shift, and ‘tuner’ cars of the ’80s are currently experiencing an upswing in appreciation. The Koenig BB isn’t the last word in sophistication, but it is a blast to drive – and noticeable with it. For some, that’s all that matters. Thanks to Hoyle-Fox Classics:

It’s not subtle, but in fact this car doesn’t have the full set of Koenig body mods; despite its extreme looks, the twin-turbo BB isn’t as difficult to drive as you might expect



EXTREME FERRARIS Koenig wasn’t alone, says Richard Heseltine as he picks the maddest Maranello rods PHOTOGRAPHY RICHARD HESELTINE ARCHIVE/BARRETT-JACKSON

S Awkward, 308GTB-based Zlatko looks as if someone slapped an XR3 shell onto the hapless donor and got a hippo to sit on the front

croll back to the 1950s and Ferrari’s road-car production consisted of small-series runs, production of which often didn’t reach double figures. The Maranello firm was a boutique enterprise, one patronised by royalty, playboys, movie stars and your common-or-garden beautiful people. If you wanted a one-off, then no problem. Ferrari typically sold cars as rolling chassis to be clothed by an outside carrozzeria before Pininfarina became the fabricator of choice. But that was then. Over subsequent decades, the house of the Prancing Horse has become increasingly protective of its trademark. As such, there is little likelihood of the coachbuilt Ferrari enjoying a renaissance, by which we mean something that bit more creative than a gold lamé wrap or other such trashiness that nowadays seems so pervasive. That’s a pity because one-offs are often the most idiosyncratic of all Ferraris, reflecting the talents of those who shaped them, the time and period in which they were made, and the characters who commissioned their construction. Join us as we salute 10 of the more outlandish Ferrari makeovers.



This 308GTB-based monstrosity was the work of Croatian Zlatko Vukušić. Unveiled at the ’94 Bologna Motor Show, it was touted as having a top speed of ‘…over 400kph [250mph]’. We assume a cliff and gravity were involved (a fall from a great height might explain the concave roof). The prototype did the rounds at several major events in period, a press release from the time stating incoherently: ‘The Cosmopolit streamline can be applied to any sort of car, depending on its class, ie how long does it take to become stabilized. There would be no speed limitation for sports cars. The resistance coefficient is reduced for all classes of cars, which immediately leads to lower fuel consumption and saved engine power.’ Anorak fact The car still exists, albeit in derelict condition

In 1974, Bob Gittleman walked into the Chinetti Motors showroom in Greenwich, Connecticut and became enraptured by renderings of a Zagato-built Cadillac penned by ex-GM man Gene Garfinkle, which adorned Luigi Chinetti Jnr’s office wall. By the time that he left the showroom, he had agreed to fund a new, ostensibly similar car based on a rather more exotic platform: a 1973 365GTB/4. The conversion, which stretched to gullwing-style rear Perspex panels, was carried out by Panther Westwinds, Gittleman receiving his reconfigured Daytona in the winter of 1975/’76. He drove the car sparingly before selling it in 1980. Contrary to many period reports, it was never intended for limited production, nor was it twinturbocharged. Unlike the rest of the cars here, this machine influenced other artistes: GM design tsar Bill Mitchell admitted to appropriating the Ferrari’s rear styling treatment – cropped tail, gullwing side glazing and all – for the 1978 Pontiac Kammwagon show queen.. Anorak fact This was the only NART Ferrari not built in Italy. Chinetti was Panther’s US concessionaire in the mid-’70s

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BERTONE RAINBOW Unveiled at the 1976 Turin show, the Rainbow represented pure provocation. Based on a Dino GT4 platform (shortened by 3.9in), and with a roofline some 6.3in lower than its not exactly lofty donor vehicle, it ratcheted up by several notches Marcello Gandini’s trademark ‘blunt pencil and setsquare’ approach to styling. One of the more intriguing aspects was its convertible top, which

featured a partially tinted glass panel that, at the flick of a switch, would lift up, retract and stow itself behind the seats. According to the PR guff, this neat system influenced the choice of moniker: ‘When the rain stops, and the sun comes out, the top is removed, hence the name Rainbow’. Anorak fact An American department store offered to sell replicas for a mere $100,000. There were no takers


ZAGATO FERRARI 348tb ELABORAZIONE This customised 348tb might appear a little offbeat, but it foretold the F355 production car. Introduced at the 1991 Geneva Salon, the Elaborazione was intended from the outset as a series product, all things being relative. Such were the divergences in detail between cars, though, that they basically became a string of one-offs. The first Zagato Ferrari since the 330GTC-based 3000 Convertible of 1974, it had about 40 changes over the standard 348tb’s shell. However, there were no alterations to the basic structure because the hard points had to remain the same due to homologation requirements. Often attributed to Ercole Spada, the styling was the work of Marco Pedracini, whose curriculum vitae also includes the Lancia Hyena. Anorak fact Just 10 were built up until ’93, with one targa-like example going to former works Lancia driver Giorgio Schön

This long-forgotten 308GTB-based racer in many ways prophesied the 288GTO and F40. It was conceived by gentleman driver Martino Finotto and his business partner, sometime Autodelta racer Carlo Facetti. From their Achille Motors facility in Milan, they built a turbocharged 308GTB that was sporadically fielded in races before going for broke with the Carma (CARLo and MArtino) FF. This twin-turbocharged, 710bhp machine first appeared in practice for the 1981 Daytona 24 Hours, Facetti qualifying sixth fastest, but the car was withdrawn prior to the start. With subsequent mods by Alba, a firm better known for its Group C2 designs, it was quick enough to qualify on pole for the 1981 Monza 1000km race. Unfortunately, reliability wasn’t in its armoury. Anorak fact The racer remained unique, with plans to offer roadgoing replicas coming to naught

BERTONE NUCCIO One of the last-ever concept cars to emerge from Bertone, this wedge-shaped projectile broke cover at the 2012 Geneva Salon de l’Auto. It was but a mere mock up, mind. What’s more, the ‘F word’ was uttered with a whisper rather than a shout. While it was based on an F430, Bertone didn’t advertise the fact. Nor should it have done, because there was little about this car that screamed ‘Prancing Horse’. Many of the styling cues were appropriated from the legendary Stratos Zero, but in reality it was more a mix tape of influences from Bertone’s back catalogue with a few new tracks thrown in. A second car, this time a runner, followed and was reputedly sold to a Chinese businessman. Anorak fact The Nuccio was penned by former Fiat/Lancia design director Michael Robinson

May 2018 Classic & Sports Car 123

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TOPTEN BARRIS FERRARI 308GTS Self-proclaimed ‘King of the Kustomizers’ George Barris wasn’t a man renowned for having great taste (he couldn’t spell, either). His creations tended to be wildly over the top, which is what his patrons wanted. His one and only attempt at modifying a Ferrari was, however, unusually restrained by his standards, although it still polarises opinion. Built in 1981, and based on a ’78 donor car, the Pininfarina-shaped outline remained largely intact, although the pop-up headlights were done away with. New clusters were sited behind a mesh grille that was gold-plated along with much of the other brightwork. The interior, in contrast, was rather more outré and outfitted with burr walnut and digital instrumentation. That, plus multi-hued leather upholstery, a multitude of LED fairy lights that didn’t appear to serve any function, a Sony TV and a chunky telephone. Anorak fact The Barris Ferrari appeared in an episode of Knight Rider as the Dagger D-X

ZAGATO FERRARI FZ93 Built in 1992/’93 at the behest of Roberto Tonali, and based on a lightly pranged Testarossa, this drastic makeover was the work of Ercole Spada, who made a temporary return to Zagato after more than two decades away. He conceived something radical, where ‘…it was not necessary to have all that mass; we wanted to make the body tight, form-fitting’. He did just that, the original’s signature side strakes being

among the casualties. Up front, the new strain borrowed heavily from contemporary F1 design language, its pointy snout and air intakes mimicking the game-changing Tyrrell 019. The cabin, meanwhile, was heavily revised with Sparco race buckets, carbonfibre appliqué and Alcantara covering much of everything else. Anorak fact Ferrari gave tacit approval for a small run of replicas, but the dramatic FZ93 surprisingly remained unique

FELBER-FERRARI 365GTC/4 ‘BEACH CAR’ Forget the Fiat 500 Jolly, this was a beach car. Based on a ’72 365GTC/4, and built for Sheik Al Tahani, this aberration appeared at Geneva in 1976. The brainchild of high-powered Swiss dealer Willi Felber, a man who had form when it came to creating one-off or small-series Ferrari specials, he turned to longtime collaborator Giovanni Michelotti to create this loopy device. When first displayed, it was painted in a fetching shade of brown. It subsequently gained doors, an estate-car roof, and a change of hue to white, before being converted back to a doorless beachcomber – by which time it was metallic bronze. Anorak fact It could have been yours for a mere €2.8 million in 2012…

ZAGATO FERRARI 3Z It’s hard to believe that the basis for Zagato’s 1971 Turin Motor Show stand filler was a 1961 Short Wheelbase California Spider. That car was acquired by the Chinetti clan in 1969 and dispatched to the most charismatic of Italian coachbuilders with a view to displaying the car at Turin in October 1970. Endless detail revisions, however, postponed its release for a year. The angular styling was the work of Giuseppe Mittino, who replaced Ercole Spada as Zagato’s head of design in 1969, the sum total for the build amounting to $5000. The 3Z arrived Stateside in February 1972 and was sold by Chinetti Motors to a doctor from Long Island, New York. Anorak fact Mittino later revamped the styling for the one-off Zagato Ferrari 3000 May 2018 Classic & Sports Car 125

“AFTER ALL THE PAIN, IT’S JOYFUL TO GET BACK ON THE ROAD” Five years ago, Ian Balmforth had never heard of a Frazer Nash. Ross Alkureishi finds out exactly how he came to embark on an epic TT restoration PHOTOGRAPHY JONATHAN JACOB

Clockwise: a delighted Balmforth; correct holes for exhausts rather than a slit; rebuilt Meadows with the right SUs; bronze lamp mounts sourced via club

t was never Ian Balmforth’s intention to sell his company, but then life changed irrevocably: “I owned a coffee-roasting business. We imported, roasted and supplied the catering market, in addition to our high-end retail coffee brand. My wife was the financial director, but four and half years ago she died suddenly.” With two teenage daughters to look after, Balmforth sold up to concentrate on raising and supporting them. So how on earth did he end up with a Frazer Nash? “If I’m honest, I’d never heard of them. Bringing up my girls has been a privilege, but I needed something to keep the old grey matter going while they were at school.” Knowing that his friend Richard Baxter was into cars, they got talking: “I explained that I wanted to buy something, and he said, ‘What about a Frazer Nash?’ And that’s how it began.” Baxter bought Balmforth some instruction at Harewood Hillclimb: “His brother James was an instructor and current vintage-era record holder, as well as a Frazer Nash specialist. He took me out for a drive in the ‘racing driver style’, and half scared me to death – but I loved it!” Thus hooked, so began the search for a suitable car. “You don’t find them for sale very often. Occasionally, two or three come up, but then you wait ages again,” he explains. Finally, they tracked down a TT Replica at Richard Proctor’s Plus 4 Partnership. It’d once been a special – complete with Ford/Mercury V8 – that competed in the Scottish hillclimb scene during the ’40s and ’50s. It was rebuilt in 1985, when it sold for £13,000, after which it went to the United States. “I had viewed other examples,” he recalls, “but


128 Classic & Sports Car May 2018

I loved the look of this one. Even so, I took a risk on it. I trusted the guys who helped me: sometimes you just have to do that. Luckily there’s also a bible by David Thirlby, which has all the genuine cars in it, and you can research chassis and engine numbers, who it was first sold to, etc, and ensure it’s not a bitsa. James Baxter inspected it for me, and it cost an absolute fortune.” That was the price necessary to gain entry into the Frazer Nash ‘circle’. “I didn’t really understand what that meant,” remembers Balmforth. “It soon became clear, though; it’s a fantastic, thriving car club. There’s so much enthusiasm and knowledge about Archie Frazer Nash and the cars that he produced, including its own archive building in Henley-on-Thames. The Christmas parties are legendary and some of the things they do are incredible. The spares section is great and what you can’t get, there are people who know how to make it, or have it made.” Having bought the car in January 2015, and spent the first few months getting accustomed, its first event was the driver training and hillclimb at Harewood. There was, however, a small but growing problem. “It could have been used as it was,” he explains, “but parked next to a real Frazer Nash – and by that, I mean one that looked right – I was a bit disappointed with it.” The car’s various lives had resulted in aesthetic and mechanical alterations that had left it in limbo: “It had the basics of the correct stuff – engine [4 ED Meadows, but not the original, replaced during the war], chassis, suspension bits, axles, bevel box, etc – but there were details that were wrong. The top of the ’screen was curved, where it should be flat; the exit for the exhaust pipes – there shouldn’t be a slit, just holes; the lights were different; it had stupid wings… the electrics should be Bosch, but there wasn’t one bit on it, and it had a modern clutch. It had oversized carbs and an oil cooler; the engine had an extra support girder that ran through the sump, causing it to leak oil everywhere. People had done all sorts over the years. Finally, it was originally Pearl Green, not two-tone grey.”

As he learnt more and more about marque and model, Balmforth decided that for him originality was key and in future he wanted the TT Rep to compete in the ‘standard’ class. So, in September 2015, he started stripping the car: “I did all the dirty, grungy labouring bits and the overall project management. Ziploc bags and a marker were my friends, and when the car was in a thousand pieces in my garage it looked more like a bedstead than an automobile. I did think, ‘I paid all that money for scrap. What do I do now?’” He explains that there were no fixed timelines, but lots of work going on concurrently; the biggest delays were waiting for things to come back, so the next phase could be started. The engine was stripped down by James Baxter at Tip Top Engineering and the block, crankshaft and sump were sent to specialist Jeremy Brewster for machining, with Haslams in Bolton entrusted with the body. Meanwhile Balmforth set to work on the chassis. “It doesn’t rust,” he says. “There’s so much oil in the undertray; the chains are flailing it all over the place. It’s actually one crossmember at the front, two sides and that’s it; not exactly the strongest car in the world, it flexes as you go round corners. There were numerous drill holes for the various engines that had been in it and, although in one respect they were a part of the car’s history, they were welded up. I then primed and painted it.” One man’s mark, more than most, was ever present: Dr Mirrlees Chassels. He’d bought the car in 1938 for £75 and campaigned it in several events during the following year. The original engine was quickly replaced with another similar one, and then after the war by a Riley 1¼-litre unit. His various hillclimb triumphs – including Bo’ness – were detailed in an August 1949 report in Top Gear, the magazine of the Scottish Sporting Car Club. That also lists later modification to incorporate the fitting of the V8 and, further still, the later addition of twin superchargers. “The power-to-weight ratio must have been immense,” says Balmforth. “He was obviously a very good amateur mechanic – doctor by day,


Work in progress

Maker’s name revealed on dismantled leaf spring

Rebuilt bevel box (centre) with famed ‘chain gang’

Overhauled Meadows 4 ED reunited with chassis

Haslams exactingly restored factory front wings

Plain but supremely functional cabin, with big rev counter that reads to 6000rpm – no redline – ahead of driver, and lovely four-spoke sprung wheel

Chance find prompted Westminster Green choice

May 2018 Classic & Sports Car 129



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fettler by night. Frazer Nashes have a reputation for snapping chains, and this was exacerbated in the Chassels Special – even the bevel box, which is in essence the gearbox, dropped out once.” The engine turned out to be the easiest part of the project. Brewster machined a new crankshaft, block and sump, while removing the girder at the same time. James Baxter then rebuilt the unit. “It looks as if it’s never been modified,” says Balmforth. “There’s no gasket between block and sump, it’s just a machined perfect fit. Their combined workmanship is first class; to have a 1933 engine that doesn’t leak is incredible.” Baxter also fabricated a new standard clutch: “The original design is known for disintegrating and spinning off through the floorboards into fields, but it’s what I wanted. The key is to get it properly aligned – engine perfectly flat, flywheel vertical, lined up to the centre of the car. The old machined-alloy engine mounts were worn, so those were remade – a proper engineering job.” The bevel box, which transmits drive from propshaft to driveshafts, was also overhauled. There was a problem with the chassis, however. As Baxter and Balmforth refitted the chromed front axle, something wouldn’t mate up; it transpired that it was bent on one side: “James pointed it out and I thought, ‘Oh God.’ This was on the Thursday, and I had the body coming back on Saturday. I don’t like missing deadlines, but luckily a chassis engineer in Bradford fitted it in, straightening it on the Friday.” Balmforth then re-prepped, re-primed and repainted the chassis, finishing at 2am: “If anyone had asked my girls where I was, they would have said: ‘Oh, he’s in the field grinding!’ I could have left it as it was and bodged it, but it’s so much better to do things right.” The body refurbishment was a slow process, with bits continually being sent back and forth to Haslams. The rear wheels were too far forward in their arches – “Chassels, probably,” he surmises. So new radius-arm eye bolts were sourced and the wheels moved to their correct position. With the chassis mated to the body, there was yet more work to do because it didn’t line up:

Tiny, lightweight TT Rep is in its element on backroads with its chuckable, tail-happy handling. Note flat-topped windscreen; it was curved pre-resto

“Haslams did a great job, splicing in new bits of ash frame. They also repaired the factory steel front wings; they were in such a poor state that it cost £1000 to do before they were painted – alloy reproductions would have cost a lot less. “Colour records are also haphazard. It took a long time to decide, but in the end I went with what I thought appropriate – although it was found by chance: a crusty old tin of BMC Westminster Green in a friend’s dad’s garage.” Balmforth was particularly satisfied with the tracking down of rare parts: “Bosch electrics; the correct SU carbs were purchased and sent to Burlen for rebuild; I’d never sourced ebony before – it’s amazing what you find when you start looking – and had a local wood-turner machine it for the gearknob. The castings that hold the headlights on, I needed those; through

“THE CLUTCH IS KNOWN FOR SPINNING INTO THE FIELDS, BUT THE KEY IS TO ALIGN IT PROPERLY” the Frazer Nash Car Club, I found a guy in the Midlands who held the original casting patterns. ‘Do you want them cast in bronze or steel?’ he asked. ‘Bronze, please,’ I replied. ‘I’ve got one in stock, but will have the other made.’ Brilliant. These things come at huge cost – if you want it and someone’s got it, you have to pay.” He intended to reassemble the car himself, but was offered a job as director of the group that bought his company. So James Baxter and Tip Top Engineering did the honours. Julian Taylor completed the upholstery, club registrar Winston Teague constructed a new wiring loom and Tony Laws fabricated the bespoke exhaust system. “I’d aimed to complete the project in a year, but finally finished in April 2017,” says Balmforth. “It’s like doing a house: knock a wall down and find a structural problem; we discovered that the radiator had been modified when the inlet

fouled the new crossmember, and again when we tried to fit the bonnet: a two-week delay. Coming from the business world, the time element was the most frustrating thing, but a lot of these skilled craftsmen are one- or two-man businesses and they have to juggle priorities every day. In the metal, the Frazer Nash doesn’t seem vastly different to a photograph of how it looked before, although that’s only until you get closer. Balmforth takes real pride in pointing out even the smallest detail and discussing the lengths gone to in order to get them correct. The level of workmanship is superb and that’s reflected in the driving experience. First engages with a distinct crunch, and high-geared it’s good for 40mph; the Meadows unit is smooth and peppy, and your initial disquiet at reaching out of the cabin to shift sprockets soon disappears. There’s a constant thrashing from underneath, as the bevel box works its machinations on the chains. The best bit, though, is the handling, that fixed axle and direct steering allowing you to whip the rear end round – counter-intuitively putting your foot down to tighten the line. “I love the way it looks now,” says Balmforth, “and the fact that it’s all standard… standard clutch; standard everything; standard driver. But after the pain you go through, it’s simply joyful to get it back on the road. I also have an MGA TwinCam, bought restored, that I don’t have anything like the same emotional connection with. When I took the leaf springs apart on this, I uncovered the maker’s name, stamped January 1933. Things like that make you proud of the car.” So far the TT Rep has competed at Prescott, Harewood, Brooklands and Curborough, but that’s just the start. It’s booked on the Frazer Nash Car Club’s Bolzano 2019 Raid, with 90 cars departing for 10 days’ serious driving in the Alps. “I had several wobbles restoring it,” confesses Balmforth, “but in my circumstances I realise that life can change in an instant, and you really do only live once. I’m very fortunate that, as long as I look after my family, I can spend some money on cars, and there’s something about a Frazer Nash that just gets you.”

ROLLS What better to do with a tired example of ‘The best car in the world’ than turn it into an unlikely commercial vehicle? Mick Walsh drives a unique Silver Shadow PHOTOGRAPHY TONY BAKER

ven the most exotic models have been converted into load-lugging workhorses, but few as stylishly as this Rolls-Royce Silver Shadow, recently completed by Essexbased specialist Clark & Carter. The seed of the idea started back in the 1950s, when a youthful Anthony Bamford – now a peer of the realm and one of Britain’s most respected industrialists with the family firm JCB – spotted a Rolls 20/25 commercial being used by mechanics at the Crewe factory. The conversion left an indelible impression on the young enthusiast, and six decades later inspired the ultimate paddock support vehicle. The project really got started in 2014, with the discovery in America of a Silver Shadow that had already been converted. “Lord Bamford found it, but when it arrived at our workshops it was a bit of a shock,” says Steve Clark. “It was painted white and the conversion looked a bit as if a hillbilly had done it. Novel features included a gun rack, a drinks cabinet and deep shag-pile carpet. The bumpers were crudely cut and the side trims had been replaced by ‘Town and Country’-style wood. The rough panel gaps had been brazed and loaded with filler. “We soon discovered that it would have been much easier to start from scratch than to restore a previous conversion. I don’t really approve of cutting up a Shadow but, because this one had already been done, it didn’t bother me so much.” Over the ages, several Royce models have been transformed into workhorses, none more legendary than the magnificent Silver Ghost that was famously converted into an armoured


car during WW1 (C&SC, Feb 2005). America more than any other nation has the least reverence for Britain’s finest, and possibly the oldest Rolls pick-up was on a Springfield-built Silver Ghost in the 1940s by citrus farmer Lindley Bothwell for use around his California ranch. Once past its exclusive prime, the beautifully engineered Phantom II chassis was converted into various commercials, ranging from a hearse that remained in service in Wales until the 1960s to a fire engine in Switzerland. Several British aristocrats transformed pre-war models into ‘woodie’-style shooting brakes as rural transport for the hunting set, while in India one 20/25 was modified into a jeep-style tourer to carry a local cricket team. Delivery firms and even ice-cream vendors have indulged in ostentatious promotional vehicles, and during the 1940s in England several garage owners saved old Rolls-Royces from scrap and stripped off their heavy coachbuilt bodywork to fit breakdown cranes. Once the monocoque was developed, the challenge of a commercial conversion became more involved but it didn’t stop irreverent entrepreneurs looking for a prestigious promotional vehicle. In 1984, Champagne Krug transformed a 1979 Silver Shadow into a panel van for service around its Reims vineyards and for promo use in Paris, with the rear carrying two refrigerators. America again led the way with impudent reinterpretations, including a 1969 Silver Shadow estate built for Florida-based cigar magnate Millard W Newman. In the land of the pick-up, it was only a matter of time before the flagship V8 model was turned into a load-carrier, with the rear section cut off to make a flatbed and

create the ultimate ‘Shad-amino’. As the ’70s status symbol became a secondhand bargain, so the chops became inevitable including jacked-up off-roaders with pick-up bodies. The team at Clark & Carter, which produces some of the finest Rolls-Royce and Bentley restorations at its impressive Cressing Farm base, is thankfully rather more respectful of the marque. The inspiration for the Essex firm was very much John Blatchley’s original styling. Whereas other modified Silver Shadows have been crudely sectioned aft of the front door, with a solid metal panel behind, Clark decided to retain the rear quarterlight – much like the factory saloon. The rear window was inset further forward, which all combines to give an airy, glasshouse character. Where the rear doors would have been, new steel sections were made to retain the Shadow’s clean lines. The pick-up bed and fold-down tailgate proved more of a challenge, says Clark: “The rear panel was made in aluminium for lightness and ease of use. The older conversion had a nasty rear bumper, so we took a standard spare and sectioned it to look more like a corner piece. We also decided to mount the rear numberplate on the lower valance, rather than on the tailgate, which looked cleaner. Under the bumper, a removable panel hides the fixings for a towbar.” Immediately your mind conjures the dream equipe of this unique car towing a GT40 down to Goodwood for the Revival Meeting. The shaping of the rear wing corners around the standard Shadow tail-lights is beautifully done but the final detail, a plated moulding along the top of the storage-area sides and the

Elegant Tudor Grey paint suits discreet conversion; rear quarter-bumpers were cut down from an original. Left, from top: Phantom IV pick-up was a factory hack; Shadow as bought


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tailgate, brilliantly completes the makeover. I’m sure that iconic Italian powerboat designer Carlo Riva would approve. The bodywork was painted Tudor Grey, which complements the natural wood finish, while white-line tyres set off the period look. The chrome side trim was reinstated, with an unbroken section running from the door to the tail, enhancing Blatchley’s elegant profile. Inside, the cabin has been beautifully refurbished and retrimmed in a deep slate-grey leather, and with a black headlining it all feels

like an exclusive gentlemen’s club. The only visible modern addition is a Pioneer head unit fitted below the deep veneered dashboard. Behind the seats is a security box to safely store valuables during race meetings, and the standard of workmanship throughout is superb. The layout of the storage units in the back was carefully planned. “Billy and Bryan, the JCB team mechanics, offered advice,” says Clark. “As well as looking stylish, the rear had to make the car a practical support vehicle. We wanted to keep it simple, but it soon became more

From top: from the driver’s seat, you could be in any Silver Shadow; beautifully trimmed load bed can be extended for larger cargo; hidden compartment for the towbar components

involved.” The finished result would impress any bespoke cabinet-maker. The left side is fitted out with a full Rolls-Royce toolkit and jack – just as you’d find in the original saloon’s boot, but all neatly clipped in place. The rest of the fixed side units are designed to carry the team’s toolboxes, race gear and smaller spares, while the middle section has removable panels to give extra length for carrying larger spares, such as a back axle. The suspension at the rear had to be modified to support heavier loads. New adjustable springs were fitted, which are dropped inside the turret to make more room. The rest of the mechanical specification remains standard Shadow. The fittings are very much marine-inspired, with quality plywood sourced in Dorset while local chandlers provided yacht fixings. Clark & Carter’s storeman, Sean Chittock, spent ages combing the internet to find old-stock catches, and in the end several had to be made in the

World’s coolest car-based pick-ups Undoubtedly the most exotic period pick-ups were the five Maserati fire trucks built for use at Monza and Imola circuits. The Quattroporte conversion was done by Bologna-based fireextinguisher specialist CEA Estinori in ’73, and included a high-pressure water canon. After high-speed circuit service (during which one was destroyed), the four survivors were saved by enthusiasts and scattered around Europe. There have been several Porsche-based pick-ups, none cooler than that created by Dick Troutman, the legendary Californian race-car builder, who in 1972 converted a pair of 914s. One was based on a standard car, with Opel Manta tail-lights and a targa top; the other was a more radical, wide-arched 914/6 that was later transformed into a race support vehicle. In addition, a Dane went to great lengths to avoid hefty local taxes on sports cars by turning his 928 GTS into a pick-up, which became a muchphotographed attraction around Copenhagen. Not even the Prancing Horse is safe from the cutting torch, because back in 2014 the London Supercar Workshop transformed a Ferrari 412 to create a 3ft-long open back with teak wood panelling. Other recent conversions have included a GT350-style Mustang imported by pony-car specialist Bill Shepherd. But few towing vehicles can hold a candle to Jerry Hathaway’s Citroën SM Bonneville equipe. The Los Angeles-based specialist and recordholder once motored up to the salt flats with an immaculately prepared SM pick-up conversion hauling a four-wheeled, hydropneumatically suspended trailer carrying his 200mph SM speed-record challenger, all fitted with Moon Disc wheeltrims. This impressive set is now on display at the Mullin Automotive Museum, California in a special Citroën exhibit.

Magnificent Maserati-based rapid-response truck

Supercar Workshop transformed stylish Ferrari 412

Hathaway’s stunning Citroën pair went to Bonneville

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workshops. Solid teak was used for the edging to protect the units and, once finished, was further shielded with oil. The exquisite woodwork was all completed in-house by Colin Cutmoore. Ever the perfectionist, Lord Bamford wanted several details to make the conversion extra special. The bespoke ‘Pick Up’ badge on the tailgate was made to match the style of the original Shadow emblem. When the canvas tonneau was first fitted, Bamford didn’t like the bare metal studs because they looked too prominent. Black replacements were sourced, which transformed the style of the rear deck when covered. When unclipped, the double-duck canvas is rolled forward and secured by leather straps. The finished car is a credit to C&C’s talented team, and became a family affair with both of Clark’s sons involved: Stuart worked on the coachwork, while Jamie took on the assembly. You can’t help smiling when you open the driver’s door. Once in that sumptuous cabin, with the smooth V8 murmuring away, you soon forget the practical conversion behind. On the

road, the superb ride, creamy power, featherlight steering and yacht-like yaw through the corners all fuel Steve McQueen Thomas Crown Affair fantasies. Is there a better place to enjoy Michel Legrand’s dreamy jazz soundtrack than cruising along in a Silver Shadow? On Essex country roads, it’s fun to watch reactions as first locals admire the famous frontage then, as the rear comes into view, they immediately scrabble for their phones to capture its silent passage. The pick-up will now become a fixture of the JCB historic race team, and eventually be seen at Goodwood events. Parked under the paddock shelters with the rear in the shade, you’d probably acknowledge it as a mint Silver Shadow, but the distinctive registration soon gives it away as the coolest support vehicle. Clark doesn’t like to think about the hours that went into conversion, so it’s likely to remain a one-off.

From top: bespoke badge had to be made specially; Clark & Carter team poses proudly by the finished pick-up; 6230cc V8 is in original spec; beautifully executed conversion uses design cues from the saloon to give the look of a factory conversion

Thanks to Lord Bamford; Steve Clark (www.; the magnificent medieval Cressing Barns (


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Bugattis and OmĂŠga-Sixes, including a Le Mans car, being bodied at GrĂźmmer in 1924. Inset, opposite: Gaston with his sons JeanLouis and Philippe in 1944

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ARTISANS FROM A LOST AGE Gaston Grümmer produced some of the most spectacular pre-war French coachwork, but was a distant memory until the discovery of a remarkable hidden collection. Mick Walsh investigates PHOTOGRAPHY GRÜMMER ARCHIVES

magine sorting out a loft and unearthing two large trunks packed with drawings, photos, press cuttings and correspondence relating to your father’s career as one of France’s greatest coachbuilders. Just such a surprise happened for Philippe Grümmer. As he dusted off the files, this extensive, unknown record relating to his father, Gaston Grümmer, showcased an extraordinary individual. The astonishing assortment of paperwork and photographs mapped out his diverse roles as a cavalry officer, WW1 pilot, founder coachbuilder, car stylist, aircraft designer and innovator of streamlined styling. “My father died when I was 22, and through my childhood he mentioned little of his earlier life,” recalls Philippe. “The coachbuilding business closed in 1935, after which he became an insurance salesman. His life moved on. With his young wife – she was 20 years old – they relocated to the Loire valley where they started a family and enjoyed horse-riding again. The loft discovery revealed an amazing life.” Before Grümmer became involved with cars, he survived more close calls than most people go through during a lifetime. Prior to WW1, he had served with the 5th Cuirassier Regiment and experienced two cavalry charges in action. After being brought down by a German machine gun on the front line, he miraculously survived a spear injury, a night rescue and water poisoning, but, after a lengthy recovery, was determined to return to service as an aviator. Despite two alarming flying accidents, Grümmer continued to serve as a test pilot until 1919


when he returned to the family business, which was struggling to switch from carriages to automobiles. Gaston’s flair for style and groundbreaking design transformed the firm’s clientele, and by 1924 he had founded his own company, Carrossier Gaston Grümmer, at new premises in Clichy. From building Weymann, Aldi and Baehr designs, Grümmer soon developed his own distinctive approach – first with sporty dual-cowled coachwork for the Oméga-Six, and then a magnificent series of fabricbodied sports sedans. With long bonnets, short cabins featuring dramatic low windscreens, and fitted out with custom-made luggage, these imposing vehicles soon became the talk of the popular French concours d’élégance competitions. Often with his attractive wife Yvonne modelling fashions to complement the paint scheme or interior fabrics, Grümmer’s coachwork regularly took top prizes resulting in a rush of orders. Celebrities soon sought out Grümmer’s services, including the famous band-leader Jack Hylton who commissioned a voluptuous faux cabriolet for his Rolls-Royce Phanton II. It was a welcome order during the Great Depression. One of Grümmer’s most spectacular creations was an extravagant roadster constructed on a Delage D8 chassis for wealthy Haitian businessman Albert Silvera, as a gift for his future wife. The pearl-white beauty featured a matching leather roof, special vanity cases mounted in the wings and white fur upholstery. Topped off with a Lalique ‘Spirit of the Wind’ radiator mascot, and with Ginette Jauret sporting a white fox-fur collar alongside the car, the glamorous Delage May 2018 Classic & Sports Car 139

Grümmer-bodied Panhard Type X54 was the talk of the 1928 Monte-Carlo concours where it won the Grand Prix. It boasted a cocktail bar in the dash

Clockwise, from left: Grümmer enjoying a joke with actress Marie Glory on the front bumper of a Lorraine-Dietrich 15CV; dapper caricature on the 1927 catalogue; stylish 1933 artwork depicts the flamboyant Hirondelle sedanca cabriolet

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scooped many awards including the Grand Prix d’Honneur at the 1935 l’Elegance Parisienne on the Champs-Élysées. As Philippe points out: “My father was close to many constructors but particularly Louis Delage, who loved the D8 Roadster. It was eventually shipped to Haiti, although it mysteriously disappeared. That Delage was his proudest achievement.” Grümmer also devised an exotic type of twodoor sedan with ‘transformable top’ and distinctive two-tone paintwork. Fitted to various Hispano-Suizas and Delages, these lovely saloons continued Grümmer’s concours success. As well as such show sensations, Grümmer also pursued streamlined developments, and in 1934 registered his own Aéroprofil patent. The result was another white Delage, but itted with an aerodynamic saloon hell featuring a cowled radiator, indows extending into the roof, patted rear wheelarches and a long, ointed tail. This bold new direction ed to further bodies on Alfa Romeo, Peugeot and Renault chassis, but the failing French economy and the Depression eventually caught up with Grümmer. The Aéroprofil proved too modern for French tastes, and uneconomic to produce. After searching out new contracts with the French army for armoured cars, and exhausting his wife’s inheritance, Grümmer eventually filed for bankruptcy in the summer of ’35.

Russian Kira Sklarova by the handsome Bugatti T46 cabriolet at the 1930 Paris Concours where Grümmer landed the Grand Prix; the car survives in the States

Right: special suit to help protect airmen against the cold on high-altitude flights during the Great War. Below: Grümmer’s sportiest design, a threeseat Bugatti Type 38 roadster – with wings that flowed into the running boards – was another show sensation

Above: Grümmer with ’33 Delage D8 roadster built for Haitian millionaire Albert Silvera. Could it still be in the Caribbean? Right: an early attempt at streamlining styled by Guillaume Busson on a Delage chassis; he later teamed up with Grümmer to create the Aéroprofil

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Grümmer switched to armoured cars during the Depression: this Hotchkiss is on test in Syria. Inset: Gaston and wife Yvonne at a Le Bourget airshow

The gifted founder switched to insurance, and one of the most talkedabout carrossiers vanished almost without a trace. The survival rate of Grümmer cars underlines how many from the pre-war years have been lost. Of the 600 chassis bodied in the carrossier’s workshops on rue Martre, Clichy, a north-western suburb of Paris, fewer than 10 of these elegant, top-quality conveyances remain. These include two stunning Bugattis now in the USA, a rakish Type 38 roadster with flowing wings and screenless double cowl that won first prize at the 1927 Concours d’Elegance de l’Auto, and an exquisite Type 46 cabriolet. During the restoration of the ‘Petit Royale’ in 2012, owner Richard Adams was unclear of the original colour but Grümmer’s granddaughter found a 1930 oil painting inspired by the car that confirmed its exact shade. It seems incredible that through the decades all of Grümmer’s most important designs have been scrapped. Thankfully, though, the family archives have been presented in a two-volume study published by Dalton Watson (Book of the Month, April) that offers a unique record of this glorious era of French coachbuilding.

Clockwise, from left: the second prototype Aéroprofil, based on a Delage, was later shown in America; band leader Jack Hylton with his fabulous, special-order Rolls-Royce Phantom II; one of the last Carrossier Grümmer concours entries, in 1935, was this straighteight Renault Nervasport with Aéroprofil body

Thanks to Dalton Watson: Gaston Grümmer, £230, ISBN 978 185443 290 2 ( May 2018 Classic & Sports Car 143

50 YEARS OF THE BLUE OVAL’S BLUE COLLAR HERO Half a century ago, Ford faced the double challenge of introducing a new small car and dispensing with the Anglia name after nearly 30 years. To mark this motoring milestone, Andrew Roberts pits five key Escorts against their period rivals at the firm’s Heritage Centre in Dagenham PHOTOGRAPHY TONY BAKER

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o immerse yourself in the world of the Ford Escort Mk1 and the Vauxhall Viva HB, it is essential to repeat such phrases as “New Town” and “Wimpey housing estate”. These were the sort of lightweight saloons that would enhance the driveway of any semi-detached in Crawley. Neither could claim to be as technically advanced as BMC’s ADO16, but it could be argued that this was not their raison d’être. What the deadly rivals from Halewood and Ellesmere Port did offer consumers was a winning blend of conventional engineering and stylistic flair. When the Escort made its debut in January 1968, virtually the sole familiar aspect was the name. Ford had originally intended to call its second pan-European vehicle – the Transit being the first – the Anglia, but this might have been problematic in Germany, where it had associations with WW2 bomber bases. The solution was to revive a name from the entrylevel 100E estate, although keen motorists were more intrigued by the rack-and-pinion steering, the choice of 1.1- or 1.3-litre ‘Kent’ engines and even the option of disc front braking. Finest of all was the ‘Coke bottle’ styling, best described as smart but low-key. As the 1960s progressed, the 105E’s lines had started to look dated and by ’66 its image was about as contemporary as a gang of 30-year-old Teddy Boys at a


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Kinks concert. In that same year, Vauxhal launched the HB Viva, a move regarded with some concern by Ford’s management; the 196 HA was a monument to utilitarianism, but this new model looked downright chic. Each of our test vehicles is a prime example o an important – but in many cases now nearextinct – form of classic: the family car. Jack Barnes found his Escort de luxe just over a year ago. “It is totally original and unrestored, with just 18,000 miles on the clock,” he says. That makes it one of very few survivors, because so many Mk1s have been customised, rat-rodded or turned into a clone of a more valuable model – there are probably more Twin Cams on the road today than actually left the factory in 1968… The Vauxhall Heritage Collection’s Viva might be an upmarket SL, but it would have represented a major rival to the Ford even without the ‘woodgrain’ dashboard and Ambla upholstery. And it’s here that I must declare a conflict of interest: memories of my family’s own HB mean that today the sound of its transmission whine is almost Proustian. Each car has its idiosyncrasies – the way the needle wavers across the Vauxhall’s strip speedometer, or the Escort’s pronounced C-pillars that provide the driver with an instant blindspot. Five decades later, the sense of nostalgia when encountering the Escort and the Viva is so powerful as to be almost overwhelming.

FORD ESCORT 1100 DE LUXE Sold/no built 1968-’74/611,305 (2dr) Construction steel monocoque Engine all-iron, ohv 1098cc ‘four’ Max power 49.5bhp @ 5500rpm Max torque 58.5lb ft @ 3000rpm Transmission four-speed manual, RWD Suspension: front independent, by MacPherson struts rear live axle, semi-elliptic leaf springs and telescopic dampers Steering rack and pinion Brakes drums Length 13ft 4in (4064mm) Width 5ft 8in (1727mm) Height 4ft 7in (1397mm) Wheelbase 7ft 101/2 in (2400mm) Weight 1704lb (773kg) 0-60mph 22.3 secs Top speed 79mph Mpg 27.6 Price new £635 Price now £16,000

Clockwise, from left: it might be a de luxe, but the Ford is hardly lavish inside; name came from the estate version of the 100E; domed, chromed hubcaps; single-carb 1100 ‘four’ rows it along quite well, but most Mk1s have since been up-engined


AL VIVA HB SL Sold/no built 1966-’70/566,391 (all HBs) Construction steel monocoque Engine all-iron, ohv 1159cc ‘four’ Max power 47bhp @ 5200rpm Max torque 61.8lb ft @ 2800rpm Transmission four-speed manual, RWD Suspension: front independent, by wishbones, coil springs and telescopic dampers rear live axle, coil springs, diagonal links, radius arms and telescopic dampers Steering rack and pinion Brakes disc front, drums rear Length 13ft 51/2 in (4102mm) Width 5ft 3in (1600mm) Height 4ft 5in (1346mm) Wheelbase 8ft (2438mm) Weight 1752lb (795kg) 0-60mph 19.7 secs Top speed 78mph Mpg 29 Price new £672 Price now £6000

Clockwise, from left: Viva has the larger engine, but musters less power than the Ford; SL cabin feels positively ostentatious in comparison; like the Escort, the Viva could be had as a 2/4-door saloon, plus an estate; simple steels for all but the GT

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Mk2 ESTATE vs HILLMAN AVENGER f you were in the market for a small estate in the late ’70s and wanted to buy British, your choice was fairly limited. There was the Austin Allegro, but somehow those miniature hearse looks never quite appealed, while the Viva HC was sleek but more of an elongated hatchback. That left the Escort Mk2 and the Avenger, the latter having the advantage of five doors. By the time Mk1 Escort production ended it had sold more than two million examples, so the facelift – codenamed ‘Brenda’ – sought to update the basic theme. When the Mk2 was unveiled in early 1975, it was noticeable that, while the saloons received an attractive new body, the estate gained only a revised front end. Inside, however, there was also a new fascia and improved seats; it was an Escort ‘made for working in comfort’ proclaimed the brochures. Meanwhile, your friendly Chrysler UK dealer offered the Avenger, the final car designed under the auspices of the Rootes Group. Upon its launch in 1970, the ‘Price Fighter’ (sic) bridged the gulf between the Imp and the Arrow saloons and, unlike the former, was defiantly conventional with its live axle (albeit with coil springs) and innocuous coachwork. The engines were 1250cc and 1500cc ‘fours’, and two years later came an estate version. The powerplants were upgraded in ’73 to 1.3 and 1.6 litres, but by then the car’s image was suffering from corporate


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politics – after 1976 they were sold under the Pentastar logo and from ’78, following Peugeot’s acquisition of Chrysler Europe, as Talbots. A Ford was reliably a Ford; the Avenger’s shifting identity did not enhance its sales prospects. The Escort Mk2 was replaced by the Mk3 in late 1980, its rival disappearing the following year, and now both represent a lost world of bomber jackets and VCRs the size of a patio. Today, Chris Reed’s Grasshopper Green 1974 Avenger Super Estate is almost as rare as a Bugatti – it’s easy to see why it was a star turn at the 2015 Hagerty Festival of the Unexceptional. “I bought it eight years ago,” explains Reed, “because we had so many in the family when I was young – memories and all that!” Steven Binks’ Escort GL (with cigar lighter and clock as standard) is very much a working vehicle: “I’ve owned my estate for 19 years and it now has a five-speed Sierra transmission for better economy and usability. It was registered in June 1980, so is one of the last Mk2s.” If I opt for the Avenger, this is not due to any deficiency in the Ford but more the Hillman’s exclusivity and mild quirkiness. That the Escort remains in everyday service after nearly 40 years is testament to Ford’s quality standards, yet there is an almost indefinable charm about the Hillman’s elaborate dashboard and thinrimmed steering wheel. Practical Americana: who could reasonably ask for more?

/ uilt 1975 80/1,808,395 (all Mk2s) Construction steel monocoque Engine all-iron, ohv 1298cc ‘four’ Max power 61.2bhp @ 6000rpm Max torque 67lb ft @ 3000rpm Transmission four-speed manual, RWD Suspension: front independent, by MacPherson struts and anti-roll bar rear live axle with semi-elliptic leaf springs Steering rack and pinion Brakes disc front, drums rear Length 13ft 31/2 in (4051mm) Width 5ft 11/2 in (1562mm) Height 4ft 71/2 in (1410mm) Wheelbase 7ft 11in (2413mm) Weight 2028lb (920kg) 0-60mph 15.1 secs Top speed 91mph Mpg 29.3 Price new £2746 (1977) Price now £4500


/ / ( ) Construction steel monocoque Engine all-iron, ohv 1598cc ‘four’ Max power 69bhp @ 5500rpm Max torque 87lb ft @ 2900rpm Transmission four-speed manual, RWD Suspension: front independent, by MacPherson struts, anti-roll bar rear live axle, trailing and semi-trailing links, coil springs; telescopic dampers f/r Steering rack and pinion Brakes discs front, drums rear Length 13ft 91/2 in (4204mm) Width 5ft 21/2 in (1587.5mm) Height 4ft 8in (1422mm) Wheelbase 8ft 2in (2489mm) Weight 2050lb (930kg) 0-60mph 14 secs Top speed 96mph Mpg 27.5 Price new £1188 (1972) Price now £5000

Clockwise, from left: it’s not as pretty inside as the Mk1, but the Mk2 feels far more modern than its forebear; GL spec includes a cigar lighter; smart steel wheels; 1298cc offers just over 60bhp and decent pace – later five-speed ’box helps cruising

Clockwise, from left: heavier Hillman needs every one of its 1600 engine’s 87lb ft of torque; round dials add a sporty edge to the black cabin – which is roomier than the Ford’s; Avenger name is becoming a rare sight today; simple wheeltrims

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‘IT OFFERED BOTH FLEET AND PRIVATE BUYERS ALIKE MASS MOTORING WITH A SENSE OF FLAIR’ ou almost have it all: the Filofax, a cassette of the complete works of Duran Duran, a mobile phone the size of a phone directory, and industrial quantities of hair gel. All you need now is the right set of pseudo-luxury wheels: Escort Ghia, or Austin Maestro Vanden Plas? Anyone who visited the 1980 Motor Show will recall the crowds around the Ford stand, for ‘Project Erika’ represented a watershed for the firm. The new Escort Mk3 was not only a hatchback, but also front-wheel drive. The initial line-up ranged from the 1.1-litre Popular to the Ghia, and survivors of the latter are now seldom seen. This W-reg example hails from the days when a Sony Betamax C7 and a Ford with a glass sunroof as standard epitomised the good life. The reactions of several passers-by suggest that it’s very much a “my dad had one of those” sort of car, and a reminder of just why the Escort was such a commercial success. Autocar noted that it was an accomplished all-rounder, which offered both fleet and private buyers alike mass motoring with a real sense of flair. While the early Ghia faced up to the likes of the VW Golf GLS and Citroën GSA Pallas, British Leyland was working on its long-overdue Allegro replacement. Unfortunately, when the car for which ‘Driving is Believing’ took a bow in March 1983, the bodywork was already redolent


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of the 1970s. The ‘Miracle Maestro’ is a wellproportioned vehicle, but compared with the modern lines of the Escort it did appear to be a rather middle-aged idea of a contemporary hatch. BL faced the additional problem that its Austin badge was more associated with Demob suits than red braces, and the famous name was to vanish from its products after 1987. At the beginning of ’86 the Ford was Britain’s best-selling car, whereas the Maestro languished down in 10th, yet it had a great deal to offer the motorist who cared less about fashion than value for money. Barry Cooper’s Vanden Plas is one of only nine left on the road in the UK and, though the level of equipment is undoubtedly high, it sadly lacks the infamous ‘talking dashboard’ that issued orders to drivers of the early versions. By the standards of the day, both the Ford and the Austin benefit from tasteful interior décor, the Escort favouring a low-key approach while the more overtly traditional Maestro seems primed for a brisk but respectable spin to the rotary club. In contrast, the Escort looks genuinely sharp and conveys a sense of attainable luxury. The Ford flatters the owner’s self esteem with its contemporary air and that ‘Durham and Crushed Velour’ upholstery. As for the Maestro, it initially appeared suited to Sunday motoring but its performance, particularly from June ’84 with the S-series engine, belied its looks; a Q-car for the Terry and June generation, perhaps?

Sold/no built 1980-’86/1,857,000 (all MkIIIs) Construction steel monocoque Engine iron-block, alloy-head, sohc 1295cc ‘four’ Max power 69bhp @ 6000rpm Max torque 74lb ft @ 3500rpm Transmission four-speed manual, FWD Suspension independent, at front by MacPherson struts and anti-roll bar rear MacPherson struts, transverse and longitudinal links Steering rack and pinion Brakes discs front, drums rear Length 13ft 4in (4059mm) Width 5ft 21/2 in (1588mm) Height 4ft 41/2 in (1336mm) Wheelbase 7ft 101/2 in (2400mm) Weight 2024lb (920kg) 0-60mph 14 secs Top speed 96mph Mpg 36.7 Price new £4876 Price now £4000

Clockwise, from left: crushed velour and many shades of brown for the luxury Escort; Ghia badge recalls famous Italian carrozzeria; chrome embellishers for steel wheels; punchy 1.3-litre ‘four’ was available from launch, and 1.6 followed

Sold/no built 1982-’94/605,411 (all Maestros) Construction steel monocoque Engine all-iron, sohc 1598cc ‘four’ Max power 85bhp @ 5600rpm Max torque 97lb ft @ 3500rpm Transmission five-speed manual, FWD Suspension: front independent, by MacPherson struts and anti-roll bar rear trailing arms, transverse torsion beam and coil springs Steering rack and pinion Brakes discs front, drums rear Length 13ft 31/2 in (4051mm) Width 5ft 61/2 in (1689mm) Height 4ft 81/2 in (1435mm) Wheelbase 8ft 3in (2515mm) Weight 2174lb (986kg) 0-60mph 10.5 secs Top speed 104mph Mpg 32.3 Price new £6775 (1983) Price now £4000

Clockwise, from left: it might be much larger, but the Maestro’s S-series musters just 16bhp more; interior of the Vanden Plas is the epitome of affordable opulence, with wood and leather; Austin badges were gone by 1987; fussy wheeltrims

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he 1980s brought about a reviv of the convertible, an automo tive idiom that many observe believed would be doomed b the end of the previous decad In the early 1970s, there wer rumours that impending U safety legislation would outlaw soft-tops altogether; thus, the launch of the Volkswagen Golf Cabriolet in 1979 marked the return of a oncefamiliar genre – the open-air version of a family car – and was also perfectly timed for the MGB owner who now required a back seat. The Cabriolet was constructed by Karmann of Innsbruck, with VW supplying the components, and while the standard Golf was updated as the Mk2 in 1984, the convertible retained the Mk1 body until April 1993. Later models were given ‘Clipper’ colour-coded body panels that resulted in a reasonably svelte-looking Golf – just right for transporting its owner to a ‘Power Breakfast’ at Canary Wharf. Alex Wilkinson modestly describes his splendid 1991 GTI as: “Not perfect, but still standard. I bought it in 2015, at which time it had been sitting in a field for five years. I got it running and through an MoT, and I’m slowly getting the imperfections sorted’. With its 15in BBS crossspoke alloys and hide trim, the VW conveys that ‘Croydon’s answer to the Miami Vice’ look, especially with its electrically powered roof.


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FORD ESCORT XR3i CABRIOLET Sold/no built 1986-’90/1,885,000 (all Mk4s) Construction steel monocoque Engine iron-block, alloy-head, sohc 1597cc ‘four’ Max power 104bhp @ 6000rpm Max torque 102lb ft @ 5500rpm Transmission five-speed manual, FWD Suspension independent, at front by MacPherson struts and anti-roll bar rear MacPherson struts, coil springs, transverse and longitudinal links Steering rack and pinion Brakes discs front, drums rear Length 13ft 4in (4064mm) Width 5ft 41/2 in (1638mm) Height 4ft 6in (1371mm) Wheelbase 7ft 101/2 in (2400mm) Weight 2137lb (980kg) 0-60mph 9.8 secs Top speed 117mph Mpg 35.9 Price new £11,584 Price now £8000

Sold/no built 1980-’93/400,871 (all cabrios) Construction steel monocoque Engine iron-block, alloy-head, sohc 1781cc ‘four’ Max power 112bhp @ 5800rpm Max torque 112lb ft @ 3800rpm Transmission five-speed manual, FWD Suspension independent, at front by MacPherson struts and anti-roll bar rear torsion beam, trailing arms and anti-roll bar Steering rack and pinion Brakes discs front, drums rear Length 12ft 6in (3815mm) Width 5ft 4in (1630mm) Height 4ft 71/2 in (1412mm) Wheelbase 7ft 101/2 in (2400mm) Weight 2128lb (965kg) 0-60mph 10 secs Top speed 107mph Mpg 36.7 Price new £12,166 Price now £6000

Only the most awe-inspiring of ’80s Escorts could hope to compete with the Golf – and Barry Woodward owns just such a car. Any Mk4 XR3i Cabriolet in original condition is now a rare sight, but this example in Flambeau Red over Moonstone Blue is positively decadent. As with the Volkswagen, the Escort’s body was devised by Karmann, and when it was given its debut in 1983 it was the first official Ford drophead since the demise of the Consul/Zephyr/Zodiac MkII. The elaborate work involved in strengthening the floorpan resulted in a price increase of around 25%, so it was only available in Ghia or XR guise yet, by the late ’80s, the Escort Mk4 was the best-selling convertible in the UK. Whether you would opt for a Ford rather

Clockwise, from left: figure-hugging chairs for sportiest Escort drop-top; ‘i’ badge denotes the fuel injection that replaced earlier cars’ single Weber; classic ’80s cross-spoke alloys are now a period piece; injected 1.6-litre CVH ‘four’musters 104bhp

‘ANY Mk4 CABRIOLET IS NOW A RARE BEAST, BUT IN THIS COLOUR IT’S POSITIVELY DECADENT’ than the Volkswagen would probably have been less to do with the price factor and more to do with your own vision of summer motoring. The latter does suffer from a hood that looks awkward in comparison with the XR3i, but any Golf enthusiast will be more enthused about its chassis, its steering and its sheer quality. “The engine is just so smooth and because the Golf is such a lightweight car it handles so well,” says Wilkinson. Its rival, meanwhile, seems to be a slightly more approachable car, one that blends an exceptionally well-devised top into a sporting Ford that genuinely could be used every day. “The acceleration is quick,” says Woodward, “but its nicest aspect is that it takes you back to driving in the 1980s.” It might only be 30 years old, but nostalgia really is what it used to be.

Cult of the XR3i

The 1980 XR3’s challenge was to convince Mk2 RS2000 owners of the merits of front drive. By early 1982 there was a five-speed ’box, and the following year Bosch K-Jetronic injection for the XR3i. It was an Escort that helped to define an era, every junior sales rep craving its CVH motor and pepperpot alloys. In April ’86 came the Mk4 (above), whose modified front end gave the XR3i a more subtle look – perfect for motorists whose image was midway between yuppie and boy racer. For them, its combination of 115mph top speed and a price that undercut the Astra GTE and the Golf GTI was irresistible.

Clockwise, from left: early GTI’s 1.6 ‘four’ was quickly replaced by torquier 1.8; cubist interior could only be a Volkswagen – smaller non-standard wheel fitted in this car; iconic model was a hot-hatch pioneer, but also became a longlived cabrio; BBS rims

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Mk5 RS2000 vs RENAULT 19 he phrase ‘there are few histori cal periods more remote than the recent past’ may now b something of a cliché, but thi doesn’t mean that it no longe holds true. To see the bright red Escort RS2000 and Renault 19 16v patrolling the mean streets of Dagenham i to recall a lost era of ‘Cyber Cafes’ and the day when Have I Got News for You was still funny. When the fifth-generation Escort took a bow in September 1990, it did not meet with universal approval. Motorists complained about its torsion-bar rear suspension, how bland it looked in comparison with the outgoing Mk4 and, worst of all, that it seemed to be built down to a price. The RS2000 that arrived two years later was more than simply a sporting Escort in the great tradition: it also spearheaded a revitalisation of the Mk5’s image. Under the bulging bonnet lay a Sierra-derived twin-cam, 16-valve engine with EEC IV electronic management, while inside there were grippy Recaro seats – essential for any early-’90s enthusiast. Graham Marshall’s RS2000 is a genuine one-family-owned car. “My father bought it in 1992,” he explains. “When he passed away in 1994 it went to my mother, and thereafter to me.” As with the Mk1, the RS2000 is unusual in that it is all-original. “So many have been modified or raided for parts,” says Marshall of the


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Sold/no built 1991- 97/c6000 Construction steel monocoque Engine iron-block, alloy-head, dohc 1998cc ‘four’ Max power 150bhp @ 6000rpm Max torque 140lb ft @ 4500rpm Transmission five-speed manual, FWD Suspension independent, at front by MacPherson struts and anti-roll bar rear trailing arms, torsion bars, coil springs and anti-roll bar Steering rack and pinion Brakes discs Length 13ft 3in (4040mm) Width 5ft 61/2 in (1692mm) Height 4ft 7in (1397mm) Wheelbase 8ft 31/2 in (2525mm) Weight 2478lb (1124kg) 0-60mph 8.5 secs Top speed 130mph Mpg 28.6 Price new £15,995 Price now £7000

/ / Construction steel monocoque Engine iron-block, alloy-head, dohc 1764cc ‘four’ Max power 138bhp @ 6500rpm Max torque 119lb ft @ 4250rpm Transmission five-speed manual, FWD Suspension independent, at front by MacPherson struts and anti-roll bar rear trailing arms and torsion bars Steering rack and pinion Brakes discs Length 13ft 71/2 in (4153mm) Width 5ft 6in (1676mm) Height 4ft 71/2 in (1410mm) Wheelbase 8ft 4in (2540mm) Weight 2315lb (1060kg) 0-60mph 7.7 secs Top speed 127mph Mpg 37.2 Price new £13,635 Price now £3000

now-rare sporting model. “I love the handling, too – it really does feel as though it is on rails!” Appearing opposite the Ford is a car that remains one of the most underrated hot hatchbacks of its era. The Renault 19 16v blends the hottest Clio’s powerplant with styling that sits just on the right side of the flamboyance/vulgarity divide. The 19 had been in production for two years when La Régie unveiled the 16v in late 1990, during which time it had not exactly earned a reputation for charisma. But with the new flagship, Renault dealers could now offer, to quote Car magazine (January 1991), a car that felt ‘special all the time’. This is an opinion shared by Andrew Waller, owner of the survivor featured here: “My 19 is a 1991 Phase 1 model, so it has the ‘bodykit’ look as opposed to the more subtle Phase 2 – although the car is completely stock. It is just such a good Renault to drive and the engine is so flexible.” Production of the 19 ceased in France in ’96 and the final Mk5 was built the following year. The Escort name was last seen on a new Ford in 2004, by which time it had come to symbolise an entire market sector. The spicy RS2000 makes a grand conclusion to our trip to Dagenham; it’s an Escort in the true spirit of the 1968 Twin Cam. For me, however, the car of the day has to be the Mk1. The engine note alone is enough to return those of us of a certain age to another world – and another time.

Clockwise: velour Recaros and three-spoke wheel add a sporting edge to the otherwise bland, plasticky cabin; famous Escort model name revived; no logo for five-spoke rims; sweet-spinning 16-valve ‘twink’ lies at the heart of the RS2000’s appeal

Thanks to Ford Heritage (; British Motor Museum (; Magic Spells Brewery (www.magicspellsbrewery.; Affordable Classics (www.affordable; Vauxhall Heritage (www.vauxhall.; Ford RS Owners’ Club (www.rsownersclub.; Maestro & Montego OC (www.maestro.; Mk1 Golf OC (; Renault OC (; XROC (; Sporting Escort OC (www.seoc.; Vanden Plas OC (

Last of the line

It’s hard to believe that it’s 18 years since the final Escort saloon – a rare sight today – left the Halewood plant, replaced by the groundbreaking Focus (a ‘small’ car that’s longer than a Cortina Mk2). Ford revived the badge in 2015 for the Chinese market, but for UK motorists 21 July 2000 marked the end of the line. Over 32 years, the name stood for honest, straightforward family transport and the revisions made in 1995 for the final Mk6 – more a facelift than an all-new model – righted the wrongs of the Mk5 and allowed production to cease in the tradition established by the 1968 original.

Clockwise, from left: 16-valve motor shared with the Clio and formed the basis of a sporting dynasty; characterfully French interior feels typically flimsy; oncepopular name, now all but disappeared from our roads; discreet alloys

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CRAZY S HORSES Huge power, epic grip and terrifying pace: no wonder rally fans remain captivated by Group B. James Mann joins their number, after meeting the keepers of the flame PHOTOGRAPHY JAMES MANN

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ome eras of a sport define it for decades after their day has passed. Witness George Best’s time at Manchester United in the 1960s, or the ’70s glory days of Welsh rugby under JPR Williams. In F1, there was the battle between Hunt and Lauda and in sports cars, Jaguar’s incredible successive wins at Le Mans in the ’50s. For rallying, however, nothing has yet surpassed the shortlived but spectacular Group B. Introduced as a replacement for Group 4 in 1982, the new category was conceived to bring more manufacturers into the World Rally Championship. There were different classes based on capacity, and the arrival of all-wheel drive led to a whole new driving style, with the tailslides of old replaced by four-wheel drifts. That combination of grip with immense turbocharged power proved irresistible to a legion of loyal fans, whose passion for these cars remains undimmed more than 30 years after the series was cancelled in 1986. C&SC joined some 23,000 enthusiasts heading to Race Retro at Stoneleigh Park, near Coventry, on a crisp lateFebruary morning to see – and hear – more than 120 cars take to the Live Rally Stage. Stars on hand included former World Champion Miki Biasion, whose first win was with a Lancia Delta S4, and fans were enraptured as the grounds echoed once again to the sound of Group B.

PEUGEOT 205 T16 EVO 1 1985: mid-mounted, turbocharged 1775cc ‘four’, four-wheel drive, 155mph The 205 T16 was arguably the most successful car of the Group B era (even if the Audi quattro won more rallies), securing the 1985 and ’86 titles with Timo Salonen and Juha Kankkunen. This example has been owned by ex-Peugeot factory works driver Kevin Furber for 12 years. “I’ve been competing in motorsport since I was a kid and was National Karting Champion before going on to drive on the RAC Rally five times,” says Furber, who also still owns the Group A 205 in which he competed: “Although I’ve won many events, the thrill of driving this Group B car is always enhanced by the romance of me being behind the wheel of my dream rally machine, which I could have only fantasised about owning when I was a young boy.” This car was originally made by Peugeot Sport UK for American privateer Jon Woodner in 1985. He competed in the US rally championship in 1985-’86 alongside Kankkunen in the factory team entry. The T16s were built using a standard three-door bodyshell cut in half, with a rear bulkhead and new tubular- and sheet-steel spaceframe to house the mid-mounted engine and transmission. The engine is an all-alloy, 16-valve twin-cam, and the ’box originally came from a Citroën 4x4 military truck. The shell was clothed in glassfibre and carbonfibre composite panels. There were similarly extreme chassis modifications at the front, and in the end the T16 bore little resemblance to the road car except for its silhouette. The 205 is most strongly connected with Finn Ari Vatanen, who took the car’s maiden WRC win on the 1000 Lakes in ’84. Furber is a huge fan: “I met him when he presented me with an award in 1989 and he’s always been my hero. I watched his progress over the years, and he was awesome in the T16, taking five WRC rounds in a row in 1984-’85.”


OPEL MANTA 400 1985: front-mounted, normally aspirated 2410cc ‘four’, rear-wheel drive, 130mph

FORD ESCORT RS1700T 1983: front-mounted, turbocharged 1778cc ‘four’, rear-wheel drive, 140mph This is one of only five survivors out of the original 18 prototypes built for Group B, as a replacement for the highly successful Mk2 Escort RS1800. Driven by legendary aces including Hannu Mikkola, Björn Waldegård and Ari Vatanen, the 1700T programme was canned by Stuart Turner when he took over Ford Motorsport in 1984, in favour of developing the all-new RS200. Steve Rimmer has owned his car for five years: “When I finally acquired the 1700T it was just boxes of bits; Paul Chappell and Chris Hambly have put it all together.” Most of the prototypes were crushed by the factory, but a few survivors made it out to South Africa – which is where this car came from. One of the first ‘silhouette’ Group B cars, the 1700T was completely different under the skin to the roadgoing – and front-drive – Escort Mk3. Initially tested with a 2.4-litre F2 Hart unit, its final set-up featured a turbocharged 16-valve BDT Cosworth motor sending more than 300bhp to the rear wheels and propelling the car from 0-60mph in just over 4 secs.

Simon Powell has owned his original Manta 400 for three years, having undertaken a complete restoration after acquiring the car. “It had been involved in a huge crash,” says Powell. “The roof was completely caved in and it had no engine, but the rest of it was all there and it was probably the only way I could have afforded to buy one. I’ve recently sourced one of the factory 400 engines and will be fitting it later this year.” The competition units featured specially designed Cosworth 16-valve, twin-cam cylinder heads and delivered 275bhp in Phase Three form running a pair of 50DCOE Weber carburettors. The bottom end was from the diesel Opel Rekord for strength. Henri Toivonen was leading the Mille Pistes International Rally in a Manta 400 when the organisers decided to ban prototypes and he had to settle for a consolation prize. This car was originally rallied by former Dealer Team Vauxhall team manager Gerry Johnstone in Phase Three tarmac spec with the slant-four engine. With two-wheel drive, it was hard for the Mantas to compete with their surefooted 4x4 competitors, but Russell Brookes and Jimmy McRae both won the British Rally Championship in them.

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RENAULT 5 MAXI TURBO 1984: mid-mounted, turbocharged 1527cc ‘four’, rear-wheel drive, 123mph

AUDI QUATTRO TURBO 1983: front-mounted, turbocharged 2144cc ‘five’, four-wheel drive, 154mph The quattro was a game-changer. When rules were altered to allow four-wheel-drive, many thought it would be too complicated and heavy to be competitive, but this was quickly proven wrong when a quattro won first time out in the Austrian round of the European Championship under Group 4 regs. Michèle Mouton gained huge publicity for Audi in a quattro as the first woman to win at international level, and Walter Röhrl later claimed that she adapted to the 4x4 driving technique quicker than her male rivals. This car is owned by Nick Barrington, who competes with son Tom. “I bought the quattro as a road car in 2004,” says Nick. “It was a non-runner and had been in a garage in Rugby for 10 years. We started the build in ’05 and finished in 2013.” They have since taken part in the Rockingham Stages and Flying Fortress rallies in their recreation. The first works cars were similarly based on standard road machines. Hannu Mikkola was fastest by almost 60 secs on every stage of the 1981 Monte and, although he failed to finish, the writing was on the wall. A year later, Walter Röhrl and Audi won both the drivers’ and constructors’ titles.

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FERRARI 308GTB 1981: mid-mounted, normally aspirated 3185cc V8, rear-wheel drive, 159mph Tony Worswick still competes in the car he drove on European Championship Group B rallies from 1982-’86. “I bought the car as a damaged chassis and built it up,” he says. “We competed mostly on tarmac rallies and didn’t realise at the time that we were in the middle of a very special era for the sport.” In period, Worswick ran an engineering company in Lancashire: “We had a lot of assistance from Maranello Concessionaires, the British Ferrari importer. Colonel Ronnie Hoare asked parts manager Steve Lay to help us when he could, which was invaluable. It was not an official factory effort but, like the parallel Italian Michelotto project, Ferrari was aware of what we were doing and was unofficially supportive. Once, when we broke some rear mounts, we were sent forged replacements from the Daytona.” The panels are super-strong carbonfibre and Kevlar to keep weight under 1000kg, and the engine is a stillborn Formula 3000 unit with slide injection. This was the only right-handdrive GpB 308 built, with Worswick using his engineering knowledge to fettle the engine to deliver nearly 450bhp at 7500rpm. “The V8 was virtually unburstable,” he says. “I remember doing a post-season teardown and finding not a thing wrong with it!”

Neil Brighton has campaigned his beautiful R5 Maxi Turbo recreation in events all over Europe for more than 20 years, including Rally Deutschland, the Rally of the Lakes and the Eifel. “Years ago I had a French girlfriend and I always wanted a Renault 5 – eventually buying a Gordini,” Brighton explains. “Then I saw a Radbourne Racing Turbo, and I knew I just had to have one”. Like many of the cars at Race Retro, the R5 was built up from a road car, in this case during the 1990s: “It was a nightmare finding all the correct parts.” Designed by Bertone’s Marc Deschamps, the R5 Turbo was initially launched into the Group 4 scene and proved competitive, with Jean Ragnotti winning the ’81 Monte-Carlo and ’82 Tour de Corse. There were upgrades for Group B, with power up from 210 to 285bhp, followed in 1984 by the launch of the 1527cc engine in the Maxi Turbo, which featured a large rear spoiler and improved aerodynamics. Just 20 were built to this spec and only 12 ran, with Ragnotti taking its sole WRC win on the ’85 Tour de Corse.

Group B: a history


FORD RS200 1985: mid-mounted, turbocharged 1804cc ‘four’, four-wheel drive, 140mph

MG METRO 6R4 1984: mid-mounted, normally aspirated 2991cc V6, four-wheel drive, 155mph Patrick Head turned the lacklustre, uglyduckling successor to the Mini into a British rally icon. This superb 6R4 is owned and rallied by father-and-son Warren and Gary Philliskirk. “The car was converted to rally specification by John Price in about 1990,” says Warren. “We’ve competed in rallies all over the UK in it, and we won the BTRDA championship with this car in 1997.” The 6R4 was created in ’85, pretty much out of thin air, with Williams Grand Prix Engineering doing much of the development work. The car featured a bespoke quadcam, 24-valve V6 mounted amidships. Ferguson four-wheel-drive technology completed a rugged drivetrain, fitted into a semi-monocoque, seam-welded tubular chassis. Cooling came from radiators mounted in the engine compartment, ducted from just in front of the rear wheelarches and giving the 6R4 its boxy appearance. There were some Metro body panels beneath that high-winged, fat-arched GRP and aluminium skin, and two models were produced: the 250bhp Clubman, and the full International Rally spec with c400bhp. Tony Pond took a works 6R4 to third on the 1985 RAC, but reliability issues ensured that major successes proved elusive.

One of the most iconic of all Group B cars – and the only competitor to be totally new, rather than based on then-current product – the RS200 was the brainchild of incoming Ford Motorsport boss Stuart Turner. The body was penned by Ghia in Turin to be a car that Ford could sell in profitable numbers. F1 engineer Tony Southgate was brought in to design a spaceframe chassis suitable for the four-wheel-drive, mid-engined car and Brian Hart to tune the dry-sump BDT motor to deliver almost 450bhp at 8000rpm. Body panels were made by Reliant – glassfibre for the road and Kevlar for competition cars – and the Sierra parts bin was raided for, among other things, the ’screen, door furniture, rear lights and gearknob. Owner James Avis has competed in numerous events in his Ford. “I found it as a road car when I was out in Germany on the Eifel Rallye back in 2002,” he explains. “Our car had broken down and Björn Waldegård gave me a lift to collect some spares from a bloke I had been told could help out – and there in his living room was this RS200. He made me put on white gloves just to touch it!” The Ford proved to be a sorted and sweet-handling rally car, but Group B was cancelled just as it was starting to prove itself.

Originally conceived by the FIA as a replacement for Group 4, the new category’s aim was to limit restrictions and regulations and thus encourage more participation by car manufacturers in the WRC. It worked, too, with numerous companies entering new machinery in various classes. Appendix J listed specifications for engine displacement, weight and tyre widths to decide which classes the cars would fall into, with turbocharged engines being handicapped by a factor of 1.4 x capacity (in cubic centimetres). Thus, although engine sizes ranged from under 1300cc right up to 4000cc, forced induction took cars such as the 1759cc Lancia Delta S4 (below) – which was both supercharged and turbocharged – to a final rating of almost 2.5 litres. All cars had to have at least two seats, and homologation required that 200 examples had to be built, fewer than in previous series. There was no restriction on boost pressure, either, and power quickly climbed to heady levels as the turbo technology evolved, with machines such as the Audi quattro S1 and Peugeot 205 T16 Evo 2 producing in excess of 500bhp by 1986. That same year, during the Tour de Corse, Lancia’s talented young gun Henri Toivonen and his co-pilot Sergio Cresto suffered a horrific accident when their Delta S4 crashed into a ravine and caught fire, killing both of them. This tragedy, along with a growing number of spectator injuries, prompted the FIA to cancel the series, bringing to a close an era that led to the most outrageous rally cars ever.

May 2018 Classic & Sports Car 159

Family values

Panhard’s greatest asset was its tight-knit sense of community, as the firm’s former competition manager and press officer Etienne de Valance tells Jon Pressnell PORTRAIT DANIEL DENIS ARCHIVE LAT/DOMINIQUE PASCAL

From top: Panhard-based cars at Le Mans in 1957, with Monopoles closest to camera; de Valance (left) with boss Paul Panhard; on left again, with PanhardRiffard for 1953 Le Mans race; enjoying himself in ’58 Le Mans DB-Panhard

hen he joined Panhard as a management trainee in 1950, at the age of 20, E t i e n n e d e Va l a n c e thought that it would just be a temporary arrangement and that he’d soon return to being a morse operator in the merchant navy. Instead, he rose to be the company’s first press officer and – from 1956 until 1962 – he was competitions manager, in the days when Panhard-engined cars were regular winners of the Index of Performance at Le Mans. Softly spoken and undemonstrative, de Valance has a detailed command of Panhard’s history, from its 19th-century beginnings through to Citroën’s ultimate absorption of the company in 1965. He stresses that it was the first enterprise in the world to series-produce motor cars, back in 1891, and emphasises how an awareness of the firm’s past was very much part of working for the Paris-based concern. Also in evidence is how it was above all a family-run business. There’s a lot of “we” in his conversation, and not much “I” – testimony to the esprit de corps that he says permeated the company. Panhard’s history was brought home to de Valance when he spent some time in the department making woodworking machinery – which was how Panhard et Levassor had started out. As he recalls: “I said, ‘Are we in a car-making factory, or what?’ and was duly rebuked. ‘Young man, you should remember that the motor industry was born out of the woodworking-machinery industry,’ I was told. But this part of the business was declining. The machines were assembled from bought-in components and we weren’t looking at modernising them. We were living off the past, and in ’53 we abandoned the sector entirely. But we were always aware of our heritage.” Panhard’s big problem, says de Valance, was that the cramped factory, built at the beginning of the 1930s, involved manufacture on four different levels. Far better, in his opinion, would have been to set up a new works on a greenfield site outside Paris. But the company was constrained by its conservative financial structure: “It was old-fashioned capitalism. Until


Citroën came in, the only shareholders were members of the family or their close associates. The financial basis was family money. Up until 1913, the Panhard family took out a lot of profit. From 1920 to 1939 they took out some profit and from 1949 to the end, very little profit.” At the end of 1952, de Valance went to work for the director for exports and advertising: “At the time we didn’t have a publicity department as such, but that changed, and after the 1953 Salon I was named press officer. I also began to follow customers when they competed in motorsport in their cars, to show that the company was interested in them. I’d take a car and a mechanic and a few key components such as a clutch disc, brake linings – things that were likely to be needed if one did a rally. This sort of thing was free, up to a certain point. People would order special engines or gearboxes from the factory. They paid, but if there was an overall or class win, we cancelled the invoice. The experimental department had a small group of people who only prepared special-order engines and transmissions.” In the years 1953 through to ’55 Panhard itself ran a car at Le Mans, alongside private entries from the likes of DB and Monopole, the latter being a well-known supplier of pistons: “For Le Mans the conditions were very simple. If it wasn’t a factory vehicle, but a privateer or a small constructor such as DB, the factory doubled the organiser’s prize. We gave the same prize money as the organiser. That allowed the factory to use a victory at Le Mans on its publicity. But in 1955, after the Le Mans accident, Paul Panhard said that the company would stop motor racing. That risked causing me problems, because the basis for my announcements was our sporting successes, whether in rallies or on the track. These gave us subject matter for our press releases, because the cars didn’t change all that much.” The solution was to support Monopole’s team, which in ’56, ’57 and ’58 fielded cars under the Panhard-Monopole name, with de Valance’s overall direction. But after the 1958 season Monopole pulled out of racing, following a takeover. At that stage DB – run by Charles Deutsch and René Bonnet – became the official Panhardsupported team. This was an arrangement that May 2018 Classic & Sports Car 161

suited Jean Panhard: he and Deutsch, whose daytime job was as an engineer in the oil business, had been contemporaries at the élite Ecole Polytechnique, and knew each other well. “I have a lot of respect for Charles Deutsch,” says de Valance. “He was about 5ft tall and had an intelligence in inverse proportion to his size. He had a head that buzzed with ideas. He was quite extraordinary. He was always a man who thought about the future. He was more involved with the design of the chassis and the body, and René Bonnet with the building of the cars and their development and – most importantly – overseeing the manufacturing operation and the competition team. Bonnet was the man who kept the show on the road. He sold the cars and organised a dealer network. He prepared the cars for competition. There was one who had the ideas and the other who ran the business. Motor cars were Deutsch’s hobby, for evenings and weekends, while Bonnet was the craftsman who built the cars. He was an excellent development engineer and a first-rate team manager – and his wife looked after the finances.” Alongside nurturing competition activities, de Valance oversaw the advertising and promotion of the Dyna Z and its PL17 successor. He remains fond of the original all-aluminium Dyna, before its piecemeal transition, on cost grounds, to all-steel construction: “It was fabulous, and with a later Aérodyne engine it really went, because it was so light. In competition we used cars with all the opening panels in aluminium for several years.” Transforming the Dyna into the PL17, on a tight budget, was a masterstroke on the part of stylist Louis Bionier, says de Valance: “Chausson’s tooling for the Dyna had to be retained. The only possibility was to modify the bonnet and boot assemblies, and a little bit at the rear of the car, because these sections used different press tools. The central structure had to remain absolutely the same. It was a very successful facelift. They seemed to be two different cars. Customers with a PL17 said it had nothing to with the Dyna.” Rather more negative was how Citroën distributors became full Panhard distributors, while Panhard distributors could only become Citroën dealers: “In 1958 half the network left the marque. That’s not difficult to understand. In the same town you had someone who had the distributorship, and the full discount of 18-24% – while the Panhard distributor had full discount for the Panhards but only had 10-12% for the Citroëns he sold, because he was only an agent. That meant insufficient margins to take in partexchanges – and if the Panhard garage needed a Citroën it had to get it from the Citroën concession, because it was only an agent. This killed our dealer network. Worse, in ’58 to ’59 all the foreign makes were trying to get a foothold in France – it was the first stage in opening up the European market – and Panhard had a network that went back many years, with garages that were well known in the towns in question. They were offered on a plate to the opposition.” On the competition front, trouble was also brewing: by the beginning of the 1960s the relationship between Deutsch and Bonnet was

turning sour. According to de Valance it had become clear that Bonnet basically wanted to be the only one running DB. He had initiated the US-orientated Le Mans convertible, while Deutsch was focusing on a more competitionbiased replacement for the little HBR5 coupé. Then came the bombshell. On his way into the office – one morning in January 1962 – Paul Panhard picked up his copy of L’Equipe, and on the front page was the headline ‘René Bonnet to compete at Le Mans for Renault’. Deutsch had only been informed four days earlier, and de Valance had been left in the dark: “This was when we’d made our entry for Le Mans, back in November. After having worked together for 11 years, it wasn’t exactly the best of manners on Bonnet’s part, especially because at that time we were supplying 15 to 20 sets of mechanicals to do the Le Mans convertibles.” Bonnet had “played a double game” according to de Valance. Not only had he visited the Panhard factory a few days earlier to discuss finances and engine specifications, but he had also jumped the gun with Renault, which at that stage had signed no agreement with him. After a few days of reflection, Deutsch and Panhard bounced back. The design of the DB intended for that year’s Le Mans had been completed, said Deutsch. Paul Panhard agreed to back him, and the result was the Panhard-CD, of which one steel prototype and four plastic-bodied examples were built in time for Le Mans. “I had the good fortune to work with a bunch of people who shared the same mindset,” says de Valance. “We were going to rise to the challenge. People at the factory said it wasn’t a good idea. We were going to run with a car that had no development history behind it. Well, it turned out OK in the end… the first plastic car, when it arrived at Le Mans, had just 300km on the clock – it was newer than new. But we won the Index de Performance and ended up Champion of France for the year.” Subsequently, 127 CDs were made as road cars, but according to de Valance it was never intended to be a production model: “It all came about because of it being the star of our display at the 1962 Paris Salon. A large number of people – 20 or so – said that they’d be interested in buying one. So we launched the idea of doing an initial run of 25 cars. Thereafter it was made in response to customer demand.” If the CD was a sideshow, much more important – psychologically as well as commercially – was the creation of Panhard’s last motor car, the 24CT coupé: “It demanded an enormous effort from everybody. The 24CT was a cry from the heart. The decision to make the car came from Jean Panhard in October 1960, the first drawings were made in January 1961 and it was announced the day after Le Mans in 1963, just two and a half years after the first design sketches. Roland Peugeot, who had been invited to the presentation, said to Jean Panhard, ‘How did Panhard manage to come up with a car like that in so little time? It would have taken us at least seven or eight years!’ But it was because it was Panhard. We had always worked with a certain amount of faith in the company, a certain mindset. We didn’t count our time to the last


162 Classic & Sports Car May 2018

Clockwise: Laureau/ Armagnac DB-Panhard, 1960 Le Mans; de Valance (in the centre) with Alain Bertaud (left) and André Guihaudin, after winning the Index of Performance at ’62 Le Mans; PL17 was a masterful facelift of Dyna

Clockwise, from below: production version of Panhard-CD; Le Mans ’62 – Paul Panhard to the left, de Valance centre of group on right, with Deutsch to his left; launch of bold 24CT was an emotional event for Panhard

minute. We put our all into that car – and Bionier created something absolutely remarkable.” Meanwhile, Panhard’s participation in motorsport had stopped at the end of 1962: “Jean Panhard had decided that all of 1963’s budget for sport and publicity would be devoted to the launch of the 24CT. Come 1964 and Citroën, having increased its shareholding the previous year, said that it would no longer support competition. All the remaining parts passed to Deutsch – we made an agreement with him – and he continued to field a car under his name. So in 1964 there was a CD-Panhard at Le Mans. It was no longer a Panhard-CD…” The complete absorption of Panhard was being mapped out by Citroën, and that year de Valance decided the time had come to leave. He carried on his association with Deutsch, however, acting as his team manager at Le Mans from ’65 to ’67: “In 1965 we had a car with an Alfa Romeo engine, though we didn’t make it to Le Mans because it wasn’t ready. In ’66 and ’67 the racers were a little bit more ready. It was Deutsch’s great failing. During the building of a prototype he was continually modifying things and then it would arrive at the test day without even 50km on the clock – when they needed to have at least 1000km or even 2000km under their belt. For Charles Deutsch making the new car was secondary. What counted was to push design forward.”

When the CD team ran out of money, Deutsch became the director of the Le Mans 24-hour race. Etienne de Valance went with him, and in various capacities was part of the organising team from 1968 until 2000, alongside a new career in marketing and banking. Meanwhile, keeping up old ties, from its foundation in 1987 until 2011 he was general secretary of the Federation of Panhard Clubs. Panhard has always remained close to de Valance’s heart – and that’s something that can be traced to when he joined the firm back in 1950: “I was very struck by the way in which I was welcomed, by the chief foreman. ‘Young Man,’ he said to me, ‘We are happy to welcome you into our firm.’ The way he said it you’d think he was a shareholder. But not at all – quite simply his father before him had worked at Panhard. “You mustn’t forget that in 1950 at least a third of the staff were third generation. It was a family business at director level and a family business as far as its employees were concerned. You didn’t just go to work for Panhard. Even those who worked in the machine-shop had been introduced by a parent, a cousin, a member of the family. It was tight-knit. There was a real sense of unity. It’s worth noting, too, that Citroën took on a lot of Panhard personnel because of their professional quality. Because we were so small, we had to give our best the whole time. There was a wonderful company spirit.” Thanks to Editions L’Autodrome, publisher of Etienne de Valance’s Mes Années Panhard, from which many of this article’s photos are drawn May 2018 Classic & Sports Car 163

LAST MAN STANDING Martin Buckley tells the fascinating story of one manâ&#x20AC;&#x2122;s obsession with the BMW E3, and his painstaking quest to restore a super-rare estate to perfection PHOTOGRAPHY TONY BAKER

nless somebody out there knows any different, the car that you see here is the only running BMW E3 estate in existence. The subject of a sporadic but ultimately exacting 14-year rebuild, JGT 587N belongs to E3 enthusiast David Maughan of west London, who has had a passion for these big BMWs since boyhood. “The lead character in Man at the Top drove one; they filmed the series at the end of our road in Barnes,” Maughan recalls, “and when, later, a family friend gave me a ride in his 2500, I just got swept away by the feel and even the smell of them.” He consummated the affair when he


purchased a standard 3.0 Si, having been inspired by a feature in C&SC in 1992. “In fact,” he points out, “I still own the car from that story and I have just parted with a lovely 2500 saloon.” Maughan’s relationship with the estates goes back to ’94 when he captured a project Si (JGT) that had been purchased new by King Constantine of Greece. It had also, supposedly, been an Alpina works tow car, but there was no evidence of that. The story gets complex from here, but Maughan basically acquired a second Si estate in ’95 – also very much a project but not as rough as his first – that ended up being broken for spares. Originally white, JGT was converted when it was secondhand in 1981. Restoration got under

way in the early 2000s, at which point a third estate (a 3.0 Sa) was bought and broken for bits. Meanwhile, the rebuild of JGT stalled while Maughan searched for another company to do the job. In 2008, he finally settled on BMW specialist The Werk Shop in Chicago, having heard that it had just done a beautiful 2002 for Roger Penske. “It sort of made sense,” he says, “because I was doing a lot of work in the States at the time, although it turned out to be a textbook example of how not to manage a restoration!” Determined to finally get himself an exceptional E3 estate, Maughan decided that the car would be restored to “better than new” condition. This involved a complete replacement roof,



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leverage with Mercedes-Benz UK to supply it with S-class saloons for its in-house conversions. The key to the creation of an E3 wagon was finding a rear hatch from a production car. In this case, Panelcraft boss Nobby Fry merely ‘borrowed’ Crayford’s idea of the Austin Maxi pressing (with hinges and glass) and welded in the bottom part of the original BMW bootlid. The high rear sill was not particularly practical, but probably a wise move given that the shell had lost the benefit of its rear bulkhead. The rear side windows were bespoke to the car – and lacked the tumblehome of the door glass – but the 6ft long (4ft with seats up), 4ft 6in-wide load space was fully carpeted. As well as the standard heated rear window and wiper, you could specify a towbar, a roofrack, extra courtesy lights and a dog guard – plus the usual BMW extras. Gruesome as it sounds, the Maxi tailgate is a surprisingly well-integrated arrangement when you witness the car in the metal. The interface between the C-posts and the fabricated roof is less happy, but overall the handsome sharknosed E3 body admirably lends itself to the estate conversion. David Maughan says that he couldn’t face reinstating the vinyl roof and it looks all the better for it. He also points out that the shape of the windows and trim around the

Clockwise, from left: sweet M30 straight-six engine is fuelled by Bosch D-Jetronic injection; plain but superb quality cabin features the ergonomics that would become a BMW staple – note the correctstyle coco mats; original factory-fit Blaupunkt stereo radio. Inset: period brochure for the Estate




side glazing varied slightly in detail treatment between his three parts cars, indicating that Panelcraft either made it up as it went along or subcontracted the jobs to other bodyshops. It takes a while to work out that you simply give the rear squab a good hard tug to get its catches to release. With the cushion folded forward – and the headrests removed – you get an excellent, flat load space only slightly hindered by the suspension turrets. Maughan says that he would like to put some sort of brace between them to reinstate some rigidity into a shell that wasn’t notably stiff even when new. Not that you notice any problems once under way. Yes, you can hear the panels over the spare wheel rattling a bit, but otherwise this estate feels as tight and sorted a BMW E3 as I have ever tested. It’s so refreshing to drive a car with such a simple but good-looking dashboard and such wonderfully open views all round from an alert driving position that seems to add to the injected 3-litre’s eager sense of purpose. Even allowing for the fact that the M30 straight-six has done only 1000 miles since a

Glory days of the coachbuilt estate car Busy with Ford and BMC convertibles, Crayford turned to its friends at FLM (Panelcraft) Ltd to build its various estates and hatchbacks, initially the BMC 1100 and 1800, a handful of Austin 3 Litres (see Gallery) and from ’69 a run of 400 Mercedes W114s, which perhaps encouraged Stuttgart to go ahead with its own W123 model. Certainly Mercedes, after some reticence, was impressed enough to officially sanction the W114 wagons. Crayford and Panelcraft also produced estates based on the W108/W109 S-class, at least one of which was a 300SEL 6.3. For the W116 S-class, which appears to have been an entirely Crayford production (above left), the faithful Maxi door was abandoned because it was too narrow. Boss David McMullan sent his wife off into Gatwick airport car park with a tape measure in search of a suitable replacement, which turned out to be the Ford Granada tailgate. The late-’60s Rover P6 Estoura was the idea of Panelcraft’s Nobby Fry; Crayford only agreed

to do the marketing if he altered the bizarre sloping roof on the prototype. He agreed, and it is thought that as many as 400 were sold, mostly V8s, via HR Owen and Hurst Park Automobiles. The rear door was off the ADO16 estate. There was an estate adaptation of the firstgeneration Audi 100 by Crayford – plus it did one-off three-door oddities on the TR7 and Mercedes 450SLC – but by the ’80s there were plenty of factory-built executive hatchbacks that squashed the demand for bespoke makeovers. Having said that, Jaguar had not succumbed to the idea of an XJ estate; it was left to established coachbuilder Avon to produce its odd-looking wagon version of the new Series III (above right) in 1980, complete with a Renault 5 tailgate. More successful, and much prettier, was the XJ-S Eventer by Lynx. The firm stitched itself up, though, by choosing an obscure donor back door: there weren’t many Citroën Ami estates in breaker’s yards even in the early 1980s! May 2018 Classic & Sports Car 167



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From top: ground-up rebuild included many factory panels, plus allnew brightwork and seals, and a bare-metal respray in Polaris – 6in-wide ‘cotton reel’ alloys provide the perfect finishing touch and numberplate folds down to reveal fuel-filler cap; Si came only as a four-speed manual; full retrim in hide

rebuild, it feels almost indecently potent – thrusting you back in the seat with a turbine hum of expensive refinement in the low first gear. From there, the urge barely lets up in second or third and, should the road (and Plod) allow, it would be quite natural to change into top at 90mph, well short of the 6500rpm redline. The slick, positive, short-throw gearbox is beautifully matched to the characteristics of an elastic, super-smooth engine, which is as happy to mooch along as it is to rev. That said, resisting the temptation to level the throttle in this lovely car would be a severe test of any keen driver. The power-assisted ZF-Gemmer steering was an object lesson in feel and precision in period and it’s amazing just how much grunt the limited-slip differential lets you pour on. In my memory, all of these old ’70s BMWs went sideways in a trice, but this Si wagon just digs in, bites down and boosts you up the road. Is it worth the £79,995 that marque expert Classic Heroes is asking for it? The market will decide that, but boss Barney Halse tells me that the factory museum has shown an interest – and

Factory wagons

I suspect that it would not be possible to restore one to this standard even for that sort of money. Driving this Si station wagon is a sobering reminder of how fabulous these big BMWs really were when new, an irresistible combination of aggression, agility and refinement that was not available in any other large saloon – never mind a five-door estate. Thanks to Classic Heroes, which is selling the Si: 01825 732817;

The UK-market E3 estate cars were probably influenced by the three Kombis built at the factory in Munich in the early ’70s, strictly for the use of the Motorsport department. These cars had front seats only, with a grille behind to restrain the tools and spares in the load bay. There was even an area for the mechanics to sleep; useful given that the wagons would be used on rallies as far apart as Monte-Carlo, the 1000 Lakes and the Acropolis, providing service for the works 2002s. Often overloaded (a rear wheel once came off one of them on the way to an event), the wagons were expected to pull a 2002 rally car on a trailer, while lugging all the parts. Special features included roofracks for spare wheels and tyres, plus a roll-bar. Running on steel wheels, they were based on manual 3.0 Ss and painted blue-and-white. The rear side windows were Perspex and the tailgate is thought to have been adapted from a Ford Taunus. The Kombis were retired after five years in favour of a full-sized transporter. Today only one survives and it is currently being restored. May 2018 Classic & Sports Car 169





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Staff and students show off immaculate polished Triumph prior to handover and drive back to Croydon. Note funky Revolution five-spokes now on car

Fresh black-and-silver Framptons plates

Key is to attach trim before fitting ’screen

Satin-black rear panel like TR6 and Dolly

Triumph2500TC Run by Greg MacLeman Total mileage 25,213 Owned since June 2017 Miles since April report 62 Latest costs £5760 YFH attracted lots of attention – plus three offers of purchase – at the London Classic Car Show

PIMENTO GLEAMS AT LONDON SHOW The last time that I saw the TC it looked, if anything, worse than when I bought it. Its organgey panels had been rubbed down to a blush pink, pockmarked with small patches of filler, and the whole scene was dusted with the residue of an afternoon’s sanding. The chrome trim was missing, as were the front and rear screens, plus the bonnet and bootlid were nowhere to be found. It was with some trepidation that I left the workshop, knowing that the next time that I saw the Triumph it would be transformed. Nervousness gave way to excitement as the date for the big reveal approached, and the night before was spent tossing and 172 Classic & Sports Car May 2018

turning, trying to imagine what the finished car would look like. The veil was dropped at the London Classic Car Show, where the 2500 took a starring role as part of Barnet & Southgate College’s display. My first glimpse came as I rounded a corner and spotted the nose edging out from behind another stand and, as the whole car came into view, my jaw hit the floor. I’m rarely speechless, but I was on this occasion. The Pimento was supplied by Autopaints Brighton, and it looks the perfect shade – a deep, lustrous red with a hint of orange that leaps out in a way scarcely imaginable from a colour chart. The quality of the paint was top-notch, too, and

laid down beautifully according to Ian Sutherland, who achieved the outstanding finish. The depth and sheen of the buffed bodywork was mesmerising – more like one of Mary Berry’s mirror-glazed cakes than a 44-year-old saloon. That impression was further enhanced by the eager apprentices who spent the weekend polishing it with products donated by Slim’s Detailing, the college’s next-door neighbour. I was struck by the attention to detail, and the many small elements that had contributed to the overall knockout effect. The grille and mesh, for instance, had both been sprayed black, and the wheelarches had been freshly undersealed.

Perhaps controversially – I just couldn’t resist putting my own stamp on the car – I’ve had the rear panel sprayed in satin black, aping that of the Dolomite and TR6. I reckon that it improves the look, especially with the black wheels and new raised-letter numberplates, and Sutherland agreed. After the show the car returned to the college, where Tyrone How from Mobile Glass Replacement refitted the windscreen for just £75, against another quote of £300. With the windows back in, it was time for the 2500TC to come home. Even the snowy conditions, salted roads and the fear of overheating couldn’t wipe the smile from my face. There’s work still to be done, of course, notably fitting the door and boot seals and fresh door pins, but something tells me that devoting time and money to the project will be much easier now that the Triumph looks a million bucks. THANKS TO ∆ Kevin Haggarthy, Ian Sutherland, plus all the other staff and students at Barnet & Southgate College: 020 8443 3821 ∆ Autopaints Brighton: 01273 328698; www. ∆ Mobile Glass Replacement: 020 8502 4100;

Renault 4 Savane Run by Jon Pressnell Owned since January 2013 Total mileage 77,463 Miles since March 2017 report 1250 Latest costs £45

FRIDGE SHIFTED IN WHITE GOODS When I last reported upon the Renault, I related how I was poised to do some touching-in, and to re-fit all of the door rubbers, after some welding of stress cracks on the tailgate and some of the doors. This was an operation that turned into something of a saga. Painting the repaired sections of panelwork was a straightforward enough aerosol job. When I was done, I decided to smarten-up the tailgate by de-rusting and repainting its flanges and making two trim

If you go down to the woods today… you might spot Pressnell scavenging bits from an abandoned R4. Cratered tracks hold no fears for the Renault

Making some new trim panels for tailgate

One in place; easier to fit with tailgate off

Undo four bolts, and back seat comes out

panels out of some hardboard and carpet I had kicking about: the lastof-the-line Savane version of the R4 really is unspeakably bare, with the very minimum of trim. Pleased with the result, I then fitted a spanking new tailgate rubber, a messy Evo-Stik job that removed much of the paint that I’d put on the flanges. After all that, the tailgate refused to latch, standing well proud of the catch. Endless jiggering around, plus a rebuilding and repositioning of the badly worn catch, still hasn’t solved things, so a replacement catch and a re-hanging of the tailgate beckon. Moving to the doors, I had a similar problem after fitting a fresh rubber to the driver’s door, which now barely shuts and has a gap you can almost walk through. As well as sorting this, I also need to revisit an oil leak that won’t go away. I thought it was caused by overtightening the sump plug and crushing the brass washer too much, so I fitted a new washer and

tightened the plug just-so. It still leaks. And that’s about it in terms of problems. Well, almost… One day I discovered that I had no indicators. A mate who’s a wily former garage owner immediately put his finger on the cause: on Renault 4s the fuses settle in their holder, or corrode a little, or maybe both, and then contact is broken. All it takes is to rotate the offending fuse in its holder a few times, or give it a clean with emery cloth, and everything will start working again. The electrics decided to play up again when the French equivalent of the MoT came up, but fiddling with the terminals on the horn and on one of the sidelights restored these to health. The Renault duly passed, with a few advisories such as headlamp misalignment and some minor play in the front suspension. Irregular tyre wear suggests that the car needs its tracking looked at, something that I’ll deal with when I replace the tyres, which are now nearing the end of their life.

I’m also planning to make the car rather more comfortable. I’ve rescued a pair of Peugeot 306 seats, and a quick run over ‘Sharon’ (the R4) with a tape measure suggests that they’ll fit, in place of the skimpy non-reclining standard items. We shall see. And while I’m about it, I might screw a couple of pockets on the doors, having had a set off a 4 GTL on the shelves for a while. Meanwhile, the Renault has been happily going about its business, being the ideal vehicle for everyday life in rural south-western France. Two modest little recent escapades prove the point. The first was when I needed to transport a fridge. It obviously wasn’t going to fit in the MG or my Mini, and it looked too long for Sharon. But 10 minutes of spannering had the four securing bolts removed and the rear seat lifted out. Bingo! There was just enough length to slide in the fridge, a bungee strap to hold the tailgate down, and off I went.

Et voilà! Fridge in – note nifty trim panels

Sharon pauses during local car club outing

Next was a mission deep into the woods to retrieve some spares from a dumped car. The track was muddy and cratered, but we picked our way forwards gingerly, thankful for the Renault’s ample ground clearance. All the same we caught the underside once, but a quick inspection revealed no damage: sensibly, the R4 is fitted with a skid plate under the transmission. What was I saying about the car being ideal for country life? May 2018 Classic & Sports Car 173


Suzuki Cervo CX-G Run by Alastair Clements Owned since May 2005 Total mileage 49,578 Miles since April report 45 Latest costs £59.08 Lemonade bottle is the perfect oil funnel

NOT PERFECT, BUT LEGAL AT LAST I left you at the end of my previous report with the MoT test looming. As ever, good intentions to go through every detail of the car ahead of the examination didn’t quite come to fruition. In the end, there was just time to check the lights and tyre pressures, top up the fluids and nip up the wheel bolts before setting off for Tates Citroën in Crawley, where pal Tim Smith is a strict but sensitive tester. My garage ‘landlord’ Sam – who is planning to give the car a bit of extra exercise this year – came along for the ride. Once I had settled into the seats (I could swear they’ve got narrower in the past year…) and reacquainted myself with the Suzuki’s slightly nervous motorway nature, the journey passed without a hitc new water pump hel too, though I did not that we seemed to dropping a little bit

Whizz gets a once-over. Inset: oil switches

oil, and asked Tim to see if he could find the source of the leak while the car was on the ramp. Before that, I was sent down the road on foot to Euro Car Parts with a ticking off from Tim for the state of the tired wipers. Halfway there my phone rang: “You’d better see if they have an oil-pressure switch, too – it’s pouring out!” Amazingly, there was one in stock – though there wasn’t a suitable wiper for the Suzuki’s obscure fittings, and the replacement air filter I grabbed while I was there didn’t fit. When I returned, Tim pointed out the leak – in my defence, it was pretty inaccessible, on the other side of the canted-forward engine, so near-impossible to see with the car on the deck. As well as the switch, we fitted a new oil filter and some fresh 10w40. While the undertray was off, Tim got rid of the grime ith a hot jetwash. hen went around e car and gave it a much-needed mini ealth check, leavg a snagging list for to work on over g nths – particularly because I plan to take the Whizz on our Reader Run to June’s Le Mans Classic (see p168 if you fancy joining us). After my trip home, number one on that list is doing something about the infuriating rattle from the rear screen hinge… I was particularly pleased that the brakes passed the balance test, then Tim used the compressor to put air back into the spare so I could refit the fourth alloy wheel, which really finishes off the looks. Now I can enjoy the Suzuki at last, and the first outing was a longpromised jaunt for my youngest Niamh, who had never been in the car because last time it was roadlegal she was still in a child seat! THANKS TO Δ Borg & Beck: 01869 248484; Δ Tates Citroën Crawley: 01293 690122;

Niamh enjoys her first trip in the Suzuki

174 Classic & Sports Car May 2018

The Series II excelled in recent snowfall, which had made roads challenging

Land-Rover Series II Run by Martin Port Owned since Sept 2016 Total mileage 28,838 Miles since April report 303 Latest costs none

Temperatures plummeted to minus seven

BOY FROM THE WHITE STUFF Is it possible to have too much of a good thing? Only a couple of issues ago, I was rejoicing at the brief appearance of snow – just long enough to pop out and take a photograph before it melted away with disappointing speed. But at least I could say that there had been some, even if it wasn’t enough to necessitate four-wheel drive. Then suddenly, as February thought about giving way to March and leaf buds began to appear on the trees, the UK had the ‘Beast from the East’ thrust upon it; trains were cancelled, roads closed and Land-Rover owners rejoiced. It’s easy to joke about being a big kid wanting a decent dumping of snow, but in all seriousness, I found myself grateful to have a capable vehicle on the drive. The family modern succumbed to plummeting temperatures and was beached with frozen handbrake cables and dodgy electrics. Not that it would have been much use anyway because, with barely any weight over the driven wheels, it wouldn’t have made it out of the road. The LandRover did, though, and although it was easy to get sideways on the compacted snow, the chunky tyres dug in and gave plenty of traction.

Aged, brittle rubbers now need replacing

Descending some steep local hills also gave the Series II a chance to shine: first gear, feet off the pedals and let it do its stuff while the majority of the moderns around me slewed and slid – admittedly many due to driver error, rather than technical inability. For three days, the Land-Rover was no longer a plaything; no longer an indulgence. Instead, it became a tool for transporting people safely; running essential errands; and getting us where we needed to go. All in style and with simple mechanical elegance. And no, I’m not smug – just proud to own something that, at 59 years old, can still do what it was designed to do so well in the first place. If there was a downside to all of this, it was the fact that at below zero the already brittle rubber on the indicator units barely made it back from being peeled open to allow a simple bulb change. I now need a replacement, but I reckon I can forgive it. I may even treat the car to new ones – particularly because I have a sidelight out, too!

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As clean as it’s ever been since it was on the line in Munich: mint, etch-primed floorpans, diff-carrier brackets and wheel well. Tank AWOL at this point

BMW 2002tii Run by David Evans Owned since May 2000 Total mileage (2)63,949 Miles since December 2017 report 46 Latest costs £4275.73

UNDERNEATH AS GOOD AS UP TOP It seemed like a great idea, in principle. My Kiwi mate John Hudson had made an outstanding job of restoring the BMW – rebuilding it more like, mostly from the floors upwards. And when it was valued by Barney Halse at Classic Heroes, he said that the underside needed to be properly redone before winter. Work began in late October and, once Halse jnr Zak got stuck into the miserable job of stripping the underseal (not the factory Tectyl), he uncovered an assortment of past repairs – of varying standards. Barney called, with his usual breezy “Hello old chap”, although with a concerned tone: “I want you to come and see the car.” He was puzzled until I explained that some of the old new metal dated back to well before I met the Kiwi mastercraftsman. There’s a 50 quid patch on the nearside longeron, for example, that isn’t pretty but is still solid about 15 years after it was done. As Barney put it: “We found a lot of corrosion around the petrol tank, covered in black underseal.” That was where I’d been bodging at 176 Classic & Sports Car May 2018

the aged, flaking material with a wire brush and covering it as best I could with Waxoyl just to stem the worst of it. Back then it was my only car, and run on a budget. A more serious-sounding e-mail arrived on 10 November (describing another old repair, to the offside rear): ‘It’s had a cover at some point and neither the inner nor the outer sills – or the wheel-housing structure – is attached.’ It had been a sound job, but it wasn’t protected and had been ‘sweating’. Plus, the ’02 was driven in all seasons (and in all weathers) for a decade after that. Reconstructing the elements of that corner – as well as the rear subframe mounting and lower quarter – was obviously going to be a major (labour-intensive) undertaking. Workshop manager Steve Brown has done a fantastic job of the complex fabrication work, which also included a small, now invisible patch further down the sill. Once the repairs were finished and lots of other corrosion had been taken back to bare metal, the surfaces were treated with Kurust, seam sealer, etch primer and Gravi Tex. On top of that, and into the cavities, went a good dose of black Waxoyl rather than clear. It looks lovely, set off by a new copper fuel line to replace the scabby original as well as fresh brake flexi pipes – the old ones weren’t letting much fluid through – and handbrake cables. Steve has also removed, de-rusted, prepped and sprayed the fuel tank. Johnno had wanted to check over a few things on the car, but it was still in Buxted when he went back to NZ. So Barney and Steve set about investigating the drivetrain clonk. The propshaft centre bearing and UJs were fine – ditto the driveshafts and CV joints – and the gearbox output flange was tight.

Unprotected past repair to offside rear…

Steve Brown’s neatly crafted fresh metal

…was found to have serious corrosion…

Waxoyl topcoat; note new copper fuel pipe

…and required intricate fabrication work

Tank was on cusp, but now as good as new

There was, however, play in the diff pinion bearing and, according to Barney, it felt as if the preload had not been set when it was last rebuilt: “If the preload is wrong, it causes backlash to add to the bearing play.” I bought the unit secondhand – an unknown quantity – and it had been okay bar the clonk plus occasional shunt, although it had done a fair mileage since it was fitted, including to Bavaria and back in 2016. The thing needed attention, anyway, because it had “a massive leak” that had covered the (by then immaculate) floors. Barney added: “The differential was supposed to be a quick rebuild with new bearings, but it has become rather more complicated. We need to reshim it correctly for both the pinion and the output shafts because it has

been got at. If we do not get the shimming right, the preload will be affected – causing backlash or whining, as well as accelerated wear to the crownwheel and pinion.” Once they had the replacement shims from Germany, Steve started from scratch and bought some engineer’s blue to confirm proper contact between the crownwheel and pinion gear. “The only trouble with doing that,” he joked, “is that you end up looking like a smurf!” Then – and just as Barney was about to test-drive the car – the radiator split and dumped all of the coolant. Fortunately, he knew a good local bloke who did a neat job of fixing it. Unfortunately the noise persisted, so Steve dismantled the diff again, confirmed that everything was spot-on and has come to the conclusion that the planet and sun wheels must be worn. He’s now seeing if my spare diff is any better. Still, looking on the bright side, at least LPB hasn’t been out in the salt, although part of the reason for having it protected was so that I could keep using it all year round. And predictably, of course, I haven’t found a lock-up for the Citroën while the BMW has been away… THANKS TO ∆ Classic Heroes: 01825 732817;

Correct pre-load but diff is still knackered


Cloud II looks spot-on at Warrener’s magnificent half-timbered home and, right, alongside Ernie’s glorious Bentley 3 Litre and two-tone R-type

Rolls-Royce Silver Cloud II Run by Martin Buckley Owned since August 2016 Total mileage 87,826 Miles since October 2017 report 522 Latest costs c£400

TIME TO ADJUST YOUR RADIO SET I get a bit anal about having period radios in old cars and the modern Pioneer unit in my Cloud II was seriously upsetting my sensibilities every time I got in. So, last August, I bought a Radiomobile long- and medium-wave radio from Flying Spares. At first I was more interested in how it looked than how it sounded, and would have been content with listening to cricket and religion on Radio 4 long wave. But it turned out that the set was out of a slightly earlier positive-earth car. So, after a bit of deliberation, I ended up having it updated to modern specification by Adrian James in Bristol. This means that it looks correct from the outside but now has the latest Aurora FMR 2 gubbins inside, with virtual balance and fade controls (cleverly enabled by the two original main knobs). It is also able to run an iPod that sits discreetly in the cubbyhole to the 178 Classic & Sports Car May 2018

ight of the steering column ttached to an auxiliary lead. It’s AM/FM now, of course, and has the grunt to power all four speakers. The conversion cost £305, but the pain was reduced by the fact that Flying Spares kindly refunded me the price of the radio after I told them that it was the wrong earthing for my car. My father-in-law John Stewart did all of the installation work to his usual high standard, as well as adjusting the boot lock – to make it easier to shut – and reattaching the offside front vent grille that came adrift when the guy at the jet wash got a bit over-enthusiastic. Rattles from the rear suspension were sorted by Mike Conner at Purley Road Garage, who also got my horn working (although it still sounds a bit effete). Cirencester Tyre & Exhaust Centre re-balanced the nearside rear wheel gratis after the weights became detached as reported last October. Most of my Cloud driving involves getting it cleaned and putting in fuel, but occasionally I actually go somewhere in the thing. In November I paid a visit to Ernie Warrener in Bromyard where he lives in rustic splendour with two Bentleys – a 3 Litre tourer and an R-type – plus an AC Ace, but more of the latter another time. It was a fun day and, in return for a bracing, gear-crunching run around the lanes in the 3 Litre, I gave Ernie my standard demo in the Cloud along the Herefordshire back-roads: he doesn’t scare easily. My oldest pal Dave Todd from Manchester comes to see me quite

often these days, which is great. His older brother, Eric, got me into reading motoring magazines when he gave me a bundle of ’70s issues of Car that he was about to throw out. Toddy – and his girlfriend Frauka, who works for Bentley in Crewe – like going out in the Cloud. Dave even pays the car the ultimate respect by not wearing his usual trackie bottoms in its presence. We visited the Vintage Show at Kemble at the end of the summer and when Dave came at New Year

Faux book makes a wonderful history file

‘In return for a bracing run in the 3 Litre, I gave Ernie my usual demo run in the Cloud: he does not scare easily’ we went out on a sort of mystery tour in the Cloud to Severnhampton – about 15 minutes from my shed – to see Ian Fleming’s grave. Since then the Royce has behaved itself and the only real issue is the wrangle over the original numberplate, 54 AGF, which I hope will be settled by the time you read this. Candida and Matthew Molyneux of the Original Book Works supplied me with a lovely £45 document box file for my Cloud’s history, which, with its faux book spine, looks great on the shelf sporting the car’s chassis and registration numbers. You can have your marque badge on there as well, although I forgot to ask! The only other thing that has fleetingly crossed my mind is the possibility of freeing up some money by replacing the Cloud with a cheaper Rolls-Royce – ideally a

Original controls work modern internals

really sorted ‘deep dash’ Silver Shadow in a good colour, which is marginally more usable. But all such thoughts are quickly cast aside whenever I look at this car, never mind when I drive it. THANKS TO ∆ Flying Spares: 01455 292949 ∆ Mike Conner, Purley Road Garage: 01285 652365 ∆ Cirencester Tyre & Exhaust Centre: 01285 640540 ∆ Adrian James: 01761 413933 ∆ The Original Book Works: 01285 641664

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Bates’ partner Tracy stands proudly beside the Frogeye at Goodwood in 2015; collecting the new toy; joining the GRRC lineup overlooking Lavant at the 2016 Revival Meeting

Sprite Name Justin Bates Age 49 Occupation Delivery driver From Dordon, Warwickshire First classic This one Dream classic Austin-Healey 100/6 or 3000 Daily driver Jaguar X-type estate and Vauxhall Astra SRi Best trip Goodwood Revival

JUMPING FEET FIRST IN A FROG I was 46 when I took the plunge into classic car ownership. Like most readers, I have suffered from a lifelong appreciation of and love for classic, vintage and veteran cars, but I didn’t have the means, space or knowledge to be the owner of my own classic until my circumstances changed three years ago. I found myself in a position to start looking at the classifieds to see what was available for my limited budget, spurred on by my partner Tracy. We looked at so many ads, only to be disappointed when we got down to the price because we couldn’t afford it. Then we saw an advert from Robin Lawton for a ‘Frogeye’ Sprite. We both took the afternoon off work and made our way down to Hampshire.

As soon as we saw her, we knew that was it: we did the deal, then had to find a trailer! Fast-forward one month and she was back home in an insulated garage with a froststat heater (that’s the car, not my partner!). We found out that there was no road tax to pay, and we got comprehensive insurance with no mileage limit and UK/European breakdown cover for just £114. That was not what we expected. “Be careful, classic ownership isn’t cheap,” is what I would hear time and time again. Well so far – touch wood – that is not my experience. Now that we had our classic car, we needed to give her a name. It seemed only fitting to call her ‘Doris’ after my grandmother; it suits her well and all of our friends now ask: “How is Doris doing?” I then began to get curious about her history; I knew a little from hearsay, but wanted to know more. As the registered keeper, you can ask the DVLA for a list of all the previous owners for the small sum of £5. Five first class stamps later, I have had replies from four of them – and one still had the factory hardtop! It is now my project to restore

Sorry interior in 2001, before restoration

Prior to rebuild, the Sprite wore a towbar

it ready for the Goodwood Revival in September. Another offered a full hide that matches the seats for free if I would collect it and bring the car along for them to see. They were lovely, and gave me other spares and historic photos showing it with, of all things, a towbar.

joined the local branch of the Midget and Sprite Club (MASC) on Lawton’s advice. It produces a cracking magazine, Mascot, which has been kind enough to mention the adventures of Doris once or twice. The club is brilliant and our local region meets once a month at a convenient pub. I always take a pad and pen along for ideas, tips and useful numbers. Among other things, we take a trip through the Birmingham tunnels every year, which makes us smile. In 2018, I plan to do the A686 from Cumbria to Northumberland – apparently one of the world’s top 10 drives! I hope any budding enthusiasts out there take encouragement from my experience and go out to find their own Doris. As long as I’m able to get in an out – and go ‘potholing’ into the boot – then she stays; Doris has found her forever home.

‘I plan to do the A686 from Cumbria to Northumberland – apparently it’s one of the world’s top 10 drives!’

I found out that when first registered she had the personal plate ‘GET 1’. She was owned for 30 years by a father then passed to his son for a further 10. He used her for his honeymoon in 1967 and spent a lot of time pulling a trailer in the Alps. There is still a Foppolo sticker on the hardtop rear screen and the twin SU carburettors had GG high-altitude needles in. Well worth a fiver to the DVLA and a few stamps. I now get things such as a Moto-Lita wheel or Sprite books for Christmas. We Finishing touch: Mota-Lita wheel was a Christmas present

WIN! A BESPOKE GUY ALLEN PRINT Send hi-res photos (300dpi) and 700 words to martin.port@ or to the p10 address. For Guy Allen gen see:

May 2018 Classic & Sports Car 181

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ADD GLEAM WITH EASE SLIM’S MACHINE POLISHER £84 03332 229944; An entry-level machine polisher is a great way to take a step into the world of detailing. Slim’s 600W dual-action version is said to offer high performance at an affordable price, allowing the safe removal of hazing, scratches and swirl marks when used with polish, plus quick application of sealants and waxes. Six speeds are available between 1500 and 6800rpm, while the unit weighs in at just 2.26kg. The 6m power cable should be long enough to get around the entire car, and the machine comes in a canvas carry case and is backed by a one-year warranty. MERC190SLCARBKIT £41.8401932787100; Webcon has introduced a comprehensive overhaul kit for Mercedes 190SL owners who have resisted the temptation to uprate their cars to Weber DCOE carbs and have instead stuck with the factory Solex 44PHHs. The set contains all the gaskets, seals, diaphragms and washers needed to fully rebuild the carburettor, including the needle valve.

HONDAEU22IGENERATOR £ Honda was a pioneer of inverter technology in power generators, and its latest portable model, the EU22I, puts that knowledge to good use. With a peak power output of 2200W, it’s capable of being used anywhere from your workshop to your paddock motorhome, safely powering everything from hairdryers to floodlights. Its inverter smoothes the electricity supply, making it safe to use with sensitive equipment such as laptop computers. The quiet four-stroke engine features automatic decompression, which means less force is required to start it, while an ‘Eco-throttle’ automatically adjusts the engine speed to match the load. For peace of mind, an automated ‘Oil alert’ shuts down the unit to prevent damage should it fall below desired levels.

MORRIS MINOR PIRELLI CINTURATOS £106.80 01302 711 123; Finding modern equivalents to longobsolete tyres is a familiar headache, but Morris Minor enthusiasts now have a period-correct option thanks to Pirelli, which has restarted production of a 145 R14 Cinturato CA67. The tyres are the perfect size to maintain the correct gearing, while also keeping steering light and responsive, and feature an attractive tread pattern. Distributor Longstone Tyres has mated the new rubber to a set of Morris Minor rims, allowing potential customers to try before they buy at the firm’s Bawtry workshop. The tyre is also said to be a perfect match for early Lancia Fulvias, and the price quoted includes delivery.

HEALEYGEARBOXPARTS FROM£59401543472244; Big Healey specialist Denis Welch Motorsport has invested in the design and manufacture of nearly every part for the centre-change ’box, as fitted to the BJ7 and BJ8, with originals now costly and hard to find. Components currently on offer include casings (£1140), bellhousings (£714), plus bare (£594) and assembled (£714) lids.

360º INSPECTION LAMP £39.54 01284 757500; When working on your classic, it helps to be able to see what you’re doing. This limited-edition 360º lamp has been launched to mark Sealey’s 40th anniversary and uses a swivel/tilt system to enable the light to be pointed in any direction. A rubberised magnetic base allows it to be fixed to any flat surface, while a rotating hook means it can be also be hung up. Eight bright LEDs offer 300 lumens of output and a 120º spread of light, in addition to a 1W LED directional torch. The 2.2Ahr lithium-ion battery also powers a micro-USB port for charging devices. MINIREARHUB £34.4301282778731; Mini Sport has started production of stronger rear hubs suitable for all iterations of the Issigonis marvel. The parts are manufactured from a billet of EN8 steel at the firm’s Lancashire engineering facility, and chemically blackened to increase rust resistance. The hubs are a direct replacement for the original cast components and can be supplied with standard studs for pre-’84 Mini brake drums, or longer 56mm studs suitable for later cars. CLASSICOILS FROM£ Fuchs Lubricants has relaunched its line-up of oils for older cars. The Classic range of 12 formulas includes non-detergent SAE 30, low-detergent SAE 30, 40 and 50, and low-detergent 20w50. Classic Performance is available in 15w50 and 10w40, while mild EP and non-EP gear oils are offered in SAE 90 and 140 forms. There’s also a 20w50 Classic Racelube. All come in smart blue 5-litre tins. May 2018 Classic & Sports Car 183





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Mullard TIG-welding his Austin Seven V8, which comprises the crankcases from a British Seven and an American Bantam and will run a supercharger!

METALGURUTACKLES ANY TASK Olliminium Address Articulated Trailer Shed no 133, Bicester Heritage, Oxon OX26 5HA Staff One Specialism Fabrication and welding in aluminium and steel Labour rate £45 per hour Tel 07725 149102 Website

Ollie Mullard has been at Bicester only since last October, but he already feels as if he’s part of the fabric: “It’s a great advantage being surrounded by all of these other specialists because business breeds business.” During our visit, there is a steady stream of jobs through the door – everything from a broken casting for one of the old hangars to a damaged aluminium boot floor and a cast bearing-carrier. Mullard inspires your confidence with an ebullient manner that belies his youth. His mantra is “new processes for old things” and he can fix or produce pretty much anything as long as it’s made of metal. Despite being only 35, he has

been a self-employed specialist fabricator for five years – having honed his skills at Aston Martin Racing and Prodrive. “Engineering is in my family because Dad always worked for British Airways,” Mullard explains, “starting out on the aircraft before ending his career in charge of that department!” There are examples of his beautiful craftsmanship all around the former trailer shed. In one corner is a Peugeot board-racing motorcycle with a nine-cylinder radial engine, for which he is fabricating a copper fishtail exhaust, and a pre-war Salmson that has seen better days. “That’s my own project – a hillclimb special – and the chassis had been in a Welsh barn for years,” says Mullard. “It’s suffering from serious rust that’s going to take some extensive repair and the rest is made up of Model T and Amilcar, plus a body I bought in a French autojumble.” He prides himself on being able to save as much of a piece of work as possible: “I have built bespoke aluminium fuel tanks that sit inside the original so that it looks the same but no longer leaks.” Mullard fixes or rebuilds plenty of aluminium

radiators, too: “I make quite a few copper header tanks nowadays that are brazed instead of welded.” There’s an aluminium dash that he’s crafted to fit a group of instruments to the owner’s requirements, and a remarkable V8: “I believe that this is the only single-crank Austin Seven V8 using genuine parts. It’s made up of two crankcases TIGwelded together, one from a Seven and the other from a Bantam. It should be quite something when it’s finished and running a blower.” Mullard also works in stainless steel, fashioning many exhaust systems and manifolds: “Most of the machinery is older than I am; I’ve collected it from dispersal sales and auctions, and mended broken machines that have been chucked out. Hopefully they will outlast me now they’re back in regular use.” “I love the variety of projects,” he says. “I repaired the bulkhead of Sir Malcolm Campbell’s Bluebird K3 Water Speed Record hydroplane, and I’ve remade a rad for a WW2 troop carrier, although I also enjoy doing batches of obsolete parts for car clubs or prototyping for OEM suppliers.” James Mann

Components for a stainless-steel exhaust

Intricate repair of an aluminium radiator

Visit this specialist and more at The Classic & Sports Car Show, Bicester Heritage on 23-24 June See p34 for more details May 2018 Classic & Sports Car 185


GOODING RACESTO AMELIA LEAD $1.6m paid for Gooding’s Porsche 962C

Record-breaking 964 ‘Leichtbau’, $1.76m

Magnificent ’67 Ford MkIV sold for just shy of $2m at Gooding & Co’s Amelia Island extravaganza – ideal for this year’s Le Mans Classic?

Top spot at Amelia Island this year went to Gooding & Co, which realised a total of $35,937,250 during its 9 March sale – helped by some 14 vehicles going for in excess of $1m. Of those, the highest price was paid for a ’66 Ferrari 275GTB at just over $2.5m, making it the most valuable car to change hands during the Florida concours. The Ferrari – one of 80 alloy-bodied ‘long-nose’ 275GTBs produced – had been in storage since 1991 and had shared garage space with a 1967 Shelby Cobra 427. The latter attained a strong $1,045,000.

Ferrari 212 set a new auction best, $1.6m

Also boasting Ford V8 power was a 1967 GT40 MkIV. The last of 12 built, the racer had spent the past 24 years in the same hands and came with an additional chassis assembled from period spares. The

Ford achieved $1,925,000. Another competition icon was a late-model Porsche 962C that had started on the front row at the 1990 Le Mans 24 Hours; it raised $1,595,000. Porsches were much in evidence, and included a superb 964 turbo S ‘Leichtbau’ that set a new auction record for the model at $1.76m, while a 993 GT2 was $1,485,000 and a ’57 356A Speedster made $572k. A two-owner car – the first for 54 years – the Aquamarine Blue 356 had been beautifully restored. Rather more down-at-heel was a 1953 356 1500 Super. Having spent

Barn-find alloy ’66 Ferrari 275 was $2.5m

62 years in the same family, the car was fitted with a VW engine but came with a period-correct Porsche unit and looked a fantastic candidate for an ‘oily-rag’ rebuild. At $88k it was a whisker short of its upper estimate. A 1957 356A 1500 GS Carrera that had been hidden from public view since 1972 also delivered a strong $506,000. Among the other highlights was a 1952 Ferrari 212 Europa that set a new auction benchmark at $1.6m, as did a ’55 Mercedes-Benz 300Sb coupé ($473,000) and a 1953 Fiat 1100 coupé ($418,000).

Stars’ cars at Race Retro Classics with celebrity connections were the talking point of Silverstone Auctions’ 24 February sale, in particular a 1969 Dodge Charger previously owned by film star Bruce Willis as well as Jay Kay of Jamiroquai. At £94,500, the muscle car almost doubled its lower estimate. Also boasting links to the music industry was a 1997 Aston V8 Vantage V550 that had once belonged to Sir Elton John. It sold for £219,375, one of the highest prices of the day. Rather more discreet was a brace of supersaloons from the collection of Rowan Atkinson: a 1993 Mercedes 500E and ’89 Lancia Thema 8.32. The Benz caused a stir, eventually selling for £71,300, while its Ferrari-engined counterpart fetched £29,813. Fast Fords also did well, with a Mk2 Escort RS2000 making £50,525 and a ’96 Escort RS Cosworth going for £58,500.

186 Classic & Sports Car May 2018

Left: ex-Elton Aston, £219,375. Above: ex-Jay Kay and Bruce Willis Charger, £94,500

Coming soon to auction

8 Artcurial Rond-Point des Champs Élysées, Paris, France 0033 42 99 2056;

Rarities across the Atlantic


Auctioneer Brightwells will be holding a sale at The Classic & Sports Car Show in association with Flywheel on 23-24 June. If you’d like to consign your car at what promises to be a busy event, held at Bicester Heritage in Oxfordshire, call 01869 229222 or e-mail


A Jaguar XK120 looked particularly well bought at Historics’ Ascot sale on 3 March. The ’52 fixed-head coupé had been restored and uprated during the ’80s, and looked very fetching in light metallic gold. In spite of an estimate of £85-105k, it changed hands for a bargain £58,240.


One of the stars of Barons’ sale on 27 February was an Escort XR3 that is thought to have been used for the model’s 1980 press launch. Showing just 1000 miles since rebuild, the Ford was beautifully presented in Sunburst Red with a number of best-in-show awards to its name. It made £16,830.

Auction diary APRIL

Typical: you wait years for an Inter, then…

An intriguing sight at Bonhams’ Rétromobile sale on 8 February was a 1953 Inter Type 175A – a single-cylinder French microcar, around 30 of which are thought to survive. The two-stroke two-seater made €49,450 in Paris. Remarkably, another example surfaced at RM Sotheby’s Florida sale on 9 March. The concours ex-Bruce Weiner car went for $84,000.


11 Brightwells Bicester Heritage, Oxfordshire 01869 229222;

Pope Francis’ autograph should add appeal for the charity sale of his Lamborghini

PAPAL SUPERCAR AND FERRARI RARITIES HEAD TO MONACO It may sound like an April fool, but among the entries for RM Sotheby’s Monaco auction on 12 May is a Lamborghini Huracán belonging to Pope Francis. Donated by the manufacturer, the supercar has been signed by the pontiff and the proceeds of the sale will go to charity. Other lots include a 1950 Ferrari 195 Inter, one of only about 35 Ferraris bodied by Carrozzeria Ghia. Even rarer than that is the one-off Ferrari Conciso, a rebodied 328GTS that was first shown at the 1993 Frankfurt show and was described by Road & Track in period as ‘a smiling shoe’. BARGAIN JAGUAR JOINED BY LATIN GLAMOUR IN KING’S LYNN If this month’s cover story left you yearning for a Jaguar XK150, ACA has two at its 14 April Norfolk sale: a 1958 roadster that was originally exported to Singapore and has had two owners since returning to the UK in 1971 (£20-30k), plus a rather smarter drophead (£90-110k). There’s also a 1977 Alfetta GTV that was imported from Italy in 2015 (£9-12k), a Maserati Merak that was rebuilt at a cost of £150k (£70-90k), and a Bertone X1/9 that’s covered just 757 miles since new (offered without reserve). A cheap route into roadster ownership? BONNEVILLE ON THE MECUM STARTING GRID AT INDIANAPOLIS Plenty of American classics aren’t for shrinking violets, but if you want to stand out from the crowd then check out this gorgeous 1958 Pontiac Bonneville, which is to be sold by Mecum at Indiana State Fairgrounds from 15-19 May. Too subtle? Then what about a 1970 Plymouth in startling Panther Pink (one of only 95 built) or a 1968 AMC AMX in equally striking Playmate Pink? Lower key, but packing a punch, is a 425bhp Plymouth Hemi Belvedere that looks mean in black on black steels. For more, call 001 262 275 5050 or see Beautiful ’58 Tri-Power 370 Bonneville DORSET SALE TREATS TO INCLUDE AN AFFORDABLE LAGONDA One of the stars of SWVA’s 27 April Poole event is an appealing Lagonda 2 Litre tourer (£36,000-42,500). Believed to have been built on a saloon chassis, the c1930 special is one of four non-runners from the same estate – the others being a pretty 1934 MG PA (£18-21k), a 1937 MG TA (£17-20k) and a dismantled Jaguar E-type S2 roadster. Other entries include a ’61 Porsche 356B cabrio (£94-97k) and a ’53 Bristol 403 (£46-48k), plus a pair of project Daimler V8-250s (no reserve). Lagonda special started life as a saloon

11 Charterhouse Shepton Mallet, Somerset 01935 812277; 12-14 Barrett-Jackson West Palm Beach, Florida, USA 001 480 421 6694; 12-14 Richard Edmonds Allington, nr Chippenham, Wilts 01249 444544; 13-14 Leake Dallas, Texas, USA 001 918 254 7077; 14 ACA Beveridge Way, King’s Lynn, Norfolk 01553 771881; 20-21 Branson Missouri, USA 001 800 335 3063; 21 Barons Sandown Park, Esher, Surrey 023 8066 8413; 21 Worldwide Arlington, Texas, USA 001 260 925 6789; 24 Coys Westminster, London 020 8614 7888; 25 H&H Pavilion Gardens, Buxton, Derbyshire 01925 210035; 27 SWVA Parkstone, Poole, Dorset 01202 745466;


11 Bonhams Villa La Vigie, Monaco 020 7468 5801; 11-12 Lucky Tacoma, WA, USA 001 206 467 6531; 12 Coys Espace Fontevielle, Monaco 020 8614 7888; 12 RM Sotheby’s Grimaldi Forum, Monaco 020 7851 7070; For more events or to add your own, go to May 2018 Classic & Sports Car 187





Alfa Romeo 1750 Berlina racer Alfa Romeo 8C Competizione Alfa Romeo 8C Competizione Alfa Romeo Duetto Alfa Romeo Giulietta Sprint Veloce lhd Alfa Romeo GT Junior Alfa Romeo GTV 2.0 Twin Spark Allard Palm Beach Mk1 Alpine-Renault 1600S rally Alpine-Renault 1600S rally Alpine-Renault A110B lhd rallycross Alpine-Renault A310 1600VF lhd Alta 2-litre lhd Alvis SA 11.9hp Firefly C&E tourer Alvis Speed 20 SD Vanv dhc Alvis TD21 Alvis TD21 Amilcar CGSS Aston Martin DB2/4 Mk1 dhc lhd Aston Martin DB2/4 Mk1 Mull Aston Martin DB9 Aston Martin V8 S2 auto Aston Martin V8 S3 auto Aston Martin V8 Vantage V580 lhd Aston Martin V8 Vantage Volante X-pack lhd Audi quattro Austin 10 Lichfield Austin 1300GT Austin 20/6 Mayfair limousine Austin A30 Austin A35 racer Austin Light 12/6 Ascot 16hp saloon Austin Mini Se7en Super Deluxe Austin Seven AD tourer Austin Seven RP saloon Austin-Healey Sprite MkI racer Austin-Healey Sprite MkIV Autobianchi Bianchina Eden Roc Avions Voisin C11 Lumineuse Avions Voisin C11 Vanv saloon Avions Voisin C14 saloon Bentley 3 Litre Red Label Speed tourer Bentley 41/4-litre Vanv fhc Bentley Arnage Red Label Bentley Arnage T Bentley Azure Bentley Continental dhc Bentley S1 Continental Mull PW Bentley S2 Continental Flying Spur HJM Bentley S2 Continental PW dhc lhd Bentley T2 Bentley Turbo R Bizzarrini 1900GT Europa lhd BMW 3.0 CSA BMW 3.0 CSL BMW 315 Veritas 2.0 RS BMW 328 Aut cabriolet lhd BMW 507 S2 lhd BMW 635CSi auto BMW 635CSi BMW Z8+hdtp BNC 527 Monza St Hubert Bristol 411 S4 Bugatti Chiron Bugatti EB110 SS prototype Bugatti Type 35 GP Bugatti Type 40 Grand Sport Bugatti Type 40 Grand Sport Bugatti Type 57 Galibier saloon Bugatti Type 57 Gr fhc Bugatti Type 57 TT torpédo Bugatti Type 57C Atalante Chenard et Walcker 1500 Y7 Torpille Chenard et Walcker 1500 Y8 Tank Chrysler F58 roadster Citroën 11B roadster lhd Citroën 11BL roadster lhd Citroën 2CV Citroën 2CV Spécial Citroën AZU lhd Citroën B2 Caddy sports lhd Citroën DS21 Décapotable Chap lhd Citroën DS21 Le Dandy Chap lhd Citroën DS23ie lhd Citroën SM lhd Cooper Monaco T57 Mk2 Daimler Conquest Century Mk2 Daimler Empress Mk2 Hpr Datsun 240Z rally Datsun 280Z auto lhd DB FJ 954cc single-seater De Coucy Record aero single-seater De Dion-Bouton AX 15hp Rouss De Tomaso Mangusta lhd De Tomaso Pantera lhd De Tomaso Vallelunga Delage D8-120 Chap cabriolet Delage D8 C Milord Fig cabriolet

1971 2008 2009 1968 1956 1976 1999 1953 1970 1974 1974 1973 1936 1933 1935 1961 1963 1929 1954 1954 2005 1973 1975 1983 1988 1984 1935 1970 1937 1955 1959 1936 1960 1929 1932 1961 1968 1967 1927 1928 1929 1926 1938 2000 2003 1996 1988 1956 1960 1962 1978 1992 1968 1973 1972 1935 1938 1958 1985 1988 2000 1929 1975 2017 1993 1925 1926 1928 1936 1937 1935 1938 c1928 c1930 1926 1939 1937 1986 1986 1957 1922 1967 1965 1974 1972 1960 1957 1953 1972 1977 1961 c1948 1908 1972 1972 1965 1938 1931

Brightwells Artcurial RM Sotheby’s Silverstone Artcurial Brightwells Historics Charterhouse Artcurial RM Sotheby’s RM Sotheby’s RM Sotheby’s Bonhams Brightwells Artcurial Brightwells Historics Artcurial Bonhams Bonhams Historics Historics Brightwells RM Sotheby’s Bonhams Historics Brightwells Brightwells Brightwells Brightwells Silverstone Brightwells Historics Historics Brightwells Historics Brightwells RM Sotheby’s Artcurial Artcurial Artcurial Bonhams Artcurial Barons Historics Historics Historics Historics Historics Bonhams Historics Barons RM Sotheby’s Morris Leslie Silverstone Bonhams Artcurial RM Sotheby’s Brightwells Brightwells Bonhams Artcurial Historics RM Sotheby’s RM Sotheby’s RM Sotheby’s Artcurial Bonhams Artcurial Bonhams Bonhams Artcurial Artcurial Artcurial Brightwells Artcurial Artcurial Brightwells Brightwells Brightwells Artcurial Bonhams Artcurial Artcurial Artcurial Silverstone Brightwells Brightwells Silverstone Brightwells Artcurial Artcurial Bonhams RM Sotheby’s Historics Artcurial Arcurial Bonhams

188 Classic & Sports Car May 2018

f/2.0 engine/refurb (s) supb/lm supb/lm exc/restd vg/mech refurb p/stored/restn (m) vg/lm/g.hist f/p.restd/3.0 V6 engine vg/refurb/g.hist vg/restd/hi vg/restd/hi exc/v.orig/vlm g/restd (o) f/p.restd vg/restd (o)/hi p/restn (s) p/restn (m) g/refurb (o)/no diff exc/restd (o) exc/restd exc/sh exc/restd (o) vg/refurb supb/restd exc/v.orig exc/refurb/g.hist g/engine rebuilt/fo vg/mods exc/restd (o) vg/disc brakes/retrimmed exc/restd/g.hist g/restd (o) exc/restd (o) vg/restd (o)/fo vg/restd (o) exc/1380cc engine p/restn (s) vg/restd exc/restd g/restd (o)/hi exc/restd supb/restd/g.hist vg/restd (o) exc/orig/sh exc/sh/fo supb/lm exc/restd exc/restd (o) vg/refurb (o) exc/restd exc/restd/hi vg/fsh exc/restd/hi vg/restd exc/restd/mods exc/restd exc/restd exc/v.orig/fo vg/lm/oo vg/hm/fo exc/lm/oo f/restn (s) exc/restd supb/lm supb/lm g/refurb (o) g/original parts g/v.orig/g.hist g/restd (o) vg/repainted/orig interior vg/restd (o)/hi exc/restd/hi g/mechanical refurb (o)/fo g/restd (o) g/restd (o)/fo exc/restd (o)/repainted f/orig f/stored/recomm (s) exc/restd vg/restd (o) f/repainted exc/v.orig/fo exc/v.orig/lm vg/restd (o) exc/restd exc/restd/g.hist exc/repainted/lm exc/restd exc/restd/2.8 engine f/restn (s) g/v.orig f/restn (s) f/restd (o) exc/restd exc/restd/fo exc/restd (o) g/restd (o) g/recomm (s)

PRICE £5500 £212,176 £204,700 £29,250 £190,958 £3850 £5830 £9350 £154,860 £122,820 £133,055 £51,175 £307,050 £11,000 £201,567 £9680 £2200 £74,262 £347,990 £151,475 £33,000 £67,200 £60,500 £244,750 £281,463 £22,000 £4620 £6490 £16,500 £6050 £19,690 £6710 £11,550 £17,050 £5500 £17,050 £1870 £14,329 £265,220 £122,001 £177,333 £624,335 £247,776 £17,600 £14,850 £68,750 £66,000 £286,000 £118,250 £186,277 £22,000 £9350 £189,348 £31,164 £106,875 £235,747 £445,570 £1,581,419 £9900 £7700 £189,348 £63,653 £42,900 £2,958,138 £1,025,725 £344,875 £201,567 £470,810 £217,480 £260,993 £634,570 £2,583,848 £67,896 £68,957 £11,880 £111,392 £57,288 £2200 £6380 £6380 £44,557 £179,113 £233,394 £47,740 £100,784 £163,130 £10,450 £37,950 £25,880 £2200 £27,583 £40,313 £163,760 £254,763 £62,700 £259,916 £477,396 £97,233

RM’s six-headlamp Alpine A310 looked fabulous, and fair value beside A110s at £51,175

Cheap Alvis: Historics’ project TD, £2200

Sweet Austin Seven was £17k at Historics

Cute ‘baby Bizzarrini’ was £189k in Paris

Bonhams’ Bugatti Type 40 took £470,810

Delage D8S Chap fhc Delage Diss Surbaissé 11hp lhd Delahaye 135 Chap Coupe des Alpes Delahaye 135 Penn dhc Delahaye 135M Vanv coupé Delahaye 148 Penn cabriolet Facel Vega FV3 lhd Facel Vega HK500 lhd Fairthorpe Electron Climax racer Ferrari 250GTE S3 Ferrari 348tb lhd Ferrari 365GT 2+2 lhd Ferrari 365GT4 BB lhd Ferrari 365GTB/4 Straman Spider Ferrari 456GTA Ferrari 512BB lhd Ferrari 512TR Ferrari Dino 246GT lhd Ferrari Dino 246GTS lhd Ferrari F355 Spider Ferrari F360 Modena Ferrari F40 lhd Ferrari F40 Ferrari FXX lhd Fiat 24/32 rear-entry tonneau Fiat 600D lhd Fiat-Abarth 124 Group 4 rally lhd Fiat-Abarth 124 rally lhd Ford Capri 3.0 racer Ford Escort Mexico Mk1 Ford Escort RS Cosworth Ford Escort RS2000 Mk1 Ford Escort Twin Cam Ford Escort Twin Cam rally Ford Escort XR3 Ford Lotus Cortina racer Ford Mustang 289 fastback Ford Mustang GT 289 K-code convertible Ford Mustang GT350 replica Ford Sierra RS Cosworth Ford Sierra RS500 Cosworth Group A Ford V8-Pilot Ford Zephyr 6 Mk2 convertible

1932 1925 1936 1948 1950 1948 1957 1958 1959 1962 1990 1970 1974 1970 2000 1981 1991 1970 1973 1997 1999 1992 1990 2006 1904 1966 1975 1973 1974 1974 1996 1974 1969 1968 1980 1963 1964 1966 1966 1986 1990 1950 1961

exc/restd (o) f/rebodied exc/restd (o) exc/restd (o) vg/restd (o)/hi g/restd (o)/recomm (s) exc/restd exc/restd/hi supb/restd/1220cc engine supb/restd exc/lm exc/restd exc/mech rebuilt exc/restd/ex coupé supb/lm supb/restd/bodykit exc/g.hist/lm supb/restd exc/p.restd exc/g.hist/lm exc/g.hist exc/sh supb/refurb supb/vlm exc/restd (o)/g.hist vg/repaint/retrim/fo vg/refurb/hi vg/refurb p/restn (s) supb/restd/mods exc/g.hist/lm supb/restd/mods exc/restd/mods supb/restd/BDG engine exc/restd/hi exc/refub/g.hist exc/restd exc/v.orig/hi exc/restd (o) exc/v.orig/sh exc/stored/hi g/restd (o) exc/restd (o)

Artcurial Artcurial Artcurial Bonhams Artcurial Bonhams Artcurial Bonhams Silverstone RM Sotheby’s Silverstone Artcurial Artcurial Bonhams Historics Silverstone Silverstone RM Sotheby’s Artcurial Historics Silverstone RM Sotheby’s Artcurial Artcurial Bonhams Brightwells Bonhams Bonhams Silverstone Silverstone Silverstone Silverstone Brightwells Silverstone Barons Silverstone Historics Artcurial Silverstone Silverstone Silverstone Barons Historics

£244,002 £24,400 £334,177 £153,525 £254,611 £131,008 £175,045 £68,604 £22,500 £460,019 £41,625 £212,176 £297,046 £460,575 £46,200 £213,750 £96,188 £274,788 £307,566 £71,500 £45,978 £830,481 £848,704 £2,380,216 £634,570 £6820 £155,008 £59,875 £2930 £24,525 £58,500 £37,125 £25,550 £65,250 £16,830 £52,880 £28,875 £164,436 £36,000 £41,625 £182,250 £13,200 £17,000


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Hispano-Suiza H6B 32 Kel coupé de ville Hispano-Suiza J12 Gurney Nutting saloon Hispano-Suiza K6 Vanv pillarless saloon Horch 853 dhc Inter 175A Iso Grifo GL lhd Jaguar E-type S1 3.8 Jaguar E-type S1 3.8 lhd Jaguar E-type S1 3.8 lhd Jaguar E-type S1 3.8 lhd+hdtp Jaguar E-type S1 4.2 lhd Jaguar E-type S3 2+2 Jaguar Mk2 3.4 Jaguar Mk2 3.4 Jaguar Mk2 3.8 Jaguar XJ6 S2 4.2 man o/d Jaguar XJS 4.0 Celebration Jaguar XJS V12 convertible Jaguar XK120 Jaguar XK120 fhc Jaguar XK140SE dhc lhd Jaguar XK150S 3.4 lhd Jaguar XK150SE 3.8 fhc Jensen FF Mk1 Lamborghini 400GT 2+2 lhd Lamborghini Countach Anniversary lhd Lamborghini Countach LP400 lhd Lamborghini Espada S2 Lamborghini Islero lhd Lamborghini Jalpa Lancia Aurelia B53 Alle fhc Lancia Delta HF Integrale Evo 2 Lancia Fulvia Rallye 1600 HF lhd Lancia Thema 8.32 Land-Rover S1 80in Land-Rover S1 88in Land-Rover SIIA 88in Lea-Francis 14hp Sports Lola T210 SL210-07 racer Lotus Elan S3 SE fhc Lotus Elan S4 Lotus Elan S4 SE Lotus Elite 501 Lotus Elite S2 lhd Lotus Esprit Turbo HC Lotus Europa S2 Lotus Super Seven S2 Maserati 3500GT lhd Maserati A6GCS/53 F&M lhd Maserati Ghibli Spyder lhd Maserati MC12 Maserati Mistral lhd Maserati Mistral Spyder lhd Mercedes-Benz 190C Mercedes-Benz 190E 2.5-16 Mercedes-Benz 190E 2.5-16 auto Mercedes-Benz 190E 2.5-16 Evo 2 Mercedes-Benz 190SL lhd Mercedes-Benz 220 lhd Mercedes-Benz 220SE coupé lhd Mercedes-Benz 280SE 3.5 auto coupé Mercedes-Benz 280SE Mercedes-Benz 300S dhc lhd Mercedes-Benz 300S fhc lhd Mercedes-Benz 300SL lhd Mercedes-Benz 300SL Mercedes-Benz 380SEC auto Mercedes-Benz 500SL+hdtp Mercedes-Benz SLR McLaren MG 1100 MG Metro MG Midget MG Midget MG Midget 1500+hdtp MG TD MGA 1500 MGA 1600 Mk2 MGA 1600 Mk2 MGB MGB MGB GT+Webasto MGC GT MGF racer Midget V8-60 single-seater Minerva AK Hpr landau Minerva AL 40hp Imperial D’It dhc Minerva AL 40hp Jac D & Anv fhc Minerva CC 38hp tourer Minerva F/MB limousine Minerva K 40hp Belv limousine Minerva S 26hp open-drive landau Minerva Z 38hp limousine Mini Cooper Mk2+Webasto Mini Moke Mini van Monet et Goyon VM2 352cc cyclecar Morgan Plus 8 racer Morris Mini Cooper ‘S’ 1071

1925 1937 1937 1937 1953 1966 1963 1962 1962 1962 1965 1971 1963 1964 1965 1974 1995 1990 1951 1952 1955 1958 1961 1969 1967 1991 1974 1972 1969 1983 1952 1995 1970 1989 1950 1957 1968 1950 1970 1968 1971 1969 1974 1960 1989 1968 1962 1961 1954 1970 2005 1965 1967 1965 1989 1989 1990 1962 1953 1965 1970 1972 1954 1953 1957 1955 1983 1990 2008 1965 1987 1970 1972 1979 1953 1955 1961 1962 1965 1971 1972 1969 1995 1946 1928 1934 1934 1912 1938 1907 1910 1911 1969 1967 1983 c1925 1970 1964

Bonhams Artcurial Artcurial Artcurial Bonhams Artcurial Barons Bonhams Bonhams Artcurial Bonhams Historics Barons Brightwells Barons Brightwells Historics Silverstone Charterhouse Historics Artcurial Bonhams Brightwells Historics RM Sotheby’s RM Sotheby’s Bonhams Historics Artcurial Silverstone Bonhams RM Sotheby’s RM Sotheby’s Silverstone Brightwells Brightwells Historics Brightwells Silverstone Silverstone Historics Barons Brightwells Artcurial Historics Silverstone Charterhouse Artcurial Artcurial RM Sotheby’s RM Sotheby’s Artcurial RM Sotheby’s Historics Historics Morris Leslie Bonhams Silverstone Brightwells Historics Historics Historics RM Sotheby’s Bonhams Bonhams Artcurial Historics Charterhouse RM Sotheby’s Charterhouse Charterhouse Barons Brightwells Charterhouse Historics Historics Silverstone Historics Historics Brightwells Charterhouse Historics Historics Silverstone Bonhams Bonhams Bonhams Bonhams Bonhams Bonhams Bonhams Bonhams Brightwells Historics Charterhouse Artcurial Silverstone Silverstone

190 Classic & Sports Car May 2018

vg/restd (o) supb/restd/hi exc/restd f/repainted/orig int/hi exc/restd exc/restd p/dismantled/restn (m) exc/restd exc/restd supb/restd exc/restd (o) exc/restd vg/restd (o) vg/restd (o) g/restd (o) f/stored/oo exc/sh exc/refurb exc/restd (o)/g.hist exc/4.2 engine/mods/ex lhd vg/restd (o) supb/restd vg/recomm (s)/fo exc/restd exc/restd (o)/oo exc/gh/lm vg/refurb/Periscopica f/restn (s)/lm/oo exc/restd vg/restd/g.hist vg/restd (o) exc/fsh/lm exc/restd/g.hist exc/g.hist f/orig/restn (s) exc/restd (o) supb/restd exc/restd (o) exc/refurb/gh exc/restd/26R chassis supb/restd/Sprint spec vg/restd (o) vg/restd (o) exc/restd vg/g.hist/fo exc/restd g/stored/recomm vg/v.orig/fo exc/restd/hi exc/restd supb/lm exc/v.orig supb/restd vg/refurb vg/restd g/refurb exc/fo exc/restd p/restn (m) exc/restd exc/restd exc/v.orig/fo supb/restd vg/restd (o) vg/refurb/g.hist supb/restd exc/lm/oo g/refurb supb/lm vg/restd (o)/stored/no docs g/restd (o) vg/reshell/1340cc engine exc/restd vg/lm/g.hist exc/restd (o)/ex police f/refurb (s) exc/restd vg/restd (o) exc/restd vg/restd (o) g/engine rebuilt vg/restd (o) vg/lm/hi supb/fresh build vg/restd (o) exc/restd vg/restd (o) vg/restd (o) g/restd (o)/recomm (s) vg/v.orig/g.hist vg/restd (o) f/orig interior/recomm (s) vg/engine rebuilt exc/restd f/restn (s) f/refurb (o) exc/restd/g.hist exc/restd/fo

PRICE £298,815 £572,875 £254,611 £562,266 £44,011 £265,220 £56,650 £127,938 £127,938 £212,176 £133,055 £49,500 £21,450 £18,700 £20,350 £2860 £14,025 £16,920 £74,800 £58,240 £95,474 £194,465 £55,000 £83,600 £455,013 £294,813 £568,043 £55,000 £164,436 £49,187 £117,703 £143,290 £59,363 £29,813 £17,600 £13,420 £26,400 £34,650 £16,310 £36,000 £44,000 £20,350 £6600 £74,262 £27,500 £15,188 £16,500 £190,958 £2,176,584 £630,231 £1,781,669 £153,828 £655,263 £9350 £15,400 £13,038 £133,055 £96,625 £4180 £28,600 £91,300 £16,500 £575,163 £276,345 £562,925 £1,030,860 £21,450 £19,200 £294,813 £5500 £2200 £12,320 £6600 £6820 £23,650 £20,075 £36,000 £22,000 £15,620 £12,100 £4180 £15,125 £10,120 £12,600 £56,293 £275,345 £349,990 £112,585 £71,645 £536,734 £148,408 £63,457 £8250 £14,300 £6380 £53,050 £57,380 £49,500

Artcurial’s Iso Grifo looked sensational in orange, and took £265k at the Rétromobile sale

RM Sotheby’s super Lambo 400GT, £455k

Elan fhc on 26R chassis, £36k, Silverstone

Fine Mistral Spyder, £655k, RM Sotheby’s

4x4 ex-Gendarmerie R4, £31k at Bonhams

Morris Mini Cooper ‘S’ 1275 rally Morris Minor Osca 2000S racer Panhard et Levassor X14 20 Vanv torpédo Peugeot 205 GTI 1.9 Peugeot 205 GTI 1.9 Peugeot 205 GTI 1.9 Peugeot 205 T16 Porsche 356 1600SC cabriolet Porsche 356 Pre-A 1300 lhd Porsche 356A 1600 Speedster lhd Porsche 356A 1600 Speedster Porsche 904 Carrera GTS Porsche 911 2.0 lhd Porsche 911 Carrera 2.7 RS Porsche 911S 2.0 lhd Porsche 911S 2.0 lhd Porsche 911S 2.4 Porsche 911S 2.4 targa lhd Porsche 912 lhd Porsche 930 Speedster Porsche 944 turbo Porsche 964 RS Lightweight Porsche 993 Carrera 2 cabriolet Porsche 993 turbo cabriolet lhd Porsche 996 Carrera 4 Range Rover Range Rover Range Rover CSK Reliant Scimitar GTE SE5A Renault 4 Sinpar 4x4 lhd Renault 5 GTL racer Renault 5 Turbo Group 4 rally Renault A/B 42.9hp M&M Renault BH 50hp JM Roi-des-Belges Renault Clio Williams lhd Riffard Renault Tank Record car lhd Rolls-Royce Silver Shadow Rolls-Royce Silver Shadow Mull PW dhc Rolls-Royce Silver Shadow II Rolls-Royce Silver Shadow II Rolls-Royce Silver Wraith II Rolls-Royce Wraith Vanv faux-cabrio

1966 1968 1954 1912 1988 1991 1992 1985 1964 1951 1956 1957 1964 1965 1973 1967 1968 1971 1973 1965 1989 1991 1992 1997 1995 2001 1979 1993 1991 1972 1986 1981 1980 1910 1909 1993 1956 1969 1968 1977 1977 1978 1939

exc/restd/1293cc engine f/stored/restn (s) exc/restd/hi g/v.orig exc/refurb/fo vg/v.orig/sh g/v.orig/refurb (s) exc/refurb vg/restd (o) exc/restd (o)/repainted supb/restd supb/restd vg/refurb (o)/hi exc/restd vg/restd (o) vg/restd (o) vg/restd (o) exc/restd exc/restd exc/restd exc/orig/vlm supb/restd/g.hist exc/v.orig exc/g.hist exc/lm/fo vg/sh vg/v.orig vg/ex Japan/sh supb/restd f/restn (s) exc/restd/ex Police f/recomm (s) exc/restd/hi vg/recomm (s) exc/restd (o) exc/restd/hi f/restd (o) exc/restd exc/restd exc/lm exc/stored/fo exc/g.hist/lm/fo vg/restd (o)

Silverstone Brightwells RM Sotheby’s Artcurial Silverstone Historics Barons Artcurial Bonhams Artcurial Bonhams Bonhams Artcurial Bonhams Artcurial Bonhams Bonhams Historics Bonhams Silverstone RM Sotheby’s Silverstone Historics Silverstone RM Sotheby’s Brightwells Historics Barons Historics Historics Bonhams Silverstone Artcurial Bonhams Bonhams Artcurial Arcurial Historics Historics Historics Brightwells Historics Artcurial

£46,690 £1870 £705,325 £265,220 £19,688 £10,340 £4620 £137,91 £117,703 £795,660 £301,933 £260,993 £1,667,504 £146,361 £477,396 £127,938 £86,998 £132,550 £128,011 £34,875 £259,769 £28,125 £275,000 £51,975 £605,200 £13,750 £14,300 £13,200 £42,900 £1980 £30,705 £1690 £116,697 £140,222 £79,833 £37,125 £50,922 £13,750 £36,300 £19,800 £10,780 £18,700 £127,306


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AU CT I O N Classic cars & motorcycles SATURDAY | APRIL 21 ST 2018 | 1:30 PM OLDTIMER GALERIE TOFFEN

1971 Porsche 914/6 GT built to FIA-specification, good

V I EW I NG April 14th to 21st 2018 every day from 10.00 am Please use our online-form for your catalog orders (EUR 40.-)

1932 Cadillac 370 V12 Roadster very rare, completely restored

1951 Jaguar XK 120 Autenrieth-Cabrio one off car, restored, very good

1963 Porsche 356 B T6 75 hp, restored some years ago

1973 BMW R 90 S two owners, 3‘800 km, perfect

1954 Austin-Healey 100/4 BN1 longterm ownership, very good

1961 Fiat 1500 O.S.C.A. Cabriolet restored, very good condition

1961 Mercedes 190 SL completely restored, very good

1967 Oldsmobile Toronado 7-Litre V8, 385 hp, very rare and good

1974 Triumph T150 V Trident iconic three-cylinder bike, very good

Guerbestrasse 1 Phone +41-31-8196161 CH-3125 Toffen




Rover 3 Litre Rover Mini Cooper Rover Mini Cooper Roy Rally lhd RUF CTR Clubsport lhd RUF CTR-2 lhd Saab 96 V4 Salmson GS8 roadster Sbarro GTI 7.4 Société Parisienne Victoria Sunbeam Alpine racer Tracta D2 Triumph Miglia 2.5 special Triumph Spitfire LM fastback Triumph Stag auto Triumph TR4 rally Triumph TR4 TVR 450 SEAC Vauxhall Viva HB Super L auto Volvo PV544 rally lhd Volkswagen Beetle Volkswagen Beetle 1300 Volkswagen Beetle Last Edition

1966 1995 1998 c1928 1989 1997 1972 1928 1999 c1900 1964 1931 1971 1964 1973 1962 1964 1991 1967 1960 1954 1966 1978

Brightwells Historics Morris Leslie Artcurial RM Sotheby’s Artcurial Brightwells Bonhams Artcurial Artcurial Silverstone Artcurial Historics Silverstone Historics Historics Brightwells Barons Barons Artcurial Historics Historics Historics

vg/refurb (o)/g.hist exc/1293cc engine/mods g/refurb g/restd (o) exc/refurb exc/v.orig/fsh f/refurb (s)/fo exc/restd (o) exc/orig/hi g/refurb (o) vg/refurb/g.hist f/repaint (o)/fo exc/restd g/restd (o)/1320cc engine exc/restd/g.hist supb/restd/mods exc/restd/ex lhd vg/restd/mods vg/stored/recomm/lm exc/restd/hi exc/refurb/1.3 engine vg/engine rebuilt/fo exc/restd/leather

PRICE £6820 £15,400 £9752 £90,219 £309,831 £509,222 £3410 £101,608 £84,870 £50,422 £21,375 £53,044 £17,050 £16,310 £14,025 £35,000 £23,100 £29,150 £7480 £42,435 £20,350 £7700 £12,880




AC Ace Alfa Romeo 2600 Spider Arnolt-Bristol works roadster Aston Martin 11/2-litre Mk2 Bert tourer Aston Martin DB4 Series IV Aston Martin DB6 auto Aston Martin DB6 Vantage Austin-Healey 100M BN1 Austin-Healey 3000 Mk1 BT7 Bentley S2 Continental PW dhc BMW 2002 turbo Delahaye 135MS fhc Duesenberg Model J Imperial cabriolet Ferrari 212 Europa Gh cabriolet Ferrari 275GTB alloy long nose Ferrari 275GTB long nose Ferrari 330GTC Ferrari Dino 246GTS Ferrari Enzo Ford MkIV Gemini Mk2 FJ single-seater Georges Irat A Pour cabriolet Healey Westland Horch 853 Appel Klassiker replica Isotta-Fraschini 8A S boat-tail cabriolet Jaguar E-type S1 3.8 Jaguar E-type S1 4.2 Jaguar MkIV 31/2-litre dhc Lamborghini 350GT Lamborghini Diablo VT 6.0 SE Lamborghini LM002 Lincoln-Zephyr Continental cabriolet Lotus 47 Group 4 racer Lotus Elan Sprint spec Lotus MkVI Lotus MkIX LM S1 Climax FWA Marmon Sixteen fhc Maserati Sebring II Mercedes-Benz 300Sb coupé Mercedes-Benz 300SL Mercedes-Benz 300SL roadster Mercedes-Benz 300SL roadster Peugeot 205 T16 Pierce-Arrow 51 tourer Porsche 356A 1500 Carrera GS Porsche 356A 1600 Carrera GS Porsche 356A Speedster Porsche 356A Speedster+hdtp Porsche 911 Carrera RS 3.8 Porsche 911 Carrera RSR 3.8 Porsche 934 racer Porsche 959 Komfort Porsche 962C Porsche 964 turbo S Leichtbau Porsche 993 Carrera RS 3.8 Porsche 993 GT2 Renault 5 Turbo 2 Reo Royale 8-35 convertible-coupe Riley Nine Brooklands Rolls-Royce Phantom I Etoile H&D town car Rolls-Royce Phantom II Continental T&M dhc Rolls-Royce Silver Cloud I HJM dhc Shelby Cobra 289 Shelby Cobra 427 Shelby GT350H Sunbeam Tiger Mk1A Triumph TR3 Volkswagen T2 Deluxe 21-window microbus

1956 1963 1954 1934 1962 1967 1967 1955 1961 1960 1975 1947 1930 1952 1966 1966 1968 1973 2003 1967 1959 1927 1948 1936 1930 1961 1966 1948 1965 2001 1991 1940 1967 1966 1954 1956 1931 1965 1955 1956 1957 1958 1984 1919 1957 1959 1957 1957 1993 1993 1976 1987 1990 1993 1996 1996 1983 1932 1930 1938 1933 1959 1964 1966 1966 1966 1957 1964

RM Sotheby’s Bonhams RM Sotheby’s RM Sotheby’s RM Sotheby’s Bonhams RM Sotheby’s Bonhams RM Sotheby’s Gooding & Co Gooding & Co Bonhams RM Sotheby’s Gooding & Co Gooding & Co RM Sotheby’s Bonhams RM Sotheby’s Gooding & Co Gooding & Co Bonhams Bonhams RM Sotheby’s Bonhams RM Sotheby’s Gooding & Co Bonhams RM Sotheby’s Gooding & Co RM Sotheby’s RM Sotheby’s RM Sotheby’s Bonhams Bonhams Bonhams Bonhams RM Sotheby’s Bonhams Gooding & Co RM Sotheby’s RM Sotheby’s Gooding & Co RM Sotheby’s Bonhams Gooding & Co Bonhams Gooding & Co Bonhams RM Sotheby’s RM Sotheby’s Gooding & Co Gooding & Co Gooding & Co Gooding & Co Gooding & Co Gooding & Co Bonhams RM Sotheby’s RM Sotheby’s RM Sotheby’s Bonhams RM Sotheby’s Gooding & Co Gooding & Co Bonhams RM Sotheby’s Gooding & Co RM Sotheby’s

PRICE £261,000 £80,192 £288,720 £176,688 £550,800 £210,461 £280,800 £64,801 £58,464 £154,440 £138,600 £345,707 £716,400 £1,152,000 £1,821,600 £1,587,600 £394,236 £280,800 £1,702,800 £1,386,000 £18,080 £90,722 £157,248 £393,440 £914,400 £230,400 £140,944 £122,976 £451,448 £296,640 £213,480 £47,081 £81,002 £19,440 £21,870 £67,232 £756,000 £179,825 £340,560 £775,800 £787,680 £772,200 £112,896 £202,506 £364,320 £457,085 £411,840 £321,840 £1,191,600 £914,400 £950,400 £792,000 £1,148,400 £1,267,200 £514,800 £1,069,200 £89,102 £201,600 £173,376 £241,200 £347,298 £308,520 £752,400 £1,049,400 £66,422 £42,336 £41,184 £90,720

Unless indicated otherwise, most cars were lhd. Exchange rate used to establish Sterling equivalent was $1 = 75p

Super ’78 ‘Last Edition’ Volkswagen Beetle made just shy of £13k at Historics’ Ascot sale

Bonhams’ gorgeous Ferrari 330, £394,236

RM took £914k for Isotta-Fraschini 8A S

Fab Marmon Sixteen, £756k, RM Sotheby’s

300SL roadster was £788k, RM Sotheby’s

Stunning 356A Carrera, Bonhams, £457k

Gooding’s wild Porsche 934 racer, £950k

SALE RATES AND STATISTICS RM Sotheby’s, Paris, France, 7 Feb: 15% buyer’s premium, 69 sold/83 offered – 83% sale rate, £21.13m sale total; Bonhams, Paris, France, 8 Feb: 15%, 102/135 – 76%, £13.35m; Artcurial, Paris, France, 9-10 Feb: 16%, 142/176 – 81%, £26.15m; Charterhouse, Shepton Mallet, Somerset, 11 Feb: 10%, 30/40 – 75%, £195,173; Mathewsons, Thornton-le-Dale, North Yorks, 10 Feb: 7.5%, 41/120 – 34%, £257,609; Morris Leslie, Errol, Perthshire, 17 Feb: 10%, 74/139 – 53%, £297,945; Silverstone, Race Retro, Warwickshire, 23-24 Feb: 12.5%, 64/98 – 65%, £3.6m; Barons, Esher, Surrey, 27 Feb: 10%, 39/81 – 32%, £427,830; Historics, Ascot, Berkshire, 3 March: 10%, 98/149 – 66%, £3.03m; Brightwells, Leominster Herefordshire, 7 March: 10%, 72/96 – 75%, £673,395; Bonhams, Florida, USA, 8 March: 12%, 88/109 – 85%, £13.19m; Gooding, Florida, USA, 9 March: 12%, 83/87 – 95%, £25.69m; RM Sotheby’s, Florida, USA, 9 March: 12%, 87/101 – 86%, £19.94m

COACHBUILDERS KEY Alle – Allemano; Aut – Autenrieth; Belv – Belvalette; Bert – Bertelli; C&E – Cross & Ellis; Chap – Chapron; D’It – D’Ieteren; F&M – Fiandri & Malagoli; Fr – Frua; Gh – Ghia; Gr – Graber; Fig – Figoni; H&D – Hibbard & Darrin; H Gaut – Henri Gauthier; HJM – HJ Mulliner; Hpr - Hooper; Jac Dens & Anvers; Kel – Kellner; M&M – Moore & Munger; Mull – Mulliner; P Ost – Paul Ostruk; Penn – Pennock; Pour – Pourtout; PW – Park Ward; Reut – Reutter; Rouss – Roussille Saoutchik; T&M – Thrupp & Maberly; Trg – Touring; Vanv – Vanvooren; VdP – Vanden Plas; Vig – Vignale; Zag – Zagato

CONDITION GUIDE KEY f – fair; g – good; vg – very good; exc – excellent; supb – superb; conc – concours; sh – service history; fsh – full service history; g.hist – good history file; hi – historically interesting; orig – original; v.orig – very original; n.orig – not original; lm – low mileage; vlm – very low mileage; del miles – delivery miles; oo – one owner; fo – few owners; p – poor; recomm – requires recommissioning; refurb – refurbished; restd – restored; p.restd – partially restored; compl – complete; inc – incomplete; to – taxes owing; not reg – not UK registered; (o) – older; (s) – straightforward; (m) – major



“We want to take a new approach to the classic car market, where customer enjoyment is top priority”

E-Type UK expansion brings all of the firm’s restoration activities under one roof at the specialist’s Hadlow base

Demand for Jaguar’s iconic E-type shows no sign of abating, and Kentbased model specialist E-Type UK – whose activities include sales, restoration, upgrades and servicing – has responded by opening a new, state-of-the-art bodyshop at its base near Hadlow. As a result, all of the firm’s operations are now handled in-house. Among the personnel overseeing bodywork is technician Steve Williams, who has 28 years’ experience under his belt – half of that time spent working on classic Ferraris – and has been involved in several concourswinning restorations.

Revamped bodyshop includes paint booth

Mint S1 roadster is on offer for £147,000

To accommodate the bodyshop, the firm’s existing showroom has been transferred to a more spacious building on the same rural site, and plans are already under way for that to be further developed later this

year. “This next phase of expansion will provide additional space to display a greater number of cars,” said managing director Marcus Holland. “We don’t want to reveal too many details just yet, but we

Morgan icon reaches 50 To mark a half-century of the iconic Plus 8 – more than 6000 of which have left the Pickersleigh Road factory – Morgan revealed a 50th-anniversary edition at the Geneva Salon on 6 March. The Malvern marque will build 50 examples of the £107,500 special, which is based on the aluminium Aero chassis and will be the final Morgan to use the naturally aspirated BMW V8. With 367bhp, it’s capable of 0-62mph in 4.5 secs and 155mph flat-out. Available with automatic or manual transmission, the car can be specified in blue with an open cockpit and aeroscreens or green with a softtop, and features numerous styling cues from the first production car, ‘MMC 11’. There are also specially commissioned five-stud alloys that echo those used on early Plus 8s. See

194 Classic & Sports Car May 2018

aim to enhance the customer experience with some unique touches – we want to take a new approach to the classic car market, where customer satisfaction and enjoyment are the top priority.” Cars currently on offer range from a £70k 1968 Series 1½ 2+2 (see p219) to a pair of 1966 S1 roadsters – one in Primrose Yellow and the other in red. The former received a nut-and-bolt restoration in 2013 and is available for £170,000, while the latter has had a bare-metal respray and is priced at £147,500. For more information, visit

Racy new Plus 8 comes in BRG with a hood or, below left, in ‘Speedster’ spec with aeroscreens

‘Compact’ is not an adjective that you’d usually apply to an Aston Martin V8, but in the case of this Volante it’s a fitting description. Measuring 8ft 6in long, the car is a 4:7-scale reproduction and, according to company chairman Victor Gauntlett in 1989: “As near to an exact replica as possible.” Featuring a Briggs & Stratton engine plus five-speed gearbox, the Junior is good for 40mph, and, with its coil-sprung suspension and rack-and-pinion steering, it ought to have decent road manners, too. The cockpit is trimmed in Connolly hide and Wilton carpet. Formerly owned by RS Williams, in recent years it has belonged to a Belgian collector and is now being offered by Byron International. At £25,000 it’s not cheap, but it’s a genuine Aston and a lot less than a full i d !

Terrifyingly quick Gumpert can cover 0-62mph in 3 secs


An Aston for beginners

LOW-MILEAGE MASERATI Fancy a drop-top Maser but can’t stretch to a 3500 (p104)? Gallery Aaldering has a brace of Biturbos, including a 1986 model that’s done just 11,291km – yours for €30k:


Unique German supercar Gumpert might not have quite the same ring to it as Lamborghini or Ferrari, but there’s nothing wrong with the German marque’s pedigree. The brainchild of Roland Gumpert – the engineer in charge of Audi Motorsport during the quattro years – the Apollo was a race-inspired, no-frills supercar. P d by a dry-sump, twin-litre V8, it was capable of h in 3 secs, and famously lap time of 1 min 17.1 secs on Top Gear in 2008 – beating the Bugatti Veyron and Pagani Zonda. The very car that set at benchmark has recently recommissioned after

several years in storage (following an off at the Goodwood Festival of Speed), and is now being offered for sale by Mark Donaldson, who believes it to be the only roadregistered example in the UK. It can be yours for £235,000; see

The Midland Automobile Club has entered into a deal with Warwickshire-based Classic Car Auctions. MAC members will benefit from special terms when selling through the sale house:


Apollo is thought to be the only one in UK

Classic Chrome’s latest venture with ECC in Wales is the Fiat 500F ‘Electric’. “You’ll be amazed at the performance and how well these little cars drive,” said boss Garry Shortt. Prices start at £25,000: go to

Buckley’s market matters FORD WAGON DUO ROLLS INTO BICESTER HERITAGE I still miss my old Abbott-bodied MkIV Ford Zodiac estate, and I saw that two were coming up at the Brightwells sale of no-reserve affordable classics at Bicester on 21 March. Both of them were white (they almost always are for some reason) and in need of work, but not awful so I was tempted to have a quiet look at them. Mine – one of the two in the auction! – was a wonderfully wayward barge that went sideways on demand and even threw a tread off one of its ancient tyres on the M5. A terrible but curiously wonderful car. INFLATION LEAVES OUR MAN WITH A FEW REGRETS I spotted a quite smart-looking 1960s Maserati Quattroporte on the McGrath Maserati website recently. At £49,500 it didn’t look bad value in the grand scheme of things, given what people give for Mk1 Ford Escorts and the like these days. Rare as they are, a casual search dug up 10 similar Quattroportes across Europe and North America – half of them unfinished projects, which is perhaps a telling comment on how much they cost to finish versus the maximum potential value of what is, in the end, a fourdoor saloon. McGrath supremo Andy Heywood reminded me that, 20 years ago, I gave him £2000 for what was probably a slightly better right-handdrive 1968 Quattroporte. Thanks for Quattroportes have certainly gone up reminding me of that, Andy!

Testers demonstrate the kind of antics that led Buckley to throw a tread on his Zodiac

ALWAYS CHECK WITH THE BILL-PAYER BEFORE YOU MAKE A CALL Here’s a horror story for you. A guy brings an average old Mercedes 220SE W111 coupé to the UK from America, and gets quoted £12,000 by a Merc specialist to get it on the road. He hands over £11,000 with the balance due when it’s finished. The owner gets a shock when, on completion, he is casually handed an invoice for £36k-worth of work, none of which was sanctioned or budgeted for. Within the invoice there’s an entry for almost £2k for ‘removal and refitting the front and rear seats’ – all of an hour’s work (being generous) and 12 bolts. Needless to say, the above is currently very much in dispute…

May 2018 Classic & Sports Car 195


TRIUMPH 1300, 1500 & TOLEDO Canley’s modern small car for the 1960s is a forgotten classic, as Malcolm McKay explains 10


10 9


riumph’s 1300 was a brave venture. It lacked the character and DiY-friendliness of the Herald, but the company’s first front-wheel-drive model – and first small monocoque – was well engineered, with semitrailing arm rear suspension and a comfortable, quality feel that received rave reviews on test. Front drive was the obvious way to go after the success of the Mini, and the arrival of the BMC 1100 confirmed its packaging advantages. But Triumph, then part of Leyland but not yet joined up with BMC, wasn’t going to follow blindly. Instead, Harry Webster placed the Herald motor in-line – with the gearbox below and partly behind – and the final drive immediately under the sump. It meant a fairly high bonnet, but could use the engine unchanged bar crank and sump. To get good performance in what was a heavyish bodyshell for its class, the 1147 unit was taken out to 1296cc and fitted with an eight-port head, based on that developed for the Le Mans Spitfires. The 1296cc engine would soon be used in the Spitfire, too, and would eventually give the Herald a new lease of life as well, as development costs forced Leyland to take the 1300 upmarket.


196 Classic & Sports Car May 2018

7 8

Four doors and luxury trim, with innovative fold-flush window winders, added to the appeal. Michelotti penned sophisticated (if chunky) mini-2000 styling, and the in-line engine meant no loss of Triumph’s trademark tight turning circle, with double-wishbone front suspension. The model’s sporting stardom came with a clever 4x4 adaptation using 2000 rear suspension and a Weber-carburetted motor. It wiped the board in its first televised outing in rallycross, but shortly after was rolled, and no more were made. A small 4x4 off-road vehicle, the Pony, was also developed using 1300 running gear; it would eventually be built by Autocars in Israel. Sophistication was weighty and expensive, however; in the end Triumph reverted to rearwheel drive and even a live axle. Front drive ceased in 1973 after 214,703 cars had been built, and the rear-wheel-drive small Triumphs were simplified into the Dolomite range in 1976. Prices are modest and there are still nice, lowmileage examples to be found. Rust is the main flaw, plus specific weaknesses such as the 1300’s quill shaft, but those can be overcome. Volumes are too low for much spares remanufacture, but most parts can be found and long-term owners often have stockpiles, accessible via the clubs.

7 6




Pony 4x4 alongside 1300 prototype with bulbous lamps

Twin lights and longer boot on 1500; this a rear-drive TC


5 10

3 2




Rot spots 5 3 2

1 6


The engine should feel smooth, quiet and flexible when driving. Listen for crankshaft knock (more so on 1500) and look for excessive breathing and oil leaks. Confirm that the oil light goes out promptly on start-up and doesn’t flicker at hot idle. New valve seats will be needed after 10-20,000 miles on unleaded petrol, unless driven gently


Front valance (NLA new apart from glassfibre)


Front outer wings


Front inner wings and suspension turrets


Body around suspension and subframe mounts


’Screen surround/scuttle


Sills (including base of A/B posts) and floorpans


Door bottoms


Floor under seat and boot


Inner and outer rear wings


Rear valance, bootlid lip, vent above rear window

All models had comfortable seats plus excellent heating and ventilation; the 1300/1500 front chairs adjust in all directions and, being vinyl, are durable

The transmission should be practically inaudible; test for worn synchros and jumping out of gear. Imprecise change is bushes; baulking may be the quill shaft

1300’s contra-rotating starter is almost unique, and operates on a separate ring gear. Replacements are hard to find, though club contacts can usually help

Walnut door cappings and dash should match; look for damp and delamination. Foldaway window winders were a novel safety feature, unique to the 1300

Rotoflex couplings were only used on 1300s; aftermarket replacements have limited life, but originals are virtually unobtainable now. 1500 used CV joints

Suspension/wheel bearing wear should show up at MoT time; soggy bushes spoil handling and ride, as do weak dampers. Front disc brakes on all but early Toledos May 2018 Classic & Sports Car 197


Michelotti’s classy, wellbalanced lines for the 1300 look like a 2000 in miniature, but with its own distinct character

On the road Triumph’s 1296 powerplant was exceptionally smooth and flexible; its only significant weakness was a tendency for the crank thrust bearings to wear – scarcely noticeable in service but rendering the block potentially unusable at rebuild time. Get someone to depress the clutch while watching the front crank pulley to see if it moves back and forth – any noticeable movement is too much. Stroking the unit to get 1493cc put higher loads on the three main bearings: 1500s have a limited life, but changing bearings at 50,000 miles or less will help to avoid severe crank wear. Low gearing gave lively performance, but the penalty was high fuel thirst if driven hard. Idler gears were used to take drive down to the gearbox; engine, gearbox and diff each had their own oil but the quill shaft transferring drive on 1300s was a weak point. Canley Classics made uprated ones; 1500s are stronger but not interchangeable. If it’s difficult to select the gears, be very wary. The wide track and long wheelbase provide safe handling, with understeer predominant. The 1300TC had 23% more power: it was the quickest of the cars reviewed here, but Motor headlined its test ‘Performance replaces refinement’ and many owners prefer the single-carb version. Turning a long-wheelbase, front-drive car into a rear-drive model meant that the Toledo needed a centre propshaft bearing – driveline vibration probably points to wear in this. The Toledo had its own innovation – polycarbonate bumper underriders – and, despite being a deliberately cheapened model, remained refined, with good handling and remarkable economy. 198 Classic & Sports Car May 2018

The knowledge WHAT TO PAY Show/rebuilt Average Restoration

Nicely appointed Triumph saloon rides and handles well


Neil Harris “I bought this 1300 in 2011,” says Harris: “It’s our fourth. The first was my wife’s grandad’s: it was too rough to rebuild, so we broke it for parts and bought another (a TC), and another. This was a Bournemouth car and had done only 26,000 miles. The first owner traded in a Rover 2000 automatic for it and must have thought it was an auto, because it had bills for many clutches! There was 5mm end play in the crank – I had to change the engine. The body was superb, though. It was never sealed – it’s still in primer underneath – but it’s never had any welding. They were quite forward-looking for the time… and it’s unusual; it’s often the only one when we go to shows. There’s a keen following and we enjoy the club’s social side.”

£7500 £2000 £750

TYPICAL PRICES Full rear wing, Toledo £248 Front subframe, 1500 £211 Brake master cylinder, recon exch ’72-on £135 Rebuilt engine £3000 Clutch kit, 1300 FWD £260 Water pump £32 CLUB ClubTriumph Triumph Dolomite Club www.triumphdolomite. Triumph Sports Six Club BOOKS Triumph Cars,The Complete Story Robson & Langworth, Veloce Triumph 1300 to Dolomite Sprint Kevin Warrington, Amberley Publishing Triumph & Standard Cars, A Pictorial History Warrington, Veloce SPECIALISTS Mick Dolphin 01530 271326 Rimmer Bros 01522 568000 Canley Classics 01676 541360 MEVSpares 01580 753246 James Paddock 01244 399899 ANG Classic Car Parts 07739 792535 TD Fitchett 01952 620434 Quiller Triumph 020 8854 4777




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BUYER’S GUIDE TIMELINE 1965 Oct Front-wheel-drive 1300 launched 1966 Jan 1300 goes on sale 1967 Oct 1300TC added, 75bhp 1969 Brian Culcheth wins first time out in 4x4 1300 in Rallycross Winter Series 1970 1500 FWD replaces 1300: longer boot, twin headlights, beam rear axle, 61bhp; Toledo added: two-door, 1300, live axle, rear-wheel drive 1971 Oct 1500 up to 65bhp 1972 Oct Four-door Toledo introduced (as well as Dolomite 1850) 1973 Oct 1500TC RWD added, inc auto option, competitive pricing, 91mph, cloth seats optional 1975 Mar 2dr Toledo dropped 1976 Mar Toledo and 1500 replaced by Dolomite 1300/1500 (RWD only)

FACTFILE Sold/number built 1965-’76/333,885 Construction steel monocoque Engine all-iron, overhead-valve 1296/1493cc ‘four’, single Stromberg or single/twin SU carburettors Max power 58bhp @ 5300rpm-75bhp @ 6000rpm Max torque 70lb ft @ 3000rpm-84lb ft @ 3000rpm Transmission four-speed manual or three-speed auto (1500TC only), driving front/rear wheels Suspension independent, at front by coils, double wishbones, telescopics rear all: coils, telescopics; 1300 & TC independent semi-trailing arms; others diagonal upper links & trailing lower links – 1500 dead axle & anti-roll bar, Toledo/1500TC live axle Steering rack and pinion, 3 turns lock-lock Brakes front 8 3/4in (222mm) discs, servo on all but 1300 FWD and Toledo to Oct 1972 which had 9in (229mm) front drums; rear 8in (203mm) drums Length 12ft 11in-13ft 6in (3937-4115mm) Width 5ft 13/4in (1568mm) Height 4ft 6in (1372mm) Wheelbase 8ft 1/2 in (2454mm) Weight 1905-2128lb (866-967kg) 0-60mph 19-13.2 secs Top speed 84-93mph Mpg 25-40 Price new £899/940 (1300/1300TC, 1968)

One to buy £8955 Year of manufacture 1973 Recorded mileage 13,358 Vendor CMV Automotive, Lowestoft, Suffolk; tel: 01502 341337 For Nearest thing to a new one Against Repaint not the greatest; price

This really is a timewarp car. Put away in ’79 due to the ill health of its first owner, this Toledo retains the registration document bearing his signature. A dog owner, he left the protective covers over the door cards, and three are still in place. It retains its handbook, Passport to Service, with PDI and the initial stamp, warranty card, and the first three MoTs plus tax discs to ’78. The wheeled sill joints are as per factory, while the doors fit and close perfectly. All that detracts from its originality is the respray, carried out because the paint had deteriorated after decades of storage. It’s shiny, with a hint of orange-peel in places, but it was done with the rear window in, and has a few sink and dust marks. The wheels were refinished, too, shod with five new Pirellis. Other recommissioning work included a new exhaust, battery, fuel pump and starter solenoid, and someone has been through the front suspension because it has new balljoints and locknuts. The rear bumper’s chrome is good, but lightly speckled on the front and the doorhandles are beginning to pickle. Inside, with its perfect headlining and rear-seat vinyl, the only blemish is a small burn on the driver’s seat base.The engine starts easily and takes a while to warm, eventually reading just above the blue temperature segment. It drives very pleasantly, with a light gearchange, firm brakes and taut, new feel: quite uncanny. It’s all the money – but find another like it.

Respray looks nice but isn’t perfect; new P3000s all round

Mint cabin still has polythene covers on three of its doors

Toledo had lots of new parts during its recommissioning

Novel front-drive Triumph is eminently usable, but they’re now hard to find

INSURANCE £81.85, based on a 30-year-old London-based driver with full no-claims bonus and a clean licence on a 1968 Triumph 1300TC as a second car, agreed value £5000, garaged overnight, 5000 limited mileage. Richardson Hosken: 01277 206911.

THE ALTERNATIVES FIAT 124 Lively front-engine (1197/1438cc), reardrive workhorses that rusted in their millions. All-disc brakes, plus later twin-cams. Few left, but good to own and fun to drive if you find a nice one. Sold/no built 1966-’74/c1,543,000 Mpg 25-35 0-60mph 15.9-10.1 secs Top speed 83-102mph Price new £820 (1968) Price now £1500-5000 MG 1100/1300 The sportiest ADO16s sold well in MG form. Brilliant packaging and superb Hydrolastic suspension, though all became expensive when rot set in. Strong following now, with prices rising. Sold/no built 1962-’73/189,958 Mpg 26-36 0-60mph 18.4-14.1 secs Top speed 85-97mph Price new £845 (1968) Price now £3-7000 200 Classic & Sports Car May 2018

Our verdict The small Triumph saloons had an unconventional gestation but led into the successful Dolomite range. Some low-mileage, wellpreserved examples are still around and worth grabbing, because values haven’t yet increased much and they are refined, comfortable and very usable. Values don’t justify restoration so avoid unless you’re an expert at DiY.

FOR • Comfortable and refined • Practical, compact classic • Excellent heating and ventilation • Still fine value for money AGAINST • Undergeared, especially 1300 • Some parts getting hard to find • Lacks quirkiness and DiY maintenance appeal of separate-chassis Triumphs


DEALER SHOWCASE The one-stop shop for all enthusiasts

Five questions for...

CASE HISTORIES Cars for sale we’ve tested this month

JOANNA DAVIES NDR Ltd: 01923 220370; What’s your specialism? Original ‘WO’ Bentleys. I managed a private collection in the ’80s and fell in love with their sheer practicality. Even today they live with modern traffic, and are able to tackle the toughest of terrains with amazing reliability. What’s the one that got away? I had an opportunity to buy the best of the 10 short-chassis 41/2 Litres, as originally owned by Bill Pacey of Pacey-Hassan Special fame. What’s your dream drive? Having grown up in the Jim Clark era and spent many years racing in historic Formula 1 and 2, to race a Lotus 33 at Spa would be a dream come true. How’s business? The vintage Bentley world has been in growth for the past two decades, with new customers arriving from all fields of the classic car market. Can you tell us about you? In ’82, I was the last indentured Apprentice Toolmaker to graduate from Hoover, out of its iconic Art Deco factory.





Tests are carried out by experts and are a fair reflection of the cars on the day they were viewed. They should not be taken as a full inspection, and buyers must satisfy themselves of a car’s condition before purchase. Cars are sold without tax unless stated

PICK OF THE CLASSIFIEDS Great classics you can buy ’63 MORRIS TRAVELLER £13,500

1961 RENAULT FLORIDE £16,950

Specialist restoration completed just 6400 dry miles ago, including a rebuilt 1275cc engine, five-speed ’box, servo brakes, new woodwork and bodywork, plus a respray in Sage Green. Call 07779 159649.

An exceptional example of a pretty and rare French sports car. Recent partial restoration in Italy, prior to import into the UK. Presents and drives very well. UK registered, with hard- and soft-tops. Call 07932 175968.

IN THE WORKSHOP Essential products & services guide NEW FOR MAY


Heritage Restorations has more than 30 years’ experience in supplying new and used Aston Martin parts, accessories and upgrades. It can source and supply rare and obsolete spares, too. Call 01825 732306 or see

Insuring classics since ’65, Heritage Insurance covers everything from VW Beetles to Porsche 911s. It offers European and track-day cover, with 97% customer service satisfaction! Call 0121 248 3721 or see




MILLE MIGLIA ELIGIBLE 1955 AC ACECA. Beautifully restored RHD Bristol engine AC Aceca, Bright Blue ZLWK%ODFNLQWHULRUZRQGHUIXOZHOOGRFXPHQWHGKLVWRU\Ä&#x2020;OHWK Aceca produced by AC Cars Thames Ditton. ÂŁ135,500 Ć?Ć&#x2013;ŃľĆ&#x2018;&! Ň&#x192;$+ $) $&  Opalescent Silver Blue, UK supplied RHD, FIA HTP Papers / 'RFXPHQWHGKLVWRU\Ä&#x2020;OHLQFOXGLQJ-DJXDU+HULWDJH&HUWLÄ&#x2020;FDWH ready to compete in all the major classics. ÂŁ160,000 Ć?Ć&#x2013;ќѾ!! $& !"&"&  !" $&!Ć&#x2013;Ć&#x2019;Ć? Silver / leather interior, 73,500 miles, Porsche service history, wonderful condition. ÂŁ86,995

:HEZZZUHGOLQHSHFRXN7HO(PDLOLQIR#UHGOLQHSHFRXN :(:$1772%8<<28502'(5125&/$66,&&$5%(6735,&(63$,')25&255(&7(;$03/(6

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GHOST MOTOR WORKS LTD Exclusively Rolls Royce and Bentley

1909 Rolls Royce Silver Ghost 40/50HP TOURER Finished in Black and Green. Black hide interior. Last owner for 52 years. Previously owned by Hurburt Scott-Paine of Supermarine. A highly sought example, fresh to the market after over 50 years. ÂŁ1,300,00

1947 Rolls Royce Silver Wraith Sedanca De Ville ÂżQLVKHG LQ 0DURRQ RYHU %ODFN Black hide and Wes of England wool cloth interior. Totally restored. ÂŁ100,000 spent. The best on the market. ÂŁ85,000

1953 Bentley R Type Lightweight Saloon by H J Mulliner with Continental axle Finished in Shell Grey over Tudor grey with Grey hide interior. 131, PLOHV ZLWK ODUJH KLVWRU\ ÂżOH including build sheets and original handbook. A very scarce â&#x20AC;&#x2DC;Lightweightâ&#x20AC;&#x2122; all aluminium Saloon with Continental axle and factory glass sun roof. ÂŁ62,000

1959 Rolls Royce Silver Cloud II ÂżQLVKHG in Sand over sable with Tan hide interior. Covered 66,900 miles from new having had just 1 owner. Full MOT history. Many invoices for works carried out. Recent mechanical overhaul. Stunning original condition. Without doubt one of the very ÂżQHVW6LOYHU&ORXGVRQWKHPDUNHWÂŁ70,000

1961 Bentley S2 Continental Flying Spur by H.J Mulliner Cardinal Red Magnolia piped Red interior. 68,000 miles Known to XV IRU PDQ\ \HDUV ([FHOOHQW KLVWRU\ ÂżOH $ stunning example of the scarce and much sort classic. ÂŁ145,000

1962 Rolls Royce Silver Cloud III Finished in Pine Green with Light tan hide. Covered just 102,000 Miles from new with 1 family owner from new. Father and son. A stunning example in exceptional condition. ÂŁ72,000

1964 Rolls Royce Silver Cloud III Finished in Shell over Tudor Grey with Tan hide interior Covered just 67,000 miles Excellent KLVWRU\ ÂżOH %XLOG VKHHWV DQG RULJLQDO handbook. Just 2 owners from new. Truly outstanding condition. ÂŁ80,000

1965 Bentley S3 ÂżQLVKHG LQ %RUGHDX[ ZLWK Black hide interior 53,000 miles just 4 former keepers. One family and 3 private individuals. A stunning example. Outstanding condition cosmetically and mechanically. ÂŁ50,000

1965 Bentley S3 ÂżQLVKHG LQ 0LGQLJKW %OXH with Grey hide interior. Covered 75,000 miles. Last 30 years in Australia. Recent HQJLQH RYHUKDXO 2QH RI WKH ÂżQHVW IRU VDOH ÂŁ59,000

1979 Bentley T2 Finished in Silver Mink with Blue hide interior. 129,000 miles with full Specialist service history. A very smart T2 with excellent history. ÂŁ14,500

1984 Rolls-Royce Silver Spur /:%ÂżQLVKHG &RUDO ZLWK :KLWH HYHUĂ&#x20AC;H[ URRI &RYHUHG 51,000 miles from new. Magnolia hide piped Red with Red carpets and over rugs. A very attractive Long Wheel Base Silver Spur in excellent condition. ÂŁ14,000

1985 Bentley Eight ÂżQLVKHG LQ *HRUJLDQ Silver with Light Blue hide and Dark Blue piping. 156,000 miles. A very smart useable classic Bentley. Sold fully serviced and with 1 years MOT. ÂŁ8,500

1988 Rolls-Royce Silver Spirit ÂżQLVKHG LQ Windsor Blue with Parchment hide piped Blue. Covered just 16,000 miles from New with 1 former keeper. A new Rolls-Royce Silver Spirit. ÂŁ27,500

1996 (â&#x20AC;&#x2122;97) Bentley Brooklands LWB Light 3UHVVXUH7XUERÂżQLVKHGLQ2FHDQ0LFDZLWK magnolia interior piped blue. 76,000 miles. 4 Former keepers. Full service history Light Pressure Turbo 300 BHP model. Long Wheel base. Picnic tables and electric rear seats. ÂŁ18,000

1997 Bentley Turbo R LWB Peacock Blue, Light tan hide interior 110,000 miles. Known to us for 15 years. Excellent service history. A fantastic late example with many factory options. One of the last 10 built. Many thousands spent Head gaskets replaced. New pistons and liners. ÂŁ15,000

40 Rolls Royce and Bentleyâ&#x20AC;&#x2122;s for sale now LANDWAY FARM, BASTED LANE, CLAYGATE CROSS, KENT, TN15 8PY, ENGLAND TELEPHONE: 01732 886002 CARS WANTED 202 Classic & Sports Car May 2018


1970 Porsche 911S 2.2 RHD Ex Teddy Yip Theodore Racing Macau Winner Well in excess of £100,000 has been spent with marque specialists returning this matching numbers car to pristine original condition. It comes with a huge, detailed history file.

Shelby Cobra 289 A rare and incredibly original street spec 1964 Cobra. First registered to Shelby for use as their “PR” car it was later stored for over 30 years before being sympathetically re-commissioned with its original parts and rare accessories. Total history from new.

May 2018 Classic & Sports Car 203



1964 A. C. Cobra : 3 owners from new. SCCA race history. )XOO\UHVWRUHGWRUDFHVSHFLÀFDWLRQV P.O.R.

1967 Sunbeam Tiger Mark 1-A: Gorgeous, fully restored as new. White with Red interior and Black top. Documented. P.O.R.

1967 Chevrolet Corvette Coupe: 9HULÀHG+3 Tuxedo Black with standard Black interior. Pampered, original car. P.O.R.

&KHYUROHW&RUYHWWH6SRUWVPDQ Red with gorgeous Red interior. Matching numbers throughout. Fully restored to exact standards. P.O.R.

For more information: Tel: +1-707-747-1289, California, USA • E-mail:

204 Classic & Sports Car May 2018



1991 DAIMLER DOUBLE SIX 2008 JAGUAR XK 4.2 Full Jaguar One of the very last - 34,000 miles history, 37,000 miles Two owners UK spec..............................ÂŁ16,995 ............................................ÂŁ18,995

AC COBRA MkIV Year of manufacture 1987 Recorded mileage 49,364 Asking price ÂŁ130,000 Vendor DM Historics, near Tonbridge, Kent; tel: 01732 440494; WHEN IT WAS NEW Price ÂŁ50,000 Max power 225bhp Max torque 300lb ft 0-60mph 5.5 secs Top speed 134mph Mpg 21

2007 MERCEDES BENZ CL63 1990 ROLLS ROYCE SILVER AMG High spec. ESR - 42,000 SPIRIT 2 RR superb history, just miles, FMBSH ...................ÂŁ24,750 33,000 miles.......................ÂŁ19,995

1996 JAGUAR XJS 4.0 Best 2005 JAGUAR XJ V6 SE LHD Celebration model, 69,000 miles (ex- France- UK regd.) - 112,000 with FJSH...........................ÂŁ15,750 km, FSH .............................ÂŁ11,995

1974 ROVER 3.5 V8 Show car 2000 JAGUAR XJ 4.0 Executive with desired PAS and Leather Two owners, 24,000 miles with options................................ÂŁ11,995 FJSH...................................ÂŁ11,500 1996 Jaguar XJS 4.0 Celebration Ice Blue with Dove Grey Hide. 55,000 miles with FSH ............................... ................................................................................................................................................................. ÂŁ16,995 2000 Jaguar XJ8 3.2 Demonstrator plus one owner, 36,000 miles. Sapphire Blue with cream Hide ................. ................................................................................................................................................................... ÂŁ8,995 2003 Jaguar XJ V8 3.5 SE Three owners, 74,000 miles with FSH. Ice Blue with Tan Hide ............................. ................................................................................................................................................................... ÂŁ7,500 2000 Mercedes Benz E240 Avantgarde. 7ZRRZQHUV)0%6+PLOHV6LOYHUZLWK%ODFNĂ&#x20AC;HFNWULP... ................................................................................................................................................................... ÂŁ5,750

Cars required for purchase

Tel: (07836) 237047

This Autokraft-built Cobra is an old friend â&#x20AC;&#x201C; it was once historic racer Sam Smartâ&#x20AC;&#x2122;s, registered SAM 87, and competed all over Europe. It retains the high-spec 351 motor originally rated at 440bhp, and which has a box file of specs and dimensions all to itself, but has been toned down a little with a 650cfm Holley replacing the racing carb, plus extra silencing. Now having had five owners, itâ&#x20AC;&#x2122;s only covered about 1000 miles in the past six years. The body is straight, the paint good bar one tiny chip in the boot shut and a small crack at the back of the driverâ&#x20AC;&#x2122;s door opening. The wheels are unscuffed with a few minor blemishes, the spinners still lockwired and the undated Goodyear Eagles are less than half worn. The wing protectors are slightly polished through and the weather gear looks practically unused. The seats display a nice patina and, as well as the rollbar, it retains ignition cutoffs, Lifeline plumbed extinguisher â&#x20AC;&#x201C; though we couldnâ&#x20AC;&#x2122;t see any nozzles â&#x20AC;&#x201C; two dash-mounted stopwatches and it now has conventional seatbelts. Itâ&#x20AC;&#x2122;s also grown a choke control, which makes starting it a bit less fraught. The engine is clean and tidy, still with various catch tanks, and has no leaks. Coolant is visible in the header tanks, the oil cleanish and near â&#x20AC;&#x2DC;Maxâ&#x20AC;&#x2122;. It remains pretty loud, because thereâ&#x20AC;&#x2122;s a limit to how much exhaust you can physically fit into a Cobra, but it is docile and easy to drive â&#x20AC;&#x201C; until 4500rpm when, thanks to the Crane cam, it suddenly wakes up and life becomes very interesting on the old, wooden tyres, especially in the damp. The chassis has a lovely loose-limbed feel, though, and seems to be on your side, even if grip is limited. The rev counter runs to 7000 and thereâ&#x20AC;&#x2122;s no redline. The clutch has a long travel, so you have to push it right to the floor to disengage properly, but with that programmed in the gearchange works well, while the brakes pull up smooth and straight. Coolant temperature is 75ÂşC with oil pressure 55psi at 3000rpm, and voltmeter steady at 12.5. The Cobra will come with four boxes of history, including all its race results, handbook, spare keys, that big carb and an MoT until August.

SUMMARY EXTERIOR â&#x2C6;&#x2018; Straight; almost unblemished INTERIOR â&#x2C6;&#x2018; Fair; leather nicely settled in MECHANICALS â&#x2C6;&#x2018; Feels super-fit; drives well VALUE ++++++++,, For Really sorted; really fast; evil presence Against Explaining that itâ&#x20AC;&#x2122;s not a replica might get tiresome SHOULD I BUY IT? Itâ&#x20AC;&#x2122;s not massively expensive for a MkIV â&#x20AC;&#x201C; especially with that hugespec motor â&#x20AC;&#x201C; but bring a fresh set of tyres with you. We loved it

May 2018 Classic & Sports Car 205


1970 Ferrari 365 GTB/4 Daytona â&#x20AC;&#x153;Plexiglassâ&#x20AC;? RHD, ÂŁ629,995

1973 Iso Lele Coupe RHD, ÂŁ49,995

1988 Ferrari 412 Auto RHD, ÂŁ39,995

1973 Ferrari 246 GTS Dino RHD, ÂŁ374,995

1972 Ferrari 365 GTC/4 Coupe LHD, ÂŁ299,995

2009 Rolls-Royce Phantom Coupe RHD, ÂŁ134,995

1966 Maserati Quattroporte I LHD, ÂŁ59,995

2000 Aston Martin DB7 Vantage RHD, ÂŁ19,995

1957 MGA 1500 Coupe RHD, ÂŁ19,995




Oselli Engineering est 1962

01993 849610

1969 Aston Martin DBS 6 Vantage Finished in Silver Blue with Navy trim. Massive history file mainly with the factory at Newport Pagnell. Very original car with 79,000 and 5 owners from new. ÂŁ135,000

2001 Aston Martin DB7 Vantage Volante Finished in silver Blue metallic with Black trim and Black hood. 52,000 miles with full service history. ÂŁ39,950

2000 Aston Martin DB7 Vantage Volante Finished in Mendip Blue with Parchment piped Blue trim, Dark Blue mohair hood. 60,000 miles with full service history, rear light conversion and sports exhaust. ÂŁ39,950

2006 Aston Martin V8 Vantage Finished in Onyx Black with Beige leather trim, 6 speed manual gearbox car with just 38,000 miles and full dealer service history. ÂŁ38,950

2001 Aston Martin DB7 Vantage Finished in Malvern Silver with Black trim, very rare manual gearbox car with just 43,000 miles and full service history ÂŁ39,950

1968 Aston Martin DBS Six cylinder coupe with manual gearbox.Very rare original left hand drive car, restoration and engine build history. ÂŁ180,000

Check out our web site for all Aston Martin and other cars for sale visit our web site for more information 206 Classic & Sports Car May 2018

visit our web site for more information


1925 Vauxhall 30/98 Wensum. OE207.

1947 HRG 1100.

1954 Frazer Nash Le Mans Replica.

The ex. Meeson/Munday Brooklands Gold Star winner. Extensive competition history from new. Fabulous history ile Ex. Bill Roberts, campaigned by him for over 30 years in Meticulously rebuilt to concours standards by well-known including original sales paperwork, period racing photo’s and Nash Club events. Recently fully race prepared by Blakeney specialists. Stupendous performance with looks to match. trophies. Same family ownership for last 50 years. Motorsoprt at huge expense and now must be the quickest Le Mans Rep around.

1961 Porsche 356B T6 Karmann Hardtop Coupe.

1955 Porsche 356 Pre-A Speedster.

1980 Ferrari 308GTB.

One of fewer than 600 ‘Notchbacks’ built on the T6 platform. A most charming, early Speedster. One of the last Pre-A Rare & desirable dry sump model. Stunning colour combination. Beautifully inished in Aetna blue with blue trim. examples. Previous owner for 40 years. A great-driving car with Full Classiche documentation. a lovely patina.

This is just a selection of our current stock. Others include; BMW 328, Bentley S1 Continental Park Ward , Porsche 356SC, Alfa Romeo 1750SS, AC Ace.

BRIAN CLASSIC & CO Tel: +44 (0) 1565 830423

Rolls-Royce and Bentley Heritage Dealers “Attention to Detail”

For Sale - Sopwith Dove Aircraft A light, sporting 2-seater of the 1920’s, based on the famous Sopwith pup fighter. This example, built in 1989/90 and low time since, has a newly overhauled, original 80 horsepower Le Rhône rotary engine, which is in perfect, pristine condition. The plane is the personal property of Andrew Wood of P & A Wood. It is in perfect flying condition and is flown regularly by the Shuttleworth Trust in their flying displays. It is hangared, maintained and operated by Shuttleworth – an arrangement that can be transferred to a new owner if required. The aircraft has been flown by the present owner, a private pilot only. This is a wonderful opportunity to experience this type of aircraft and a rotary engine with the prospects of seeing it flown in Shuttleworth displays without the problems of care and maintenance. Must be seen to be appreciated. Offered at the very reduced price of £250,000, for a prompt sale. Great Easton, Dunmow, Essex CM6 2HD, England Telephone: 01371 870848 Fax: 01371 870810 E-mail:

May 2018 Classic & Sports Car 207


The Original CLASSIC AUTOMOBILES Classic Automobiles Worldwide Ltd. Armoury Way, Wandsworth, London SW18 1EZ. Telephone: 020 8871 1357 Fax: 020 8871 1979 e-mail: 1974 Rolls Royce Corniche FHC, finished in Shell grey over blue this beautiful 1974 example has recently undergone an £11,000 refurbishment. Superb investment potential and ready to be enjoyed.

1932 Bentley 8 Litre short chassis coupe by Mayfair Carriage Company of West Kilburn. With all numbers matching and original registration number, the penultimate W.O. Bentley car built and the finest 8 litre on the market.

1971 Mercedes 300 SEL 6.3 The ultimate Q car, a 2-tonne saloon with performance to rival most dedicated sports cars of the era. Left hand drive example and restored beautifully and features sunroof and air-conditioning.

1967 Ford Mustang 289 Convertible, finished in Candy Apple Red with a black interior and was imported from the dry state of Arizona in 2016, so there is zero rust. Optional extras include power steering and a power roof.

THE LARGEST CLASSIC CAR SHOWROOM IN LONDON STOCK URGENTLY REQUIRED We can arrange worldwide shipping and classic car finance, Classic Car storage available.

0208 871 1357



PE Classic Car Collection

208 Classic & Sports Car May 2018


1972 PORSCHE 911 â&#x20AC;&#x2DC;S/Tâ&#x20AC;&#x2122; Supplied new to Canada and raced by the Bytzek brothers in period, this 911 is currently fitted with a 3 litre, twin spark, high butterfly engine and prepared for international road-rally events

1967 JAGUAR E-TYPE Original RHD Coupe, finished in its factory colours. Matching numbers, restored, 5 owners from new and a history file to sink a battleship. Sensible, non-intrusive upgrades including Series 2 brakes, outside-laced competition wire wheels, high torque starter and Koni shock absorbers

+44 (0) 1869 357126

Located at

May 2018 Classic & Sports Car 209


+44 (0) 1844 339 666 +44 (0) 7815 870 911

Specialists in Mercedes cars from the 1970s to the 1990s Always a stock of superb SL Roadsters, Saloons, CoupĂŠs and Estates We are always looking for interesting Mercedes for consignment sale or outright purchase Servicing, repair, bodywork and restoration all carried out in house by our expert team Based on the Buckinghamshire/Oxfordshire border

FOR SALE: Jaguar XK120 FHC RHD Chassis 669004 Photograph copyright Peter Ashley, from his book English Allsorts, published by Adelphi

Widely recognised as the most beautiful of the XK range, just 195 right hand drive XK 120 Fixed Heads were built. One of just two RHD manufactured in 1952, this is the 2nd 120 FHC to be sold to market. Exported immediately to Sagers Rhodesia and no doubt to a very special owner. The best skills have now been sought and Jaguar experts employed individually for this meticulous project. This early Fixed Head has simply been restored to perfection; cost ignored. Red leather interior with bucket seats contrasts beautifully with light cream exterior to perfect this Jaguar masterpiece. This is a very significant Jaguar, now returned to concours condition. FOR FURTHER INFORMATION PLEASE EMAIL Tom Harris 210 Classic & Sports Car May 2018


Aston Martin DB2/4


According to its accompanying copy Aston Martin Ltd Build Sheet and Service Records, this particular MKI 2.6 litre example - chassis number LML/656 - was supplied new by Northampton Motor Services. The MHJ[VY`Ä[[LKLUNPUL^HZV]LYOH\SLKI`+H]L:^P[OLU\ZPUNWHY[Z sourced from Stamper Aston Martin of Cumbria with Tarrozzeria carrying out the repainting, while ex-Wood & Pickett craftsman Patrick Hanson re-trimmed the interior. A truly stunning example.

Mercedes-Benz 230SL Pagoda


This 1964 second generation Mercedes-Benz 230SL Pagoda in left hand KYP]LPZÄUPZOLKPU[OL\U\Z\HSJVSV\YVM:PNUHS9LK^P[OJVU[YHZ[PUN black upholstery. This model made its debut atthe 1963 Geneva Motor Show and features a monocoque chassis, all round independent suspension, power assisted disc/drum braking system, recirculating ball steering and a 2306cc straight six engine giving 150bhp delivered through the automatic transmission.


TELEPHONE 01527 835656 LOTUS CARS URGENTLY REQUIRED! Please try us for an immediate, courteous quote – Nationwide collection service.

LOTUS ELAN S1 GTS SPEC CHASSIS NO.73. 1963 built and raced in 2016 finishing in 2nd place in the guards trophy. Brief details include Craig Beck full FIA spec all steel engine, Quaife S/C bullet ratio box LSD, 26R Tony Thompson chassis, all the latest legal tweaks, constructed and prepared by Ian Daniels. Ready to go at a fraction of build costs. £80,000

LOTUS ELAN S2 1965. Road Registered ELA 100C EX Nick Faure. Built from Road Car to full Competition Spec using mostly Tony Thompson parts. 26R Light Weight Body shell, 26R Chassis. Proper 26 R Wheels. The spec goes on and on. Exceedingly well priced at a fraction of the build costs, £65,000.

LOTUS ELAN S2 1965 in stunning Medici Blue. It’s been exquisitely restored from the ground up. Restored by Ken Myers over 10 years ago. Only 4,800 dry miles since restoration. It has been a multiple concours winner and is a wonderful addition to any serious car collection. A real beauty. £47,500

LOTUS ELAN S2 1965. Medici Blue. Ex Norman Lupton restoration. Very low mileage since completion. This car has been restored to the most exacting standards in every detail to include: - correct rubber mats, correct trim, woodrim steering wheel, original jack and tools to name just a few. Comes with handbook signed by Ron Hickman the designer. £47,500

Wanted urgently, all Lotus cars, any age or condition, nationwide collection. For all your Lotus Classic parts, Please try us first! The UK’s largest Lotus parts stockist. Please call us for all your part requirements. Bromsgrove, B60 1DE. Email: • May 2018 Classic & Sports Car 211


Gavin McGuire’s Fine Automobiles

Telephone/Fax 0044 (0) 1892 770310 Mobile Phone 0044 (0) 7770 316482 E-Mail Web site Junction 6 on the M25 Motorway Just 70 minutes from Dover 20 minutes from Gatwick

FIAT 500C BELVEDERE Year of manufacture 1955 Recorded mileage 98,077 Asking price £15,995 Vendor Robin Lawton, between Petersfield and Alton, Hants; tel: 01420 474919; WHEN IT WAS NEW Price £582 Max power 16bhp Max torque 22lb ft 0-50mph 51 secs Top speed 55mph Mpg 44 This rare Belvedere, from the last year of Topolino production, is one of 60 right-hookers made and thought to be unique in the UK. It was supplied new to Africa, came to the UK in 1998 and was rebuilt c15 years ago, the latest owner (from 2013) further improving it. There are no bills for the resto, but there are recent invoices for items such as an electric fuel pump. It’s a delight. The body is straight with close door fits and the paint is still all nice, with a hint of orange peel. The rot-free chassis is super-clean and all of the aluminium trim is intact, with only slight pitting in places. The bumpers have been rechromed, but the front is a bit rippled, and Lucas lights have cleverly been incorporated into the original Carello housings, with orange flashers neatly added under the tail/stop lights. The folding vinyl top is in fine order, but the rear side window rubbers are hardened. The refinished wheels are shod with correct, almost unworn Michelin Xs. Inside, the seat vinyl has been redone, and there are repro floor mats plus new leather door check straps. All the lovely Deco switches are intact, but the steering wheel plastic is cracked in places. Some welded repairs are evident to the inner A-pillars. In the boot we find spare paint and a new-old-stock Payen engine gasket set, plus sundry other parts. The 569cc pushrod ‘four’ is tidy, with coolant full, oil dark and near ‘Max’. It starts easily, makes hardly any mechanical noise and settles to a sweet idle. It drives well, with a quick non-synchro gearchange and, though performance is leisurely, it will eventually amble its way up to a 45mph cruise. The longish-travel brakes are surprisingly good and pull up straight. Everything works, apart from the rear-view-mirror-controlled cabin light. Oil pressure is 25psi at warm idle and 27psi driving, and the mechanical fuel gauge – yes, really: by float – registers. It comes with lots of history, a repro workshop manual and original Nyasaland registration document.

SUMMARY EXTERIOR ∑ A straight older resto holding up well; excellent paint and roof INTERIOR ∑ New vinyl trim and floor mats MECHANICALS ∑ Everything operates perfectly VALUE ++++++++,, For Super-rare and super-cute Against Slow, but so’s a contemporary 425cc 2CV SHOULD I BUY IT? Only if your dogs are smallish… it’s a lovely little thing, though, priced roughly on a par with a ‘ripple’ Deux Chevaux – and Mille Miglia eligible

212 Classic & Sports Car May 2018

1901 Georges Richard 8hp Twin £155,000

1912 Mors 12-15 £32,500

1913 Overland Model 69R £35,000

1928 Riley 9 Mk 1 Drophead coupe £31,950

1935 Lagonda M35R £125,000

1935 Alvis Speed 20 Charlesworth £39,950

1936 Riley S/charged 12/4 MPH special £85,000

1937 BMW 326 Cabriolet £59,500

1939 BMW 327/80 Cabriolet £185,500

1969 Jaguar E Type 4.2 Litre £65,000

All of my cars are on

SOUTH WEST MAIN DEALER Demonstrators | Hire | Service | Repairs Full Restorations | Aero 8 Specialists


1973 Porsche 911 RS A worldwide icon that began in 73. One of the original 500 First Series Carrera RSs. A matching numbers car with a complete cosmetic and mechanical restoration.

(UNREG) ROADSTER Ford 3.7 V6 Cyclone

(2017) 4/4 Ford 1.6

Bahama Yellow, Black Leather .......................... £40,995

(2014) 4/4 Ford 1.6

Royal Ivory, Tan Leather ..................................... £35,995

(2013) PLUS 4 - 4 SEATER Rover 2.0 T16

Corsa Red, Black Leather................................... £25,995


(2008) 4/4 Ford 1.6

2009 Porsche 911 GT2

Corsa Red, Pebble Leather ................................ £28,995

(2006) PLUS 4 Ford 2.0 Duratec


Lazer Red, Biscuit Leather .................................. £33,995

(1997) PLUS 8 Rover 3.9

Red, Black Leather ............................................. £36,995


- cash WAITING -

Unadulterated, turbo-powered Porsche pleasure. One of 191 ever produced for the U.S. With 10,714 original miles, 523 horsepower to the rear wheels with a 6-speed manual transmission.

U T H WES SOCornwall T


1955 Chevy Bel Air Fully restored and no expense spared “Hot Rod” Bel Air. GM ZZ383 with 435hp, 445 ft/lb of torque. Currie 9” diff,Tremec 5-speed manual, power streering and Vintage Air A/C kit.




Devon Somerset Dorset

D E AL |

TEL: 01392 833301 Dawlish Road | Exminster | EXETER | Devon | EX6 8DN

1998 Porsche 911 C2S The last of the air-cooled 911s. A matching numbers, low mileage example with 15, 138 miles, and a highly optioned example. Includes books, tools, compressor, spare and jack.

2016 Porsche 911R The ultimate 911. Rare special paint color Lava Orange. Only 936 miles since new, $48,000 n options. One of the limited edition cars celebrating 50 years of the 1967 Porsche 911R heritage.

1971 Mercedes 280SE 3.5 Mechanically and cosmetically restored by Canepa, this 3.5 Cabriolet is in exceptional condition. California car. Includes all service records, books, tools, spare, jack and tonneau cover.

1966 Porsche 911

2QH RI WKH ÀQHVW RULJLQDO V Canepa has ever had on offer. Documented two owner car. Original paint and interior, and matching numbers. Includes original delivery paperwork. 00+1.831.430.9940 Want to learn more? To see more information on our inventory above and all of our other inventory for sale, visit us at May 2018 Classic & Sports Car 213


Investment Quality Automobiles • Restoration & Vintage Racing Service • Motorsports Museum


Selling private collection

1938 Morgan 4/4. Rare and unique, subject to many reviews. Oxford blue with black wings, black patinated leather seating, black PRKDLU KRRG ¿[HG VLGH ZLQGRZV 3RVVLEO\ WKH RQO\ RQH ZLWK WKH original Coventry Climax engine. One of the 58 cars built between the period of 1938-1950. Meadows 4 speed manual gearbox. &HQWUDO VSRW OLJKW HWF +LVWRU\ ¿OH RQ WKH EXWWRQ DQG EHDXWLIXO condition. £32,995

1956 MGA Roadster Mk1 1500. Cobalt blue with blue trim, black carpet, black hood, side window light, very nice underneath. Painted-spotlight chrome luggage rack on boot, chrome steel wheels which is very unusual. Many features to mark to spec inc all indicators. Original RHD car. Much money spent with invoices to prove. Beautiful both inside and out and mechanically very sound. Easy to drive and a beauty to behold. £24,995

1961 AUSTIN HEALEY 3000 BT7. FIA papers. Red with white hard top, de -bumpered with sporting grill. Black leather interior, piped in red with spare drivers squab. Side exhaust, Perspex windows. Wire wheels. Built for fast road use or racing. Winning history. Aluminium body panels, vented front wings, 3 twin choke webers, fully built engine by Dennis Welch, including gear box, drive train, suspension and brakes. Sump guard. All matching numbers. Totally corrosion free. Almost concourse condition, must be seen and driven to appreciate excellent handling. One not to be missed. £59,995

Austin 7 chummy 1928, Maroon with black wings, a very early car with KHDGOLJKWV RQ KH $ SRVW %ODFN WULP EODFN KRRG DQG EODFN PDWWHG Ã&#x20AC;RRU covering, full weather equipment. A concourse winner with an abundance of highly polished nickel aluminium. The best. Not to be compared with the usual renovated car. A seriously cute 4 seater. £24,995

1967 E Type Jaguar Low Drag Coupe, Metallic Green, Tan leather, IXOO KDUQHVVHV FUHDWHG E\ %U\DQ :LQJ¿HOG LQ WKH ¶¶V WR DQ H[DFWLQJ VSHFL¿FDWLRQ EHOLHYHG WR EH  RI  EDVHG RQ /LQGD .QRFNHU &RXSH  EDODQFHG DQG SROLVKHG EOXHSULQWHG HQJLQH ¿WWHG ZLWK WULSOH :HEHU FDUEXUHWWRUV  VSHHG DOO V\QFUR JHDUER[ FDVW DOOR\ ZKHHOV ZLWK .2 spinners, Avon Tyres, Stainless low restriction exhaust, all new uprated suspension, mot & tax (exempt) absolutely stunning. All correspondence relating to the build available. £229,000

Bristol 401 1952, dark green with beige seating, with green piping. Ton carpets. Concertina sunblinds, dark grey wheels. All shiny parts, remarkably good and the car is in super condition. Not to be compared with the usual Bristol. 1971 ccs engine. Sweet runner, all period accessories working. Superb concourse car, and with a little detailing could be the best £54,995

Mobile 07836 606100 Email Harwood Grange, Stitch-Mi-Lane, Harwood, Bolton, Lancashire, BL2 4JA

1955 Mercedes 300SL Gullwing: Silver/Navy Blue.

1958 Porsche 356A Super Cabriolet: Black/Red.

1958 Porsche 356A Speedster: Aqua Marine Blue/Red. Several available.

1959 Porsche 356A Sunroof Coupe: Matching #s very original

1959 Porsche 356A Convertible D: Silver/Red.

1964 Porsche 356 SC Cabriolet: Two available.

1965 Porsche 911 Coupe: Light Ivory/Navy, fully restored.

1964 Porsche 356C Coupe: Red/Black. Two available.

1968 Porsche 912 Coupe: Tangerine/Black, ORIGINAL.

1971 Porsche 911S Targa: Light Yellow/Black, show condition.

Buy, Sell, Consign

Porsche â&#x20AC;¢ Jaguar â&#x20AC;¢ Ferrari â&#x20AC;¢ Mercedes â&#x20AC;¢ Aston Martin Over 60 vehicles in stock â&#x20AC;¢ Current inventory online. Call or stop by in Southern California: 1665 Babcock Street, Costa Mesa, CA 92627 Tel: 949-650-4718 â&#x20AC;¢ â&#x20AC;¢

We have been producing Concours show winners for over 30 years. 214 Classic & Sports Car May 2018

1987 Porsche 911 Carrera Coupe: Black/Tan.


Andy Rouse Ford Sapphire Cosworth 304 R First time on the market since new, one of only 50 made, 1 owner from new, the private reg has been on vehicle from new. Has original radio, log book, bill of sale, handbook and sale brochures. Restored 8 years ago keeping all original features, suspension upgrade to polybush, stainless steel exhaust and engine rebuilt by Julian Godrey. Is available to be viewed at our premises.

ÂŁ49,950 01273 813401 May 2018 Classic & Sports Car 215


0161 789 0504 07958 329443 2002 Ferrari 456 M GT. Manual. RHD. 1 of only 33 cars. 22K miles. F.S.H. 2 owners only. Supplied new by Maranello to Eric Clapton. Mint condition. 1964 Jaguar E-Type 3.8 FHC. RHD. UK car. Multi concours winner inc Benson & Hedges 1988 and 1990 JDC best in class plus more. 1973 Model Porsche 911 T-E Coupe manual LHD. Silver, black trim. Competition interior. Totally rust free. 1995 Porsche 993 Carrera 2 Triptronic. Guards red, black hide. 70K miles. Full Porsche service history with large document/invoice file, handbook, service book and tools. Absolutely Mint!

1976 Ferrari 365 GT4 2+2 Manual LHD. Verde Metallizzato, tan hide. Delivered new in Italy and totally restored in 2013/14 to concours standard by Automobile Ferrari 250 Pontoon Testarossa Recreation. Recently completed using a UK RHD Ferrari donor car Tricolore. 1 of only 416 LHD examples built with 5 speed manual box. Complete with an alloy body to a very high specification with fantastic performance and handling. Absolutely with service book, handbook, workshop manual plus a complete Tool roll.


1960 190SL Roadster LHD. Metallic blue, contrasting trim and hood. Excellent condition. Older restoration. Ready to use. 1965 Fiat 1200S OSI Coupe LHD. Rosso. Total restoration to concours standard. 1 of only 70 coupes built. Absolutely magnificent condition. 1964 Alfa Romeo 2600 Spider. LHD. UK Reg. Probably the finest available worldwide. 1988 Maserati SI Biturbo coupe. LHD. Manual. 1,000 KM only. Probably the lowest mileage Biturbo in the world.

1959 Fiat O.S.C.A 1500S Coupe RHD. Grigio Titanio with black hide. Borrani wires. Total restoration. Award winner. Absolutely stunning. 1967 Jaguar E Type Series 1 2+2 4.2 manual. Original UK RHD. Exceptional Condition.


1961 Jaguar Mk II 3.8 litre Auto saloon. LHD. Black with burgundy hide. Many upgrades, 4 speed auto box. Restored by CMC. Magnificent condition. 1966 Fiat Abarth 1000 OTS LDH. Set up for rally/fast road, period Campagnolo mag alloys, rally seats. Magnificent.


1958 Mercedes 220 S Ponton Coupe. LHD. Manual. Fitted luggage. Large history file. Magnificent condition. 1959 Austin Healey 100/6. 3.0 Litre Lightweight Works replica rally car. RHD. Ex John Chatham.


1964 Fiat O.S.C.A 1600S Spyder LHD. Hard and soft tops. Total restoration. Very Superb example. stylish and very rare.


216 Classic & Sports Car May 2018


Alfa Romeo Giulia Spider 1962

Alfa Romeo Giulietta Spider SWB 1958

Alfa Romeo Junior Spider 1968 RHD

Alfa Romeo Giulietta Sprint 1955

Alfa Romeo 1750 Veloce Spider 1968 RHD

We are always looking to purchase good quality Alfa Romeos Please contact us if you have something of interest T: 01883 344226 M: 07442 506123 E: W: M25 J6 - 5 mins | Gatwick 20 mins | Heathrow 40 mins | Central London 19 miles 1976 TRIUMPH STAG M.O.D Superb car with 45k miles and excellent history. Sounds maxing and drives without fault £22,995

1957 TRIUMPH TR3 Fascinating history and in superb all around condition. Ready for any challenge. £34,995

1964 JAGUAR E TYPE RACE CAR Ex Tony Shaw. Won over 50 races in period with extensive history. Fully restored with FIA papers applied for. £POA

1952 ALVIS TD21 DHC Lovely Alvis in dark metallic green, with outstanding history in really ine condition £79,995

1965 JAGUAR E TYPE 4.2 ‘Broadsport’ Built by Guy Broad. he ultimate grand touring E Type. Magniicent. £165k

1961 JAGUAR MARK II 3.4 ‘Coombs spec’ Pearl grey and red leather. Matching numbers, louvered bonnet, webasto sunroof, Power steering. In prep £POA

1959 JAGUAR XK150FHC UK RHD car, 5 speed, bucket seats and superb in all respects. See website for details.

1961 JAGUAR 3.8 MOD DON 38 A very special car with outstanding Jaguar provenance and Sigma engine. £POA

1998 FIAT BARCHETTA Right hand drive. One of only 3 made and in magniicent all around condition ‘unique’ £9,995

1960 MGA 1800 UK RHD car in concours condition with fabulous history. £39,995

1962 MGA COUPE UK RHD concours 1600. Next to last built and the best available. £35,995

1960 TRIUMPH TR3a UK RHD, matching numbers, overdrive car. Just restored by us. Warranty £36,995


Tel: +447794477785 May 2018 Classic & Sports Car 217


FERRARI 365 GTC, 1969, Sera Blue metallic/Beige, Restored, Factory a/c, Complete books/tools, Documented by Massini, Ferrari Classiche Certified. $P.O.A.

ASTON MARTIN DB5 COUPE, 1965, Sage Green/Tan, Fully FERRARI 330 GT VIGNALE SHOOTING BRAKE, 1965, Restored-Concours, 5-speed manual, Exceptional in every Oro Chiaro, 13,710 miles, One-off designed by Luigi Chinetti Jr., Believed to be the last Ferrari bodied by respect. $P.O.A. Vignale, Turin Auto Show car, Documented by Massini. $P.O.A.

ASTON MARTIN V8 VOLANTE, 1985, Litchfield Black met. /Black/Black Everflex top, 35,000 miles from new, Auto trans., Prevous Aston collector ownership, Recent bare metal repaint to concours standards, Superb in every way. $219,500.00

FERRARI 246 GTS DINO, 1972, Marrone/Tan, 22,000 MILES FROM NEW!, Documented by Massini, Recently serviced, One of the finest Dino’s in existence. $P.O.A.

ASTON MARTIN DB4 SERIES II COUPE, 1960, FERRARI 330 GTC, 1967, Pino Verde/Tan, Long term Desert White/Red, Original LHD, Older restored, ownership, Superb in every way, Recently serviced, Engine uprated to 4.2 liter specification, 3-carb Documented by Massini $P.O.A. Special Series, Excellent throughout. $P.O.A.

FERRARI 365 GT 2+2, 1969, Blue Sera/Red, Restored, 5-speed manual, Factory air conditioning, Factory tools and jack, Documented by Massini. $355,000.00

Sales, Service & Restoration of Vintage, Classic & Exotic Automobiles Up-to-date Inventory and Information at Please contact us at: Tel: +1-631-425-1555 e-mail: 203 West Hills Road, Huntington Station, New York 11746 USA

Mario Bernardi Klassische Automobile GmbH Cars in stock Alfa Romeo 2600 Spyder


Ferrari 212 Export Vignale Berlinetta 1951 Ferrari 250 GT Boano


Ferrari 250 GT Pininfarina Coupé


Ferrari 250 GT Cabriolet Serie II


Ferrari 250 GT/L Lusso


Ferrari 330 GT America


Ferrari 275 GTB/2 Longnose


Ferrari 275 GTS


Ferrari 275 GTB/4


Ferrari 330 GTC red


Ferrari 330 GTC grigio metallizzato


Ferrari 365 GTS/4 Daytona Spyder


Ferrari 365 GTB/4 Daytona


Ferrari 512 BBi


Ferrari 456 GT


Ferrari 430 GT3


Lamborghini Miura P 400


Mercedes 300 SL Roadster


Mercedes 300 SL Roadster Sales, Service & Restoration

218 Classic & Sports Car May 2018

34346 Hann. Muenden • Welfenstr. 1 • Germany

+49 172 691 3028


1967 SUNBEAM ALPINE MK5, 1725 Red with black interior, excellent condition inside & out. ................... . ............................£13,750.00

CLASSIC LAMBORGHINI TRATTORE & CINGOLATOS We always carry a selection of classic Lamborghini tractors and crawlers, from the 1950’s & 1960’s. .............£PLEASE ENQUIRE FOR FULL STOCK LIST.

1987 PORSCHE 911 CARRERA SPORT 3.2 A lovely example in rare Cassis red with cream interior. An original factory Sport model with just 95k miles & a massive history file ...............£46,995.00

1999 JAGUAR XJ8 3.2 Sherwood Green with immaculate, cream leather. In excellent condition in & out, just 4 owners ....... ...................................................... £2,995.00

1997 ALFA ROMEO 164 V6 Fabulous V6 Alfa 164, Super with auto transmission. In excellent, rust free condition.................£Just arrived

FERRARI 330GT 2+2, RHD A rare rhd example in excellent, restored condition. ..........................£POA

for further details on any vehicle, full stock and new arrivals contact

01672 512879 / 07813394167 email: We are situated near Swindon at the foot of the Wiltshire Downs, 10 miles from the M4 jnc 16

JAGUAR E-TYPE 4.2 2+2 Year of manufacture 1968 Recorded mileage 6338 Asking price £70,000 Vendor E-type UK, Hadlow, Kent; tel: 01732 852762; WHEN IT WAS NEW Price £2245 Max power 265bhp Max torque 283lb 0-60mph 6.7 secs Top speed 145mph Mpg 17 This standard-looking 2+2 was restored in c2003 and is, in fact, a Series ‘11/2 ’, but because it needed a new bonnet, the opportunity was taken to fit the cooler, closed-headlights style. It has the taller cabin, but the lack of sunroof (common on these), keeps it fairly discreet. According to the Heritage Production Trace Certificate, this home-market car was originally cream, and the black trim was piped in white, some of which remains. It appears really sound and rot-free, with clear sill drains. Underneath, the suspension is clean and the stainless exhausts don’t look that old, but the spotweld dimples under the rear pan have been filled – as was the habit on older rebuilds. The wheels pass the spoke test and the tyres are welltreaded Michelin XVSs to the rear and newish Blockleys up front, in the correct 185 section. There’s an older Vredestein on the painted wire spare. The chrome is all smart because most of the trim was new, but the doors have dropped slightly on their hinges (very common) and need a slam. Inside, the leather is only lightly creased and wearing in attractively, and there’s a smallish Moto-Lita wheel plus modern face-off stereo. The dash and headlining are all good, with mats protecting the decent carpets, and there’s a soundproofing kit in the boot, still to be fitted. There’s a hint of static play at the wheel rim, which disappears on the move. The 9:1 compression motor is standard, aside from the earlier-type smooth cam covers it wears to match the bonnet, and was rebuilt by VSE in 2002. Judging from old MoTs, the mileage has been accumulated since that time, which would mean it’s only just run in. It starts easily and once warm shows 40psi at 2500rpm and above (healthy for an XK). It pulls well, with the temperature needle just at the bottom of the ‘normal’ sector. The ’box was changed in 2004 for an overdrive unit from a low-mileage crashed XJ6, and shows the wrong location for reverse on the knob, but you soon forget that. Overdrive works promptly on third and top, while the smooth brakes pull up straight. It will be sold with repro handbook and a new MoT.

SUMMARY EXTERIOR ∑ Older rebuild still really smart INTERIOR ∑ Leather retrim just mellowing MECHANICALS ∑ Drives sweetly; eminently usable VALUE +++++++,,, For Earlier nose, otherwise stock condition; no sunroof Against Only from certain angles… SHOULD I BUY IT? If you need the extra small seats, 2+2s look great value at less than a coupé and half the price of the equivalent roadster. This appears to be a no-stories example

May 2018 Classic & Sports Car 219


Arun Sales & Service Centre

Visit us for a great range of classics

Codmore Hill Garage, Stane Street, Pulborough, West Sussex RH20 1BQ

(01798) 874477










1955 MG TF 1500










1953 MG TD



For further details on any vehicle, full stock and new arrivals please contact.

01798 874477 • Arun Sales & Service Centre Codmore Hill Garage, Stane Street, Pulborough, West Sussex RH20 1BQ



OPENING HOURS Monday to Friday: 09:00 to 18:00 Saturday: 09:00 to 17:00 Sunday: 10:30 to 16:00


1963 THUNDERBIRD “M” SERIES CONVT. Rare original high performance “M” code (390 w/ 3x2 barrel carbs., etc.) convt. National Show winner, red/red, magnificent. JUST ARRIVING!

1953 CADILLAC ELDORADO CONVT. Very handsome local car in white w/ red & white interior, parade boot, black top, chrome wire wheels. Looks & drives very well. Well-priced at $74,500.

1960 BENTLEY JAMES YOUNG CONTINENTAL S-II SALOON. Full and interesting history from new. Beautiful Garnet body with as-new natural tan Connolly hides. 41,437 miles. $185,000.

1962 CORVETTE “FUELIE” ROADSTER. An original and correct Southern California factory fuel-injected car Flawless body, excellent factory hard top, convertible top and interior. Full history. Drives unbelievably well. 61,078 miles $105,000.

1986 PORSCHE 911 CARRERA CABRIOLET. A gorgeous car in black with black top, Cashmere leather, factory 16” alloy wheels and 5-speed transmission. Sold and serviced by us. 72,747 miles. $46,500.

1992 FERRARI 348TS TARGA. Virtually unmarked local car in white w/ gorgeous original tan leather & original 17” factory alloy wheels. One-owner for last 10 years. Full major timing-belt service done fairly recently. 31,974 miles. $58.500.

1935 ROLLS-ROYCE 20/25 TOURING LIMOUSINE. Gorgeous and fully restored original coachwork by Arthur Mulliner. 19” wire wheels with side-mounted spare, rear-mounted trunk. 425 miles since restoration. $53,000.

1999 LAMBORGHINI DIABLO VT ROADSTER. Rare (1 of 100). Nearflawless original. Titanium/Black leather. 8,237 miles. $295,000


68+ great cars currently in our Gladstone showroom.

220 Classic & Sports Car May 2018



1968 Ferrari 365 GT 2+2 LHD. 2017 FOCGB Class concours winner, following a complete, ‘16/’17 documented restoration. Presented with full Massini report and extensive history file. Exceptional value. £299,850

1976 Ferrari 308GTB Fibreglass 1 of 154 RHD examples, 58,000 miles, Rosso Corsa with Nero interior, impeccable, complete ownership & service history. Multiple FOCGB class concours winner. £168,950

2006 Ferrari 612 Scaglietti F1A UK supplied in RHD, 2 owners and 21,245 miles; Grigio Titanio exterior, Bordeaux leather interior. Main-dealer serviced/ MOT’d 5 miles ago - supplied with all books, tools, wallet, battery-charger & tailored external car cover. Immaculate. £77,850

2001 Ferrari 360M Coupe UK-supplied, RHD, manual, 21,800 miles, Argento Nurburgring exterior, Nero leather interior with “medium”carbon-fibre seating, unused schedoni luggage. Complete ownership & service history. £79,995

T: +44(0) 1625 360 736

Bentley 4½ Litre Le Mans

An original all matching numbers car with history from day one. Private Sale. Contact Terry for more details. Tel: 0777 0917 328 Email: May 2018 Classic & Sports Car 221


Paul Bentley Limited




1964 AC COBRA 289

1988 SPICE SE88C



Gaël REGENT +33 6 26 48 61 71 Guillaume LE METAYER +33 6 62 11 94 73 / / Paris showroom by appointement

Sir Stirling Moss Race Car 1950 Monaco Winner. Winner Monaco 1950. Driver Sir Stirling Moss Age 20 going on to Race in this car. 12 Firsts. 3 Seconds. Two Sixths. One Seventh and Five Retirements. All in 1950.

Cooper F 111.500cc Jap Sloper. Chassis T 12.

Sir Stirling Moss 1950 After winning Monaco.

This car can be Viewed in England Complete with History and Photos. Tribute to Sir Stirling Moss. Alexandra Palace 2016.

Monaco Winner 1950. Driver Sir Stirling Moss.

Price £295.000

Contact Richard 077 68515 204 or Malta +356 99 70 80 90 email: 222 Classic & Sports Car May 2018



of Guildford FOR COMPLETION OF RENOVATION 1958 JAGUAR XK150 ROADSTER An excellent opportunity to acquire an example of this most elegant XK150 Roadster for completion of renovation to your Specification. Please call for details and discuss, or view on our website 1967 JAGUAR E-Type Series 1½ Roadster Carmen Red with new Biscuit trim. Matching numbers UK car. Very rare. Superb example with WinSpeed engine and maintained by ourselves. Very good history indeed. £135,000.00

1964 JAGUAR E-Type Series 1 3.8 Roadster Cream with Blue trim. Matching numbers, UK, Right Hand Drive. 5-Speed box. A scintillating example supplied, developed and maintained by WinSpeed. Very quick and amongst the best available. Sensible upgrades and very well proven. A rare opportunity to acquire an extremely genuine 3.8 Litre E-Type in which we have every confidence. £170,000.00

1973 Jaguar E-Type Series 3 V12 Manual Roadster Solent Blue/ Blue trim. Ex US example converted in 1980. Excellent structure and panel fit. Good history fi le. Ready to use and enjoy. Call for more details. £75,000.00

Jaguar C-Type All Alloy Bodied Replica With all aluminium body by Shapecraft in BRG with Suede Green trim. 4.2 Litre Triple SU XK engine. Jaguar 4-speed Manual with Overdrive. IRS. Professionally constructed. Able to accommodate taller drivers. Immaculate and amongst the best on the market. On the button and ready to go! £110,000.00

WINSPEED MOTORSPORT LTD 148 Broad Street, Wood Street Village, Guildford, Surrey GU3 3BJ - 01483 537 706 - 07831 164 460

1958 Jaguar XK 150 S 3.8 Roadster


£179,995 T: 01202 531077

M: 07980700727 May 2018 Classic & Sports Car 223



Porsche 911 S 2.4lt Coupe 1973 UK Supplied, RHD full history £179,995

Lamborghini Countach 5000qv 1988.5 UK supplied, RHD 22000kms (14000mls) full history £349,995


224 Classic & Sports Car May 2018


Jaguar XK120 OTS Competition spec prepared for the Mille Miglia £125,000

Jaguar XK150 Roadster 3.8 S Spec, LHD 704 miles. Multiple concours wins £139,000

Healey Silverstone Chassis D49 fresh out of restoration £255,000

Jaguar XK150 3.8 RHD Numbers matching. Fresh out of restoration by Mc Wilkinson £150,000

Rolls Royce Silver Cloud 3 £44,000

1932 MG F Type Magna Stiles F1 James young bodied, 1 of 5 survivors £95,000

Mercedes 250 SE Coupe Unrestored, 50,000 miles FSH, Outstanding condition £95,000

Jaguar D Type Revival Motorsport, 380HP £95,000

BMW Z3M Coupe Dakar Yellow £37,000

Range Rover P38 4.0, 81000 Miles in outstanding condition £9,500

MGC GT Downton Tuned with 17000 miles from new £35,000

BMW Z3M Coupe Laguna Blue S54 converted with 370HP £30,000 Tel â&#x20AC;&#x201C; 07899 324763 Email -

Viewing by appointment only. We offer a Brokering service and vehicle sourcing.



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CASE HISTORIES WE TESTTHE CLASSICS THAT YOU CAN BUY Tel: 01676 541137 Mobile: 07831 715400 Email: For our full range of cars please visit our website: Jaguar E-Type S2 1969 LHD Roadster Arriving soon from the USA Nice usable car. Very sound older restoration. Please ask for more details. £65,000

Year of manufacture 1990 Recorded mileage 84,205km Asking price £33,950 Vendor Slade’s Garage, Penn, Bucks; tel: 01494 812115; WHEN IT WAS NEW Price £48,900 (’88) Max power 320bhp Max torque 317lb ft 0-60mph 6 secs Top speed 162mph Mpg 18 This S4 has had lots spent on its upkeep by its obviously meticulous most recent owner, who’s selling the Porsche because it’s out of step with his collection of British cars. It came from Japan in 2012, and has seven stamps in the book up to 64,329km in 2010. There are two more stamps in the English service record at 75,932km, but superseding all of those was a big €4800 bill for work carried out in Germany, where the owner is based, in 2016, just 2700km ago. That included a new Porsche (Behr) radiator, all fresh drive belts and a water pump. Prior to that, it had a cambelt in 2012, the rear dampers received attention in 2015, and the latest MoT carried an advisory for deteriorated steering rack gaiters. The bodywork is all straight and unscuffed, apart from a couple of tiny stone-chips at the back of the driver’s door, and slight peppering to the lower front bumper, which could do with a repaint to make perfect – though there would be little point if you plan to use this as its maker intended. The alloys are unmarked, wearing 2013-dated Contisport Contacts rear and 2004 Bridgestones front. The spacesaver spare is unused, the toolkit still wrapped and the boot retains its parcel shelf. Underneath, the exhaust system looks to be in excellent shape. Inside, the seat leather upholstery is lightly creased and only the outer bolster is worn, as per usual. The dashboard plastics are all smart, and there’s a (probably later) Porsche navigation system. The engine bay is tidy, with a few small spots of surface rust on the headlight mechanism. The coolant is clear, blue/green and up to level, the oil cleanish. It starts instantly once you’re past the Toad alarm and drives well in that comforting, familiar way of the 928 – a bit weighty but accurately defined – though some miles would probably loosen it up. Everything works, apart from an intermittent low-coolant light, with air-con blowing cold, temperature steady at 85ºC and mostly a fulldeflection 5bar on the oil gauge, dropping only to 3bar at tickover. The 928 will be sold with two keys, books and an MoT until 10 November.

SUMMARY EXTERIOR ∑ Generally very good, with the usual speckles on the bumper INTERIOR ∑ Excellent, mostly unworn MECHANICALS ∑ Not many miles; recent belts, water pump and radiator VALUE +++++++,,, For Well kept overall Against They don’t take kindly to standing for long periods SHOULD I BUY IT? Properly fettled and looked after, with lots of bills in the file, drives as it should and priced about right

226 Classic & Sports Car May 2018

Jaguar E-Type V12 Coupe 1972 Mechanically overhauled. Now painted and going to the trimmers next week to be trimmed POA

Jaguar E-Type 2+2 Series 1.5 1968 Arriving soon from the USA Solid original car for light restoration. POA

MGA 1500 Roadster 1957 Just arrived from the USA. Nice usable car. £12950

MG TF 1250 1954 From California. Lovely usable car. More details on request. £26,950

Triumph TR7 Convertible 1980 Now Arrived from the USA. 38,271 miles. One owner from new. Not many as good as this one. More details on request. £12950

Jaguar XK120 DHC 1954 LHD. Arriving shortly for restoration. Body & chassis mainly very solid. POA

Jaguar E-Type S 1.5 Roadster 1968 Just Arriving from the USA. One owner & unused since the early 70s. 25000 miles recorded. Rust free & 99% complete. Perfect for a nut & bolt quality restoration £55,000

MGB Roadster 1964 Arriving soon from the USA, Pull handle roadster in superb condition. POA

1960 Jaguar Mk11 3.8 Man/ Odrive LHD. Just arrived from the USA. Good Bodywork but needs work on the floor pans. Engine turns. Good restoration project. £7,950

The Motor Shed Ltd. The Special Repair Shop, Bicester Heritage, Oxfordshire OX26 5HA. Tel: 01869 249999 | Email:

1903 1913 1919 1923 1923 1924 1925 1926 1926 1927 1928 1928 1929 1929 1930 1930 1930 1931 1931 1931 1931 1932 1932 1933 1933 1933 1933 1933 1933 1935 1935 C1936 1938 1939 1939 1950 1952 1953 1955 1955 1959 1964 1965 1966 1967 1971 1972 1979 1980 1991 2001 1969 1974

MALLICET et BLIN 8hp four-seat rear-entrance tonneau .............................................................................................£110,000 OVERLAND Model 79TE 4-seat tourer, 35hp, 3.5 litres, VCC dated .................................................................................£37,750 CHEVROLET 490 tourer. Right hand drive .....................................................................................................................£17,000 RENAULT KZ camionnette utilitaire ...............................................................................................................................£15,750 SUMBEAM 14 tourer .....................................................................................................................................................£35,000 ALVIS 12/40 4-seat tourer .............................................................................................................................................£27,750 HUMBER 12/25 4-seat tourer, very original ..................................................................................................................£19,995 CLYNO 4-seat tourer......................................................................................................................................................£17,250 STAR 12/40 Pegasus narrow body sports 2-seat & dickey .............................................................................................£34,000 CHRYSLER Model 70 Phaeton, Rhd. 3.6 litres, fast open motoring .................................................................................£23,750 MORRIS Oxford 13.9hp Saloon (flat rad.) ......................................................................................................................£12,500 STAR Eclipse 4/5 seat tourer, restored beautifully, 60+ cruising ....................................................................................£45,000 MORRIS Cowley 2-seat tourer special ............................................................................................................................£9,750 HUMBER 9/28 saloon ...................................................................................................................................................£12,750 CROSSLEY 15.7 hp six-light saloon ...............................................................................................................................£23,000 HUMBER 16/50 Imperial 6-light saloon ........................................................................................................................£18,500 ROLLS ROYCE 20/25 Sportsman’s saloon“Southern Coach Work...................................................................................£48,000 ALVIS 12/50 TJ 2-seat tourer & dickey, rebuilt engine ...................................................................................................£32,000 ALVIS 12/50 TJ replica Cross & Ellis narrow tourer ........................................................................................................£42,500 MORRIS Minor open 2-seater .......................................................................................................................................£12,750 MORRIS Minor 2-door saloon with sunroof, now VSCC eligible........................................................................................£6,750 ALVIS 12/50 2-seat drop-head coupe, super history ......................................................................................................£35,500 RILEY 9 Holbrook tourer, twin carb., new rebuilt engine .................................................................................................£28,000 ALVIS Firefly drop-head coupé by Cross & Ellis, restored ...............................................................................................£42,000 AUSTIN 18/6 Carlton saloon ..........................................................................................................................................£17,250 RILEY 9 Lynx tourer, manual gearbox, original interior ...................................................................................................£32,500 SIDDELEY Special all weather tourer .............................................................................................................................£85,000 RILEY Grebe replica, 2-seat, 6 cylinder competition car .................................................................................................£76,500 ROLLS ROYCE 20/25 Sedanca de Ville by Windover.......................................................................................................£44,000 SINGLE SEATER, Ford V8 HF special, sprint & hill climber ..............................................................................................£47,500 ROLLS ROYCE 20/25 Limousine by Park Ward...............................................................................................................£37,500 AUSTIN 7 Single seat racing car ....................................................................................................................................£33,000 MG TA Midget, open 2-seat sports .................................................................................................................................£30,000 AUSTIN Big 7 ..................................................................................................................................................................£9,750 BENTLEY 4.1/4 liter “Razor Edge” Mann Egerton saloon, MX series...............................................................................£58,500 TRIUMPH 2000 Roadster.............................................................................................................................................£32,000 BENTLEY Mk VI, 4.5 litre “Big Bore” standard steel saloon............................................................................................£28,000 BENTLEY R-type standard steel saloon, manual gearbox.................................................................................. £22,500 BENTLEY R-type saloon by HJ Mulliner, auto gearbox ....................................................................................................£35,000 RENAULT Dauphinoise van, UK registered, original, not restored .....................................................................................£8,750 AUSTIN Princess Vanden Plas 7 seat limousine, superb. ................................................................................................£14,000 MG B V8, total restoration, rebuilt SD1 engine, 5-speed gearbox ...................................................................................£32,000 ALVIS TE21 saloon, power steering, 5-speed ZF gearbox...............................................................................................£29,000 JAGUAR Mk II 2.4 saloon, manual, o/drive, superb ........................................................................................................£30,000 TRIUMPH TR4A IRS open 2-seat sports .........................................................................................................................£27,500 JAGUAR E-type series 2 4.2 roadster, now right-hand drive ..........................................................................................£82,000 MG B GT chrome wire wheel & over drive .....................................................................................................................£10,250 PANTHER Lima II 2-seat sports, 2.3 litre none turbo ......................................................................................................£11,750 MG B GT 1500 miles only from new, 1 owner ................................................................................................................£17,000 MORGAN 4/4 2-seater, XR3 eng., 20k miles from new, full history................................................................................£23,750 MG F 160 Trophy, 43,000 miles, hardtop, trophy yellow ..................................................................................... £6,500 MOTOR CYCLES BSA Bantam 175cc, good original.................................................................................................................................. £1,800 HISTORIC COACH BEDFORD SB5 Plaxton Panorama Elite C41F, inclusive of vat .......................................................................................... £9,500








Please visit our website at for thirty other carefully selected Lotus, Caterham, performance and classic vehicles. Should you be thinking of selling any of the above or similar please contact us for a no obligation discussion -


TEL: 01227 728190 WEBSITE: E-MAIL:

Tel: +1-888-972-9844 Worldwide Shipping • Financing Available 100 Gordon Drive • Syosset, NY • USA


1976 Porsche 934/935; 1 of 34 factory built 934 models later updated to full 935 spec. Originally delivered to George Loos and later Claude Haldi. Chassis # 930670071, Tremendous investment oppurtunity to return this car back to 934 spec; FIA and IMSA history including Lemans and Daytona. Fully Restored to 1981 Daytona Livery. Fresh 3.2 factory flat fan motor with upside down transmission and titanium axles. Current FIA passport. 1977 Porsche 935 Swap Shop; Strong IMSA history including 3rd place finish 1981 Sebring. Drivers include Whittingtons, Moretti, Henn, Minter. 3.2 litre 935 flat fan motor (5 hours) upside down 935 trans, ty axles: finished in 1981 Sebring livery. 1997 Porsche GT2 EVO factory racecar; Complete documented restoration on this historically famous GT2. Complete history and comprehensive restoration documentation. Significant FIA history including Lemans. Restored in 1997 Lemans livery and raced in 1998 Lemans with Black Sony PlayStation livery. Original tub. 1981 porsche 924GTR; 1 of 17 factory 924 racecars; The most famous BFG Lemans class winner in 1982; Fully restored; original Porsche factory dual water pump motor; The most historic 924GTR complete with documentation. Currently on display at Porsche N. America.

For additional information contact Steve at or call +1-305-790-7600 USA Also availible: RSR, 935, 962 spare parts and motors



Finished in Opalescent Gold over Red, 42K miles, RHD, 3.4liter, 4-speed w/ overdrive & electric choke. A pleasure to drive!

Finished in Guards Red over Black, 43K miles, Recaro seats, Kinesis wheels, Stainless exhaust. Porsche COA.



Beautiful Pewter Silver over Black. Matching # 402, 4-speed, PS, PB & Bench. A real keeper!

Chassis # 73RF, True piece of automotive history. Outstanding condition. Frank Cooke overdrive. Documented 31,143 miles. Owned for 58 years by RR Club Member.



Chassis # WFC92, Finished in Masons Black over Primrose. Built by Hooper. Electric powered divider, 4-speed, 4.25 liter 6-cylinder w/ walnut veneer woodwork. Restored by David Scott.

Finished in black over gray. Beautiful one-owner Hummer with extremely low miles. 1 of 831 in 1999. Perfect for collection or to drive and enjoy.



Elegant color scheme with two-tone Green/tan with beautiful tan leather interior. Very well sorted. National show winner.

Finished in Diamond Black over Creme, Stainless hood, Teak Deck, 20K miles. Beautiful condition!

May 2018 Classic & Sports Car 227


Porsche RS 3.0 L 11/1973. Original and freshly restored with complete history and file. Matching engine.

Ferrari 550 Barchetta 2001. Yellow with black leather. 2 owners. Hard top. Mint condition. Complete with all his books. 37,300 kms.

Ferrari BB 512 Carbs. 1980. Red with black leather coming out from a Complete restoration. 54 000 kms original mileage with a fresh engine done. Absolutely new car.

Ferrari 355 Challenge. #104487 Ex Charly White Winning car in Ferrari UK Challenge. 18,000 kms. Complete restoration done By Toni Autos in Maranello. Ready to race or to enjoy.

Ferrari 275 GTS #8015 1965. Matching. Pino verde red interior.

Ferrari 275 GTB /4 1967. Silver with Black leather Blue carpet. Restored. Classiche Ferrari. Matching. Fresh engine redone. Just stunning.

136, Boulevard Suchet - 75016 Paris - Tel: +33 (0)1 46 47 29 29 - Fax +33 (0)1 46 47 29 28 Chelsea Cloisters Garage Office - Sloane Avenue - London SW3 3DL M: +44(0)7 484 907 054 - T: +44(0) 20 7589 9686

Porsche 2,4 Targa. 1973. Blue Oxford with original beige interior. Paint recently done, new carpets, major service done. €180 000 WWW.VSOC.NL

Ferrari 330 GT 2+2 1964 Matching numbers. Italian delivery, Ferrari Classiche, EEC registration. Nice driving condition. Euro 275.000

BMW M 635 Csi 1986 143,000 km, full service history, very nice condition. Euro 69.500

Jaguar XK 120 Roadster 1953 Nice history, matching numbers. Euro 94.500

VSOC works as a consultant for acquisition and sales on behalf of discerning enthusiasts since 1992. Call us to discuss your wishes! More interesting cars we have available: Alfa 6C 2500 SS 1947 Alfa 6C 2500 SS Touring 1948 Alfa 1900 CSS 1955 Alfa Giulietta Spider 1960 Alfa Giulia 1600 Sprint 1962 Austin Healey 3000 Mk 3 1964 Bentley 3 - 4 1/2 Litre 'Le Mans’ 1923 Bentley 3 1/2 Litre Special 1935

BMW M635 Csi 1986 143’km Ferrari 365 GT 2+2 1970 Ferrari 328 GTB 1987 Ferrari 400 i 1982 Ferrari 550 Maranello 2000 67’km Jaguar XK 120 Roadster 1953 Jaguar XK 150 DHC 4.2 litre 1959 Lancia Flaminia Coupe 1962

Maserati Quattroporte 4700 1965 Maserati Mistral 4000 Spyder 1967 Mille Miglia cars; several available ASK Porsche 356 C Cabriolet 1965 Porsche 911 2.0 S 1967 Porsche 993 Carrera 4 1995 Triumph TR2 1954 longdoor

Contact: Alex von Mózer VSOC Mme Curiestraat 8 Sassenheim The Netherlands, Phone +31 252 218 980 Fax +31 252 218 981 e-mail: 228 Classic & Sports Car May 2018

1973 Ferrari Daytona

Aston Martin DB4 S3, 1963. (RHD).

Delivered in Rosso Chiaro with Black leather seats, this UK delivered Daytona has covered only 16000 miles from new. Ferrari Classiche Certified and maintained by the same Ferrari dealer for over 22 years. Please call for more information

MARCH 732 BDG F2, 1973. Race-ready. Ex J. Coulon & Jim Crawford. Alfa Romeo Giulietta Spider Veloce, 1958. Bristol 401 project. Chevron B16 BMW S2, 2004. Corvette C2, Coupe, 1964. FIA. Diva GT LM Alloy body Ex Jacky Oliver. Diva GT C-type, 1965. FIA. Road-registered. Ford A-Roadster Hi-Boy, 1930. Ford RS200-S Group-B, 1986. Grac MT-14B, 1972. Alfa 2.0 engine. FIA. Jaguar F-Type Project-7, 2016. LHD.

Maserati 3500 GTi Touring. Project. Maserati 3.7 Mistral Coupe. Maserati 4.9 Bora. Mercedes 300 SEL 6.3, 1969. Morgan Plus-4 DHC, 1956. Project. Morris Mini Moke, 1968. Peugeot 402 Eclipse, 1937. Porsche 911 2.4S Targa, 1972. Rolls Royce Silver Shadow, 1972. TVR Tuscan V6 LHD, 1970.

Steenweg op Turnhout 84 - 2330 Merksplas - Belgium. Tel. +32.14.478.900 Mobile. +32.476.886.518 Website: E-mail: classics

SPEEDMASTER, SPECIALISTS IN HISTORIC AUTOMOBILES Contact James Hanson on +44 (0)1937 220360 for more info

AM Classics (Surrey)

Austin Healey pecialist

Volvo P1800 64. Black, restoration nearing completion. LHD. Ex California. Pristine car. Offers around £40,000.

1965 MGB GT. Damson. Over drive, wires. Awaiting FKURPH ¯QLVKLQJ £10,995. Toyota Corolla GTi 89. Red, 1 owner, 43,000 miles. F.S.H. Electric sunroof. Beautiful, beautiful car. £10,995. 1973 MG Midget LHD. 1 owner. 56,000 miles. Yellow. £7,995. Mini Cooper S body shell (only body shell) about to dock from California. Offers around £7,500.

Austin Healey 3000 Mk 2 BT7 Tri Carb. LHD Original Californian car. Subject of an older but high quality restoration with only minimal summer use since. Finished in Healey Ice Blue /Ivory White with blue leather trim piped in white and blue weather equipment. Fitted with 72 spoke chrome wire wheels, Moto Lita wood rim steering wheel, aluminium radiator, alternator and spot lights. £65,000

Austin Healey 100/6. 1957 Early Longbridge ex US car converted to RHD and restored as a works rally replica. Fitted with a 3000cc engine, triple Webbers, side exit sports exhaust system giving circa 170 BHP. Fitted with genuine works hardtop, disc brakes all round and overdrive. Virtually unused since repaint 2 years ago. Recent new carpets, sports seats & 4-point seatbelts. £65,000

Austin Healey 3000 Mk 3 BJ8 Phase 2. 1964 Ex US car.The subject of an older total nut and bolt restoration.We refreshed the car approx.2 years ago and have maintained it over the past 20 years. Covered less than 5000 summer miles since 2004. Finished in Colorado red with black leather trim and weather equipment. Fitted with stainless steel wire wheels, spot lights, Cape sport luggage rack, aluminium radiator, Kenlowe cooling fan, stainless steel sports exhaust system and overdrive. £79,950

Porsche 911 3.3 Turbo. 1989 Highly desirable UK supplied 5 speed model. Finished in Baltic blue with linen leather interior. Fitted with electric front seats, electric sunroof, air con, original Fuchs alloy wheels, Blaupunkt Toronto stereo. This car comes complete with original unused spare wheel, tyre compressor, original tool roll, handbooks and spare keys Covered less than 45,000 miles from new, a superb low mileage example of this fantastic sports car. £134,950

1965 Morris 1000 pick up for sale £8,750. Nissan 200 SX 95. White, auto, 110,000 F.S.H. New Nissan block at 85,000 miles. ,7 , reduced to £3,750. 1989 Audi 100 2.2. 1 owner, low mileage, needs paint. Very solid £1,495. Registration: 111MT £15,000 (May PX for classic). Registration: TO131 offers over £5,000 Contact Paul on 07593 438955 or 07939 432374

01723 361 227 | Murray Scott-Nelson, Beaconsfield Street, Scarborough YO12 4EL

Classic car restoration project wanted up to £20,000 May 2018 Classic & Sports Car 229


Marcel Roks Consultants


The Finest Mercedes Cars from the 1960s to 1990s

TELEPHONE 01257 470034 FAX 01257 470036 MOBILE 07944 890271 e-mail






Cheshire Classic Benz

S280 Saloon 1998S Brilliant Silver, grey leather, 5 speed auto, cruise, climate, elec seats, elec sunroof, leather gearknob, original alloys, FSH, 73,000m . . . . £7,450

SL320 Roadster 1994L Blue/Black met, hardtop, black soft top, Mushroom leather, 5 Sp auto, cruise, original 8 hole alloys, FSH, two owners, only 19,000m £22,950

230TE Estate 1984B Midnight Blue, blue cloth, wood trim, auto, 4x elec windows, sunroof, split fold rear seats, 7 seats, orig alloys, 3 owners, FSH, 99,000m . £10,950

280SL Roadster 1985C Midnight Blue, hardtop, black hood, blue leather, auto, aircon, elec windows, rear seats, original alloy wheels, FSH, 90,000m . . . . £24,950

SLK320 Roadster 2001/51 Sapphire Blue met, blue/black leather, 5 speed auto, climate, cruise, elec seats, orig AMG alloys, FSH, ONLY 12,000m . . . . £12,950

E320 Sportline Cabrio 1996N Azurite Blue met, grey leather, blue hood, 5 speed auto, cruise, htd seats, wood/lthr steering wheel, orig alloys, FSH, 81,000m £17,450

Viewing by Appointment 15 minutes from Manchester Airport. 1hr 41min from Euston by train tel: 07980 241177 or 01625 260913 email: See for full descriptions and more photos

Classic Cars Northwest 01253 734199 - - 07909 231414 Lytham St Annes, Lancs.


1953 Riley RME Roadster. Stunning Ex NEC Showcar! Craftsman DHC Conversion with great attention to detail. Real crowd puller. £23,995

1954 Alvis TC21/100 “Grey Lady” Saloon. Maintained and Restored by Red Triangle Ltd. Bills for over £45k. Looks and drives accordingly. £21,995

1959 Jaguar MkIX. Undoubtedly one of the finest specimens worldwide. Professional restoration to the most exacting standards. Non-repeatable. £47,995

1967 Daimler V8 250 AUTO/PAS. Very attractive car in Bermuda Blue. Has just emerged from lengthy restoration. Thousands spent. Photos available. £16,995

1960 Landrover Series 2. Benefits from a full and uncompromising rebuild with superb detailing. Many new panels. Could pass for NEW. £24,995

1950 Bentley MkVI Special by Peter Rae. Professionally designed and built. Features in Ray Roberts Book of Bentley Specials. Lots of history. £59,995

1965 TVR GRIFFITH 400 (EX WILLIE GREEN) - ONE OF THE ORIGINAL 20 ULTRA RARE RIGHT HAND DRIVE TVR GRIFFITH 400 EXAMPLES MANUFACTURED / FULL CURRENT F.I.A. PAPERS / FRESHLY REBUILT V8 ENGINE TO THE LATEST HIGHEST SPECIFICATION BY 1967 MASERATI MISTRAL - RARE ORIGINAL RIGHT PETER KNIGHT / FEATURED IN OCTANE MAGAZINE HAND DRIVE EXAMPLE / RARE ORIGINAL ALUMINIUM NOVEMBER 2013 / SERIOUS OFFERS INVITED!!! BODIED EXAMPLE / RECENTLY RESTORED WITH ELIGIBLE FOR WORLDWIDE HISTORIC EVENTS INCLUDING GOODWOOD! LITTLE MILEAGE SINCE. For almost 40 years we have specialised in Export Sales, outside of the UK. The majority of our clients are located overseas. We can offer low cost transport to the following destinations: DUBAI - PORT JEBEL ALI / PORT RASHEED. HONG KONG PORT. MALAYSIA - PORT KLANG. England - Portsmouth / Dover / Harwich / Southampton / Newcastle / Hull / Belfast / Ashford / Folkstone. Italy - Milan / Verona. Greece – Athens . Spain - Madrid / Barcelona / Zaragoza / Valencia / Seville / Malaga. France - Paris / Lyon / Bordeaux / Nice. Belgium - Brussels / Liege . Holland – Amsterdam. Germany - Dusseldorf / Berlin / Stuttgart / Hamburg. Sweden – Gothenburg. Norway – Oslo. Finland – Helsinki. Denmark - Greve / Esbjerg. Czech Republic – Prague. Poland – Warsaw. Switzerland - Zurich. Hungary – Budapest. Austria – Vienna . Eire – Dublin. Also, of course we can arrange LOW COST SHIPPING to ANY country!!!!

230 Classic & Sports Car May 2018

1964 COOPER MONACO TYPE 61, 327 fuel injected Chevrolet V8, 4-speed BMC Huffaker transaxle. Extensive documented race and ownership history. All original, recent comprehensive race prep, spare engine, body work and log book. $375,000USD

1967 PORSCHE 911S, Polo red/black. The first year of the S. Matching #s, Certificate of Authenticity, 2.0 liter 5-speed, rebuilt motor gearbox interior and paint, original Fuchs wheels. Looks, runs and drives like new. $195,000USD

2009 FERRARI 430 SCUDERIA, Red/blk, 2-owners, 9300 mi, 1966 LAMBORGHINI 400GT INTERIM, Black/beige. Rosso calipers, Alcantara upholstery, red stitching, carbon Matching #s, rare, 1 of 23, with 4-liter engine in light fiber doors/steering wheel, Ferrari blue tooth, extinguisher, 350GT body. Complete mechanical and cosmetic tools & manuals. Factory certified, as new. $219,000USD restoration to show quality standards. $695,000USD.

1975 MASERATI BORA 4.9, Rosso Fuoco/Crema, 11,300 miles. 1 of 29 built in '75. Fully documented original example, original books, records, & tools. A true collector-grade investment, which can be shown and enjoyed on rallies & the road. $185,000USD

1989 PORSCHE 930 FACTORY SLANT NOSE TURBO CABRIOLET, 9,000 miles, black/linen, 1 of 25 factory built cars, 5-speed. Books, tools, window sticker, rosewood dash, piping, limited slip differential. As new. $295,000USD.



350 ADAMS STREET, BEDFORD HILLS, NY 10507 Tel 914-997-9133 Fax 914-997-9136

Sales, Service & Restoration Ferrari Specialist

Tel: 0118 983 1200 | Email: | The Courtyard Garage, James Lane, Grazeley Green, Reading, Berkshire RG7 1NB

Ferrari 360 Modena-Manual

2008. Morgan Aero-8 Series 4, Automatic. Finish in Morgan Sport black with Burnt Orange leather interior and black mohair hood. This very striking Aero with its professionally polished Aeromax wheels has covered just 25,808 miles from new and has a full dealer service history with the last service only 300 miles ago completed by the factory. With all the usual Aero refinements: air conditioning, power steering, ABS, electric window with Aeromax wheels, sports exhausts and mohair hood cover as factory options. £59,995

2001 - Two Owners. 10,000 Miles

2017. Morgan Plus-4 Gdi. Finished in Morgan Sport Ivory with Yarwood Mulberry leather and Maroon mohair weather equipment. Our current demo car with only 1,200 miles and absolutely like new but with a huge saving from list. A beautiful specification with all the correct options â&#x20AC;&#x201C; please call for full details. £49,995


2017/67. Morgan 3.7 Roadster. Our current demonstration car. As new, only 300 miles. Morgan Sport Black with Yarwood Honey Tan leather and black mohair weather equipment with easy-up hood. The comprehensive options list includes:Power steering, Stainless steel wire wheels, Sports exhausts, Walnut dash & matching Moto-lita wheel, Over riders, Mesh grille, Tread rubbers and much more â&#x20AC;&#x201C; Huge saving from new list. £59,995

2017. Morgan Plus-4. Available immediately. Brand new with zero miles but without the waiting list â&#x20AC;&#x201C; We are delighted to offer this beautifully specified Plus-4. Finished in Land Rover Aintree Green Metallic with Yarwood caramel leather and green mohair weather equipment. The comprehensive options list includes:- Stainless steel wire wheels, Walnut dash & matching Moto-lita wheel, Over riders, Mesh grille, Tread rubber. £54,795 on the road

Ferrari 512 BBi

Ferrari 355 GTS

£299,990 1983

£99,990 1998

Ferrari 365 GTB/4 £699,990 1972 2013. Morgan 3.7 Roadster. Sport Black with Yarwood Saddle tan leather interior. 5 x stainless steel wire wheels, front and rear over riders, mohair weather equipment with tonneau cover, sports exhausts, walnut dash, elasticated door pockets, sidescreen leather inner pads, Moto-lite wooden steering wheel, stainless steel indicator/wiper stalks, paint film protection, two eared spinners, luggage rack, mesh grille and much more. Beautiful condition, full history with only 11,500 miles. £44,950

2006. Morgan 4/4 70th Anniversary Edition â&#x20AC;&#x201C; 1941. British Racing Green with Chestnut leather and black vinyl weather equipment. 2 owners and just 10,000 with full history. Folding windscreen, 9 stud easy-up hood, cream instruments faces, mohair hood cover, side-screen bag, spare wheel cover, elasticated door pockets, leather bonnet strap, over riders front & rear, luggage rack and Moto-lita wooden steering wheel. The 1.8 Duratec engine with the slick 5 speed gearbox. £31,950

Visit our website at - www.RTCC.CO.UK - for more details


Ferrari Testarossa £99,990 1990

Ferrari 365 GT 2+2 £239,990 1968

Ferrari 365 GTC/4 £279,990 1972

Experience the Experience. Sales: 01428 606616 Service: 01428 606606

May 2018 Classic & Sports Car 231


1986 Mercedes-Benz 190 E 2.3 Automatic **BRAND NEW**

DEALER SHOWCASE Over 40 Replicas / Classic Cars in stock


2006 AC DAX De-Dion Cobra. 6.3 V8. SVA/IVA Registered July 2006 and only 9429 miles since. Powered by an awesome 6300cc / 383ci stroked Chevy V8. A truly superb car. £45,000

2012 AC DAX Cobra replica (De-Dion Chassis). This amazing Dax De-Dion was engineer built and IVA registered 01/10/2012. Extended footwell! Powered by a Huddart built 400ci, 6.6ltr Chevrolet V8. £55,000

2000 AC Cobra 427 SC by RAM. Powered by a Chevy 350ci 5700cc V8, 5 speed Tremec TKO500 gearbox. A superb Cobra with a Raynard chassis at only £37,500

Triumph TR4 A IRS. 1967. Triumph TR6.1975. Overdrive.wire BMW Z3M Roadster. 1999V Overdrive. Nut and bolt rebuild with Wheels.UK car ....................... £23,995 Hard top. 52,000 miles. Full service photos. Wire wheels.. ...............£29,995 history.........................................£24.995

1998 AC DAX Cobra V8. This Dax Cobra was registered 1998 and has covered 11729 miles since new. Powered by an all aluminium Rover V8 engine and 5 speed gear box. A great fun car at an excellent price £27,995

1975 Triumph TR6. Supplied by British Leyland Motor inc. Jacksonville U.S.A. Heritage certificate included shows all matching. Must be seen to appreciate how nice it is. £19,995

Aston Martin DB6 MK1. This matchingnumbers DB6 is finished in original California Sage with tan trim. Registered 14/01/1966. Serious enquiries please call us for more detailed information or to arrange viewing. £325,000

Ford Anglia 105 E. Deluxe. 1966. MG MIDGET 1972. 1275cc. Austin Healey Frogeye Sprite. 1960. Award winning. Restored......£14,750 Black with chrome wire wheels. Restored. .................................£17,995 Nut and bolt rebuild. ...............£9,995 2006 AC Cobra by Gardner Douglas Powered by Fords 302ci 5000cc V8, A superb driving car. 1 owner. SVA/ IVA tested 2006. 16in Halibrandalloys. Stainless steel underslung exhaust system. Tonneau cover. £34,995

Ford GT40 By GTD Supercars. Tuned Ford 302ci V8, Roadcraft specification estimates over 367bhp/ 340lb ft Wilwood 6 pot brake callipers. The most amazing sounding car ever!! Magazine featured! £79,995

1970 Chesil Speedster. Powered by a superb Porsche 3000cc air cooled flat six, 5 speed Porsche gear box. Amazing tubular wishbone suspension with uprated disk brakes front and rear, Coil-over shock suspension. The best 356 speedster we have ever seen and driven £39,995

MGA 1600 Coupe. 1960, 5 speed MGA Roadster 1600. MK I. 1960. MGB Roadster. 1967. O/D. Rebuilt on gearbox. Nut and bolt rebuild Chrome wire wheels. Restored by Heritage shell. Chrome wire wheels. .................................................. £28,500 BMW dealer. ............................ £34,995 ......................................................... £ 15,995 1981 TEAL BUGATTI TYPE 35. Tourer Teal Type 35 Tourer (Bugatti replica) Aluminium bodied, superb 18” wire wheels. Powered by a sweet 1800cc manual gear box. £39,995

1966 Ford Mustang GT. This is a truly great example of a 1966 Mustang GT. Automatic. It’s the 289 ci, A Code 4.7-litre with its light and crisp colour combination it does not fail to impress. £44,995

Lancia Delta Integrale 16v HF Evolution 1. Only covered 87206 km (53344 miles) from new. Full cam belt service only 500 miles ago. Very good investment potential. £42,500

Telephone: 07711 630348 or 01992 573564 Email:

Mercedes C220D. AMG Sport. 2013. Auto. 33k. Black........................................................................................................................ £15,000 Austin 7 RN Saloon. 1931 . Nut and bolt rebuild..................................................................................................................................... £9995 MG Midget . 1972. 1275cc. RWA. Red .................................................................................................................................................... £9995 Austin Mini Clubman.1100cc.1978. 8000 miles from new. ....................................................................................................................... POA

We are anxious to purchase cars similar to the above for cash Balsall Common, Warwickshire


Sport & Classic Car Specialist

Tel: 0117 956 7144

1974 Ford Escort RS 2000. Total 1964 ROVER P4 110. Manual. 66000 miles. RHD. Restoration just carried out - built to full With Overdrive, last year made this model, totally Rally Spec, ideal for Road Rally. Lots of original condition. Garaged all its life, would be very Modifications would have cost lots more hard to find one in this good a condition. £10,995 to build! RHD. £39,995

1964 Triumph TR4. Manual. 60,000 miles. RHD £28,995. British Racing Green. Fully restored 20 years ago, chrome wires, low mileage due to originally from Jersey. £28,995

1972 Triumph TR6 150 BHP. Manual. 70K miles. Man/O, last owner since 1985, engine, gearbox & axle over hauled, re-paint & carpet set, full documented history, 12 months MOT, Full and half Tonueau. £26,995

1974 Ford Escort RS 2000 MK1. Total nut & bolt restoration, superb condition throughout. Full history. Manual. RHD. Original engine with car but running on a tuned new Pinto engine at the moment, also with car. Winner of several shows. £49,995

2014 Morgan 4/4 Baby Blue, black leather, elasticated door pockets, bonnet strap, black wire wheels. £34,750

1995 Morgan +4 Jaguar Silver Frost, blue leather, chrome wires, clock, Speediit hood, luggage rack. £25,995

1996 Morgan +4 4-seater Connaught Green, black leather piped green, walnut dash, luggage rack, Moto-lita. £25,500

2000 Morgan +8 3.9 litre Corsa Red, black leather, luggage rack, tonneau, clock, alloys, Moto-lita wheel. £29,995

Car. £19,995

1989 Mercedes Benz 560 SEC. 1974 Pontiac Transam 455 SD. 1972 Rover P5 Coupe. 3500cc. 7500cc. Manual. LHD. £99,995 Manual. 83,000 miles. RHD. Superb 5600cc. Mileage 58,000. RHD. Just Condition, new tyres and steering box arrived...awaiting prep - STUNNNING! just fitted. £22,995 £25,995

Cars wanted similar to above. Please call with whatever available! 232 Classic & Sports Car May 2018

1985 Morgan 4/4 Signal Red with black interior, walnut dash, luggage rack, aluminium body & wings. £18,500

1968 Shelby GT 500. 7.5 litre. Manual. LHD. Just completed a 2 year full restoration by Cleevewood Garage, 5 speed conversion & power steering rack fitted. Original engine, a very rare car indeed! £140,000

1975 Triumph Stag. 3000cc. Manual. 1967 Jaguar E Type Series 1. 1965 Ford Mustang Coupe 289. 5.7 Litre. RHD. Man/O, Black, chrome wires, Opalescent green metallic. Fully Manual. LHD. Pony interior Good Solid comes with a large history file. £15,995

restored, a very nice car. RHD. 4.2 Litre. Manual. £140,000

2016 Morgan Roadster 3.7 litre Sport White, mulberry leather, wood dashboard, luggage rack, Moto-lita, 1 owner. £50,950

01234 750205

High Street, Cranfield Beds MK43 0BS email: •


1974 Austin 1800 Auto Mk11

Sprite, red interior, 948cc, 11,000 miles since new, drum brakes, steel wheels, immaculate and untouched restored ......................£18,995 throughout ............... £11,995 1978 Peugeot 504 Cabriolet

1965 Sunbeam Tiger Mk1 260

Year of manufacture 1995 Recorded mileage 25,365 Asking price £79,000 Vendor Desmond J Smail, Olney, Bucks; tel: 01234 240636; WHEN IT WAS NEW Price £148,545 Max power c350bhp Max torque 443lb ft 0-60mph 7 secs Top speed 140mph Mpg 15

2.0 litre, 29,000 miles since 52,000 miles and three owners new, left hand drive, lovely since new, unrestored, original car ...........................£29,995 ....................................£69,995

01622 851841 Percival Motor Company. The Old Forge, Pye Corner, Ulcombe, Maidstone, Kent ME17 1EH

1971 Mercedes 280 SE 3.5 convertible

This imposing wagon was crafted from a Flying Spur – basically a longwheelbase Silver Spirit III with Bentley Turbo R mechanicals – by West Coast Creations in California in 2011. It came home in 2014. Only 50 Spurs were planned and this is 42, though that number was used twice in different markets because 134 were built in all. And this is probably the only estate. The alterations were done in aluminium, and the result could have come out of Crewe, with unique tailgate instead of a modified donor. Panel gaps are all good. It wears undinged bumpers from a 1998 ‘New’ Silver Spur and late Corniche alloys, but it all integrates well, the original BRG now topped with a lighter metallic. The tyres are well-treaded 2011 Avon CR227s. It’s in splendid order, too, with no scratches or scrapes, and the interior is near-perfect. The first owner specced the lightest shade of walnut available and the exquisite veneers are still excellent. The driver’s seat outer bolster is lightly creased and cracked but that’s about it. The factory Rolls-Royce umbrella is still clipped in place and even the sound system demo tape remains in the car. There are nine stamps in the service book, from supplying dealer Jack Barclay, from Graeme Hunt and the most recent from P&A Wood. It’s just been serviced again and given a fresh MoT, while older test certificates confirm the low mileage. The motor is mostly hidden under beauty covers but the fluids are all new, and there seem to be no leaks from the steering rack. It starts nearsilently and simply ‘thfffts’ away. Changes in the four-speed 4L80E auto are smooth and it kicks down readily enough, though even when you’re being more gentle it surges forward on a wave of torque, the prow lifting like a torpedo boat. It’s great fun, bringing with it a slightly worrying sense of responsibility as you remember it weighs 21/2 tonnes. There’s nothing as vulgar as an econometer, but the oil-pressure gauge shows full deflection, temperature is at the low end of ‘Norm’and it reads 14.5V. Everything works, including electric windows, seats, cruise control and manual gear holds. It will come with an MoT until February – but not, sadly, that number.


This is a very rare right-hand drive car that is in immaculate condition. Silver with blue interior and matching hood. Automatic, air conditioning, radio.

Price £225,000 Tel: 079 807 11444 Private sale

EXTERIOR ∑ Straight; sharp; no blemishes INTERIOR ∑ Sumptuous; almost perfect MECHANICALS ∑ Drives faultlessly VALUE +++++++,,, For Superbly done; superbly kept Against It’s massive, with a likely massive thirst to go with it SHOULD I BUY IT? You’ll have the only one in the paddock for the same as a topcondition Rangie CSK. A Superior Automobile, recommended for those deep of pocket

May 2018 Classic & Sports Car 233

DEALER SHOWCASE Whether your car needs restoration or an annual service, we have the skills and experience to hand. Although we are Ferrari specialists we provide servicing and restoration for Maserati, Aston Martin, Jaguar, Bentley, Rolls Royce and de Tomaso, from our workshop based on the Surrey / West Sussex border.

01306 627770 Unit 12 Ridge Farm, Horsham Road, Rowhook, Horsham, West Sussex, RH12 3QB

Porsche 930 Turbo 1975

Chassis no. 930.570.0219 Highly-sought after ultra-rare model. One of only 274 built for 1975 inaugural model year. Matching-numbers example in special order paint color Gazelle Metallic Paint. code Z7 with Brown Beige Leather interior. For further information contact


1974 DeTomaso Pantera L


1967 Jaguar Series 1 4.2 OTS

234 Classic & Sports Car May 2018


1985 Porsche 911 Carrera Targa


1952 Jaguar XK-120 3.4 FHC



1953 Mercedes-Benz 220A Cabriolet 1959 Porsche 356 A Convertible D


1962 Jaguar Mark II 3.8 Sedan


1960 Jaguar XK-150 3.8 DHC


1969 Chevrolet Camaro


1967 Jaguar-XKE Series 1 4.2 OTS




WORKSHOP The Workshop section, where you will find everything you need for you and your classic












020 8267 5772

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236 Classic & Sports Car May 2018


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of customers would recommend Carole Nash Based on reviews from July 2017 – December 2017

UK opening hours: Mon - Fri 8am - 8pm, Sat 9am - 5pm. As with all insurances, terms and conditions apply. †Based on an average customer saving 33% compared to buying three separate Carole Nash policies. Average customer = 51 year old male driving a 1972 MG B; a 1971 MG B and a 1972 MG Midget. Savings accurate as of 18 September 2017. Carole Nash Insurance Consultants Ltd is authorised and regulated by the Financial Conduct Authority, irm reference no. 307243. Carole Nash is a trading style of Carole Nash Insurance Consultants Ltd, registered in England and Wales no. 2600841.

May 2018 Classic & Sports Car 237




Lynbrook policies* were developed to offer wide cover with bespoke specialist servicing and sensible pricing. Over 25 years improvements and additions have been constantly developed to address the demanding and changing needs of our clients. WE ARE DIFFERENT • We are a 3rd generation family owned business started 45 years ago • We build, restore, service and compete in our own vehicles • As consumers ourselves we understand what YOU need as compatriot enthusiasts • Our policies were designed by us 25 years ago - and have yet to be equalled • We offer more than our competitors - but generally charge less ** • We do not operate Call Centres but like to talk to you - via our UK based staff • We offer all embracing cover - not stripped out policies to save a few coppers • We do NOT charge fees or have hidden charges • We offer quality cover to discerning clients, but do not insure “just anyone” • We would love to hear from you - and would welcome your call. We want to get to know you, and hopefully, you us.

WE TRY TO BEAT COMPARABLE QUOTATIONS THOUGH OUR QUALITY IS INCOMPARABLE * We offer insurance for Classic and Vintage cars and motorcycles, three wheelers and motorhomes ** We may offer (for instance) automatic inclusive Agreed Value cover up to £7500 with no paperwork involved or extra cost - just some photos e-mailed to us

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238 Classic & Sports Car May 2018



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240 Classic & Sports Car May 2018


?- 5)6=.)+<=:- )6A <A8- 7. 0)6,5),8)6-4; )6, +0);;1; <7 7:,-: We are now Manufacturing Original FIA Cobra 289 and Cobra 427 Chassis and Bodyâ&#x20AC;&#x2122;s with original Suspension and running gear.

           Now available as body and chassis package, or Roller based cars.

-;< !  North Devon Metalcraft Ltd, Unit 6 Lauder Lane, Roundswell Business Park (West), Barnstaple North Devon, EX31 3TA



Classic Restorations (Scotland) Ltd

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SERVICES INCLUDE &/$66,&&$55(6725$7,21$1'5(),1,6+,1*

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Past Parts Ltd Brake Remanufacturing Service

We can restore your old Brake Cylinders by sleeving the bore in Stainless Steel. This process is suitable for all types of Hydraulic Brake and Clutch Cylinders and Servos PRODUCT RANGE Master Cylinders, Wheel Cylinders, Brake Calipers, Brake Servos, Seal Kits & Spares, Brake & Clutch Hoses Brake Pads & Shoes, Brake Discs & Drums 3 in 1 Clutch Kits, Clutch Covers, Plates & Bearings, Steering & Suspension Wheel Bearing Kits, Waterpumps

Component Parts for Older & Classic Vehicles, Cars, Trucks, Buses, Fork Lift Trucks, Plant & Agricultral, etc. PAST PARTS LTD Unit 4 Chase Road, Northern Way Ind. Estate, Bury St Edmunds, Suffolk, IP32 6NT

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We supply a comprehensive range of wiring products for UHSDLUPRGLĂ&#x20AC;FDWLRQRUFRPSOHWH rewire to your classic car.

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Available from selected workshops and retailers

Visit Or call 01869 229240 Penrite Classic Oils, Bicester Heritage, Oxfordshire, OX26 5HA

At Trinity Engineering we pride ourselves on our ZRUNPDQVKLSZKLFKLVUHĂ HFWHGLQVRPDQ\FXVWRPHUVFRPLQJ back to us. For 18 years we have proudly restored, serviced, enhanced and repaired all post war Aston Martins and /DJRQGDVIRUVDWLVĂ&#x20AC;HGFXVWRPHUVDOORYHUWKHZRUOG For the last 8 years we have enlarged our workshops and now provide the same level of service to all modern Aston Martins from the DB9 to the latest V12 Vanquish. We are fully equipped with diagnostic equipment and experienced engineers. We are located in rural Surrey within easy reach of the M25 and A3 motorways and can undertake any project large or small. The coffee is always on the go so call in and meet Tim and his team for an informal chat and let us show you around our new purpose built workshops.

Tel: 01932 862040

Fax: 01932 868747


Lovelace Works, High Street, Ripley, Surrey, GU23 6AF

May 2018 Classic & Sports Car 245



Oak frame buildings ideal for self-assembly or by our expert team


ÂŁ4,900+ VAT* *T&Cs available upon request. Offer ends 30/06

2XWGRRU/LYLQJ_*DUDJHV_'XDOSXUSRVHEXLOGLQJ_*DUDJHĂ&#x20AC;UVWĂ RRU_+RPHRIĂ&#x20AC;FHV_*D]HERV Please visit our website to see further examples of our product range. You can also now design your own garage using our â&#x20AC;&#x2DC;Quote my Designâ&#x20AC;&#x2122; tool online.

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246 Classic & Sports Car May 2018

For almost 40 years, we’ve been the market leader in supplying innovative solutions in car protection. British designed and manufactured we’re proud of our heritage and it shows in the unrivalled quality of our covers.

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Garaging ~ Carriage Houses ~ Workshops Call us today on 01380 850965 May 2018 Classic & Sports Car 247





metex car covers THE FINE CAR STORE ‘Caring for fine automobiles’ The Fine Car Store is located in the heart of rural Cheshire, within 15 minutes direct access to Manchester International Airport and only 2 hours by rail from central London. We offer bespoke, discreet, secure, dehumidified automotive and motorcycle storage solutions. Our facility caters for vehicles from 1900 to the present day, all comprehensively insured and professionally maintained.


t Long and short term, de-humidified, purpose built, rural facility

t Comprehensively insured with 24hr CCTV t We cater for veteran, vintage, classic and modern automobiles and motorcycles

t Single acquisitions and multiple collections t Prestige airport parking and client transfer t UK and European enclosed, discreet collection and delivery service

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248 Classic & Sports Car May 2018

ŹPRICE EXAMPLES BELOW - please phone for the price of a cover for your car.

Alfa Romeo GT Junior BMW 2002 Bentley Turbo R Rover P5 Triumph 2.5pi Volvo P1800E




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CARSAFE secure storage for classic and performance vehicles tel: cambridge 01223 299011

RICHARD THORNE CAR STORAGE BERKSHIRE – M4 J11 3 MILES 20 mins from Heathrow – dehumidified, alarmed building. MOTs, mechanical checkovers, collection and delivery, and valeting. Tel: +44 (0)118 983 1200 Fax: +44 (0)118 983 1414 250 Classic & Sports Car May 2018


Maserati, the Family Silver By Nigel Trow

The most detailed Maserati history ever

‘A masterpiece of writing and research’ Veloce Today ‘The text is augmented with superb photos…the older shots are so atmospheric’ Auto Italia ‘The classy feel is ably backed up by the words…’ Motor Sport ‘Buy your copy now…it’s certain to be worth considerably more in years to come’ Octane Magazine Winner: Guild of Motoring Writers Mercedes/Montagu of Beaulieu Trophy 2016

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Classic and Modern Vehicle Storage NEWBURY, BERKSHIRE (M4 JUNC 13 4 MILES) Collection and delivery anywhere, servicing on site Call us for long or short term prestige storage

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Website suppliers of Airflow products

07768 056254 OR 01488 71247 | | 01274 688990 May 2018 Classic & Sports Car 251


CLASSIFIED To advertise your car in next month’s classified, call us on 020 8267 8545; fax: 020 8267 5404; e-mail: Deadline is Friday 13th April. ADVERTISE FOR £40 INC VAT (£70 if photo included) Classified advertising in Classic & Sports Car is £40 for 20 words and £1 per word thereafter. Cheques payable to Haymarket Publishing Ltd, or a postal order must accompany your advertising copy. Send to Classic and Sports Car Advertising, c/o Tahir Saleem, Haymarket Publishing Teddington Studios Broom Road Teddington Middlesex TW11 9BE. OR TELEPHONE US You may telephone your classified advertisement to us by calling 020 8267 5937 during office hours (quoting your credit card number). PLEASE NOTE No alterations, cancellations or refunds possible. Classic & Sports Car reserves the right to refuse or withdraw advertisements at its discretion and does not accept liability for printers’ or clerical errors, although every care is taken to avoid mistakes. Advertisements received too late for a particular issue will automatically be inserted in the following issue unless otherwise instructed. TRADE DESCRIPTIONS ACT 1968 Advertisers should pay close attention to the requirements of the Act, particularly regarding accurate descriptions of all goods offered for sale. CLASSIFIED DISPLAY £20.00 per single column centimetre, minimum £96 inc VAT for 4cm inclusive of any photo use. BOX NUMBERS There is an additional charge of £20.00 UK and £30.00 overseas for all box number ads. Reply to Box No.... c/o Tahir Saleem, Classic and Sports Car Advertising, Haymarket Publishing Teddington Studios Broom Road Teddington Middlesex TW11 9BE DBSV8 5-SPEED MANUAL ZF SILVER, with a Blue Leather, one family owned for 40 years, £115,000. Byron International. Tel: 01737 244567.

A Earley Engineering Limited Alvis Specialists +44 (0)1981 250 244 Visit our new website | Servicing

| Chassis engineering

| ZĞƐƚŽƌĂƟŽŶƐ | Engine builds | Upgrades

| Coachbuilding

| Sales

| Bodyshop

1957 A35 VAN with period modifications MG Sprite engine, suspension, brakes. 800 dry miles since restoration. Email or 07703 116333 £12,250 Private

AMV8 SERIES III, Auto, Emerald Green Metallic, with a Black Leather, Front Arm Rest, Fog Lamps, extensive MOT and documented service and restoration history file since new in 1975, which confirms the current odometer reading of just under 58,000 miles, according to the late second owner and factory Warranty Card, the car was originally finished white but at the request to AML by the first owner, the car was refinished in the now stunning colour to match that of a Corgi or Dinky model he had as a child, £89,950. Byron International. www.allastonmartin. com Tel: 01737 244567. V8 VOLANTE JUNIOR, Automatic, Dark Blue Metallic with Magnolia Leather piped Blue, make a big boy happy this Christmas, £19,950. Byron International. Tel: 01737 244567.

One of the largest selections of Classic Cars for sale in the USA

V8 COUPE, 1999, Auto, Dark Blue with Beige leather, F.S.H., £T.B.A. Byron International. www. Tel: 01737 244567.sales@

VANQUISH 2+2 Manual Gear Shift conversion by Works Service, Antrim Blue with Parchment and Pacific Blue interior, Red Coloured brake callipers, Linn Audio, Satellite Navigation, Tracker Alarm, £99,950. Byron International. Tel: 01737


V8 VOLANTE SERIES I, 1981, Auto, R-R Royal Blue Metallic with a Dark Blue Mohair Hood and Fawn leather, BBS Alloy Wheels, Auxiliary Driving Lamps, Head Rests with Pads, extensively restored, £159,950.Byron International. www.allastonmartin. com Tel: 01737


Tel: +1-618-635-7056

V8 VOLANTE SERIES II, Fuel Injection, 1986, Manual 5-Speed ZF,Balmoral Green Metallic with a Dark Green Mohair Hood and Magnolialeather, BBS Alloy Wheels, Auxiliary Driving Lamps, Head Rests with Pads,extensive service history by marque specialist, £189,950.Byron International. www. Tel: 01737 244567.sales@ VIRAGE VOLANTE L.H.D. Automatic, Black with a Beige Leather, £79,950 Byron International. www. Tel: 01737 244567. sales@

AUSTIN HEALEY FROGEYE SPRITES WANTED. Also small selection of properly restored Frogeyes and later Sprites for sale. For current stock check www. or tel. Mike Authers Classics, specialist in Midgets and Sprites in Abingdon on Tel 07703 465224

AUSTIN HEALEY 1966 3000 MK III PHASE 2 BJ8. Ice Blue/Old English white. Original UK car in superb condition with original log book and full service history. Heritage certificate. Present owner last 20 years. Call 023 92520102 (Gosport) for more details. Offers over £56,000

1934 AUSTIN 12/4 ASCOT - £14,250 Gavin McGuire - 01892 770310 or 07770 316482 E-mail or web www.

1999 ASTON MARTIN DB7 I6 VOLANTE Alfred Dunhill £49,995Very rare ? number 57 of 150. 22 services, superb 01798 874477 1935 ALVIS SPEED 20 - £39,950 Gavin McGuire - 01892 770310 or 07770 316482 E-mail or web www.

252 Classic & Sports Car May 2018

VIRAGE VOLANTE 6.3 ?Wide Bodied? 4-Speeed Automatic, OZ Alloy Wheels, British Racing Green with a Black Mohair Hood and a Parchment Leather interior, continuous service history from new, £129,950 Byron International. www.allastonmartin. com Tel: 01737 244567.

V8 LIMITED EDITION COUPE, One of only 9, Auto, Deep Jewel Green Metallicwith Special Tan leather, less than 12,000 miles approximately and only twoowners since new, serviced by the same Aston Martin Dealer, an outstandingcar and an undiscovered gem, £89,950. Byron International. www. Tel: 01737 244567.sales@

DB4 SERIES IV, L.H.D. Aegean Blue with Black leather, extensively restored,looks beautiful, matching numbers and very rare as an original lefthand drive,£525,000. Byron International. www. Tel: 01737 244567.sales@

1936 BMW 326 CONVERTIBLE - £59.500 Gavin McGuire - 01892 770310 or 07770 316482 E-mail or web www.

DB7 VANTAGE AUTO, Mendip Blue with a Parchment and Pacific Leather interior, F.S.H. a beautiful looking Aston Martin at only £37,950. Byron International. Tel: 01737 244567.

1939 BMW 327/80 CABRIOLET - £185,000 Gavin McGuire - 01892 770310 or 07770 316482 E-mail or web www.

01480 484 862


Outstanding V8 AC Cobra 427 Roadcraft SR Unique Registration EJJ 1J. 12,500 miles. £34,995.

1960 DAIMLER DART SP250 £39,995Huge history file, magazine featured,one of only 2654 01798 874477

F Ferrari 360 F1 Spider

1953 BUCKLER MARK 10. Rare 100E and Taylor aluminium bodied car.Three owners and never used on the road. Original build finally finished. Present owner since 1991. Ready to register and put to proper use. Details phone Peter Silverthorne 01189406633 View Bristol £10,000

2001(Y reg). 12,000 miles with F.S.H (Just had major service). Many options. £79,995 Please contact Mr M. Wise Tel: 07836 622234 Email:

Hi-output 350 Chevy 5.7 litre V8 – awesome sound. 4 barrel Holley carb. S/S side exhaust pipes. S/S detailed engine bay with full chrome engine dress & braided hoses. S/S roll bar. 5 speed gearbox. Halibrand alloy wheels with BF Goodrich tyres. Cobra Moto-Lita wooden steering wheel. Front and rear chrome nudge bars. Cream leather seats, black piping. Full harness seat belts. Tonneau cover. First registration: 1973. Year of build 1996. Existing owner purchased 2011, full invoice history. Taxed & MOT. Private sale.

Ferrari 250 GTE BMW Z3M ROADSTER 59,000 miles, perfect condition £30,000. Tel 07899 324763 Email or visit:

Newsletter Publishes four times per year. Annual Subscription: North America - $45 USD All other countries - $65 USD

Contact: Janine Harris: 01245-456503 8am – 5pm weekdays.

Please direct all enquiries to: Tel: +1 703 999 7646

1974 BEDFORD SB5 Plaxton Panorama Elite C41F, a super coach, drives well and very tidy, could make a great race transporter. Price inclusive of VAT £9,500. The Motor Shed Tel 01869 249999 www.

Enthusiastic buyers of

Classic Cars All interesting classics wanted by genuine enthusiasts From barn finds to concours show winners. Anything considered - Exotic, Vintage, Sports, Hot Rods, American, RS Fords, Replicas etc.


Discretion assured. 1955 BENTLEY R-TYPE coach built saloon by H J Mulliner, automatic, 4.5 liters, sound and largely original, drives very well. £35,000. The Motor Shed Tel 01869 249999 www.vintageandclassiccars.

C 07980 982367 / 01245 248888 WANTED: Classic Ferrari of the '50s, '60s, '70s wanted for straight purchase or consignment., Tel: +1-203813-8300.


1963 CHEVROLET CORVAIR MONZA SPYDER. Turbo convertible 4 speed, new XAS tyres. Flat six air cooled. Very rare, much work done but requires engine/gearbox/ diff re fitting. As featured in C&SC running reports. Very reluctant sale £15000.00 ono tel 07798797262

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01480 484 862






F Ferrari F430 Scuderia Classic vehicle restoration, service and sales. From MOT and service to full restoration, from Triumph TR to Ferrari Dino we are here to cater for all your classic vehicle needs. We are located in Hedgerley in Buckinghamshire just off junction 2 on the M40 (Beaconsfield) with nearest train station being Gerrards Cross.

2008. Vat Qualifying. 750 miles only. As new. POA Please contact Mr M. Wise Tel: 07836 622234 Email:

Ferrari 550 Barchetta Sbarro Geneva Show 2004

See websites and for details of our services.

07792 911355


FIAT 500C TOPOLINO BELVEDERE, fully restored £15,000. Tel 07899 324763 Email - sales@ or visit: www.

'31 Chevy Coupe, 3-speed, OHV 6-cylinder, '55 Triumph TR2, O/D, matching #s, steel hard- '52 MGTD, ground-up resto, as-new condition! all steel, a beauty, drives great. $13,950 top, no rust, side windows, lots of parts. $23,500 Best in California! NON FINER!! $29,950

Ford GT40 MK4 7 Liter 550 CV


'78 Datsun 280Z, 5-sp, no rust, excellent condi- '46 Chevy Cpe, fully restored, drives great, 1913 Ford Model T Roadster, restored, drive in tion, low miles, 'best in California'. $14,950 twin carbs, disc brakes, Gorgeous!!! $19,950 parades, 105 yrs old! California car. $9,995

Shipping $995 Guaranteed!! - all base ports â&#x20AC;¢ Southern California, USA (562) 691-1109 â&#x20AC;¢



Restoration to Perfection We have the necessary skills and experience to SURGXFHWKHKLJKHVWTXDOLW\¿QLVKHGDUWLFOH2XU DWWHQWLRQWRGHWDLOKDVEHHQTXDQWL¿HGE\QXPHURXV class awards and even overall victories at the worlds PRVWSUHVWLJLRXV&RQFRXUVG¶(OHJHQDFHHYHQWV Whether you wish to have your car restored in order WRVKRZLWDWHYHQWVRUMXVWIRU\RXURZQHQMR\PHQW ZHZRXOGEHGHOLJKWHGWRDVVLVW - T. 01923 287687

01480 484 862 I

Ferrari 308 GTS QV (UK RHD)

Ferrari 308 GT4 (UK RHD)

1985, one of the last 308 GTSâ&#x20AC;&#x2122;s produced, 70,000 miles with full service history, recent cambelt service, deep front spoiler, rear spoiler, magnolia hide with red piping, TRX tyres, all books, wallet & tools, tonneau cover.

1980, agento silver with full blue leather interior, 38,000 miles, fully documented service history, all books, tools. This is an original unmolested GT4 with factory wide wheels, stainless steel sports exhaust. Recent mechanical expenditure includes new manifolds, brake hoses, cambelts and fully serviced.

Superb condition - £68,995

POA T: (01425) 273 682 M: (07860) 274 455 E: W:

Sales, Service & Restoration Call 01428 606616

Office: +1-330-759-5224 â&#x20AC;¢ Fax: +1-330-759-5225 â&#x20AC;¢


1956 Lotus 11 Lemans: Sebring etc. history 1958 Alfa Guilietta Veloce Spider: lovely, correct. 1966 Sunbeam Tiger: wonderful original. 1971 Mazda Cosmo 110Sport: great cars.

1975 Nissan Skyline: lovely car, under market. AH parts, huge trove from great restorer. Maserati A61500 Weber36DCR carb. Other Maserati, Ferrari, Aston, Jag, special AH parts. 254 Classic & Sports Car May 2018

Isdera Sbarro Barchetta Geneva Motor Show


Ferrari 308 Sbarro 1984 Geneva Show


01322 669081 / 07836 250222 email:


JAGUAR XKER 4.0 SUPERCHARGED £85,000. Tel 07899 324763 Email sales@ or visit: www.

1960 LANCIA APPIA S3 SALOON V4 1100cc column change pillar less doors LHD new exhaust, brakes fresh MOT ready to use . £8500 tel 07798797262



WANTED Lotus Elan Plus 2 Any condition

Melvyn Rutter Limited International Morgan Sales, Service, Parts and Restoration for Morgan Cars from 1936 to Present Day




The MORGAN WORLD Magazine 2002 JAGUAR XKR 100 CONVERTIBLE £19,995One of only 100 cars. Recaro seats, 20? Alloys,Superb 01798 874477

1959 Lotus Elite Series 1 original RHD, eligible for historic racing!


BRAND NEW RUTTER PARTS CATALOGUE 40 Year Anniversary Edition, 84 Page Parts Catalogue £5 UK, £7 Europe, £9 overseas elsewhere

The Morgan Garage, Little Hallingbury, Nr Bishops Stortford, Herts CM22 7RA England Tel: 01279 725725 Email:

T +61.2.9922 2036

1971 JAGUAR E-TYPE SERIES 3 2+2 ManualHome Market RHD car, Old English Whitewith Black Leather, Chrome 01798 874477

Lamborghini Murcielago R GT1 Factory race car 2005

1955 Ford Victoria Sunliner Tel: 001-713-541-2281 • Houston, Texas, USA •

1969 JAGUAR E-TYPE SERIES 2 ROADSTER £119,995Fully restored, beautiful in Black over Red 01798 874477

1935 LAGONDA M35R - £125,000 Gavin McGuire - 01892 770310 or 07770 316482 E-mail or web www.


Robin Lawton Vintage & Classic car specialist | Over 45 years experience SURREY/HAMPSHIRE/SUSSEX BORDERS

Morris Traveller 1963

1953 KAISER MANHATTAN. LHD. Automatic, Continental engine, All rebuilt, running gear, New chrome, New Rubbers, 12 V conversion, high torque starter, New loom, 600 miles since rebuild - better then new! £29,995. Tel 0117 956 7144 www.

Specialist, photographed restoration just 6,400 dry miles ago, which included fully rebuilt 1275cc engine, 5 speed gearbox, servo brakes, new wood, new bodywork, resprayed in/out in attractive Sage Green. Receives many admiring glances!

£13,500 Call 07779 159649

1969 Triumph Vitesse, Due end of March 1935 Alvis Speed 20 SC Tourer £76500 Very nice example with overdrive Excellent condition, interesting history For details of all vehicles currently available, please see our website Email:

Tel: 01420-474919/07710-364945 May 2018 Classic & Sports Car 255

The Historic Lotus Specialist

01834 831 546



MG MIDGETS WANTED. Wanted properly restored Midgets urgently required. Contact Mike Authers Classics, Abingdon. Please Telephone: 07703 465224 or visit

5 Pin Plug and Socket Coventry Climax Fits 11,15,17,23 etc..... Lightweight Flywheel 1955 MGTF 1500 £29,995Original RHD car, long singleownership, superb 01798 874477

Lotus 17. Very Rare. Unique original front suspension. Raced with 1500 FWB from new. Fitted with new FWA for Le Mans Classic.

Lotus Mk6. 750 Trophy winner. Dry sumped 100E. Load of spares.

Please visit my website “FOR SALE “ page. New and original Lotus space frame chassis available. Plus parts to build your Historic Lotus or Coventry Climax engine car.

Luxury American RV hire for Le Mans 2018 and Le Mans Classic 2018 and other events

MERCEDES 280SL, Ivory with Dark Brown leather and factory air con. Fully restored £89000. Tel 07899 324763 Email - sales@ or visit: www.

MERCEDES 190E SALOON 1991H Pearl Blue metallic, grey cloth, five speed manual gearbox, electric windows, electric sunroof, tinted glass, original steel wheels, MB Club Concours winner, two owners, only 30,000m £8,450 TEL: 01625 260913 CHESHIRE (T)

MERCEDES 280SL, Light beige with Mb tex and hardtop. Fully restored. £89000. Tel 07899 324763 Email - or visit:

Please call 07887 756909 for all enquiries and bookings Please note this is not self drive hire

01227 720306 07860 232 232

MERCEDES 220SEB COUPE 1965C Original colour scheme of Horizon Blue with Midnight Blue roof, light tan leather, four speed column change auto, fully restored and immaculate condition throughout £44,950 TEL: 01625 260913 CHESHIRE (T)

Probably the best and largest supplier of genuine Morris Minor Convertibles in the world.  Established for 36 years.  Good value examples from £3,500 - £16,500.  Full after sales service facilities.  Convertibles required.


1959 Messerschmitt KR200 very original, owned by the same enthusiast for over 40 years MG MIDGETS! Small selection of properly restored midgets, some with new Heritage body shells. £5,000 to £15,000. Mike Authers Classics, specialist in classic Midgets, Abingdon. Please Telephone: 07703 465224 or visit

T +61.2.9922 2036

MERCEDES CLK55 AMG 3,400 Miles from new £30,000. Tel 07899 324763 Email - sales@ or visit: www.

May 2018 Classic & Sports Car 256




WANTED: 300SL Gullwing & Roadster 1954-1963 wanted for straight purchase or consignment., Tel: +1-203813-8300.

1928 RILEY 9 MK 1 DROP HEAD COUPE £32,500 Gavin McGuire - 01892 770310 or 07770 316482 E-mail gavinmcguirecars@gmail. com or web


1936 RILEY 12/4 SUPERCHARGED SPECIAL £85,000 07770 316482 E-mail gavinmcguirecars@ or web

1913 OVERLAND MODEL 69R - £35,000 Gavin McGuire - 01892 770310 or 07770 316482 E-mail or web www.



P Rolling Road Facility WANTED: 550RS Spyder, 550A, RS60, RS61, RSK, 356 Carrera Speedster and other significant classic Porsche wanted for straight purchase or consignment. Tel: +1-203813-8300

DK Engineering has a purpose-built Rolling Road Dyno Cell that can accommodate any two-wheel drive vehicle up to 1000bhp. For all enquiries / bookings (trade and private individuals welcome) please contact us. - T. 01923 287687

R Renault Floride Convertible (with detachable hardtop) 1961

01480 484 862 STANLEY STEAM CAR 1910 30 HP SEMI RACER. Pleasures driving a real head turner. Reluctant sale owing to age. Euros 138,000. Tel 0031 527 201923

This is an exceptional example of these very pretty (and very rare) French sports cars. This car has had a recent partial restoration in Italy prior to its importation to the UK. The whole car presents and drives very well. This is a rare opportunity to acquire a unique and appreciating classic car thatâ&#x20AC;&#x2122;s also great fun to drive and a real â&#x20AC;&#x2DC;head turnerâ&#x20AC;&#x2122; (especially with the hood down). UK registered (import taxes paid), MOTâ&#x20AC;&#x2122;d and taxed (free), ready to drive away. Contact Wayside Workshops 0044 (0) 7932 175968 for any further information. £16,950.


PUBLICATIONS POOKS MOTOR BOOKS Brochures, Books, Magazine and Programs, Handbooks, Manuals, Car, Commercial and Motorcycle Literature 1896 to date, bought and sold Six roomed shop covering 3500 sq feet. 5 miles north of Leicester. 10 minutes from junction 21A of the M1. Postal service worldwide. Open weekdays only. e-mail â&#x20AC;&#x201C; - T. 01923 287687

Fowke Street, Rothley, Leicestershire, LE7 7PJ Tel â&#x20AC;&#x201C; 0116 237 6222 Fax â&#x20AC;&#x201C; 0116 237 6491


RACING & HISTORIC 1955 TR2 UK CAR,BRG,biscuit interior,Body off restoration, rebuilt 2138cc engine.Superb condition. Located in Spain £34,950 Tel: Tel 0034 616913567 Spain e-mail


March 742/B Atlantic


1932 Number registered in London W1 Bids in the excess of £5,000

07977 900 900

Engine Steel BDA 1650cc on Carbs, Alloy Sump, Geared starter. Hewland MK9 G/box, Built By JP 9:31 CWP. LSD. Slicks/ Wets. Later Bodywork. Purchased From Alan Ballie 12 Years Ago In Pieces. £29,995.

TVR GRIFFITH 5.0 LITRE 1998. Immaculate. Starmist Green. Reg S962 YON. Current Mileage 35,000. MoT due 18th January 2019. Next service January 2019 Full service history available. New tyres. c/w indoor cover by Specialist Covers. £25,500. Tel : 01872 870139 brian-alexander@


â&#x20AC;¢ Over 25 years experience in classic car restoration.

â&#x20AC;¢ Luxuriously restored original VSHFLÃ&#x20AC;FDWLRQFODVVLFFDUV 1968 Triumph TR5 PI extremely rare Australian delivered car, Surrey top

257 Classic & Sports Car May 2018


â&#x20AC;¢ Bespoke classic car custom build best-in-show awards.

1935 Phantom II located in US; has B60 RR engine for dependable touring. Original engine in Leicester. Shipping to UK included in price: £49,500, Tel: +1-603-717-2334

01480 484 862

Tel 07761 549454

â&#x20AC;¢ Built to customers exact VSHFLÃ&#x20AC;FDWLRQV â&#x20AC;¢ Covering all aspects of classic car motoring.

T +61.2.9922 2036

â&#x20AC;¢ Our high levels of enthusiasm are matched by the high quality of our services.


1922 WOLSELEY 7 TWIN CYLINDER - £19,250 Gavin McGuire - 01892 770310 or 07770 316482 E-mail or web www.

Tel: 01728 746413 Email: Blomvyle Hall Garage, Easton Lane, Hacheston, Woodbridge, Suffolk IP13 0DY

THD 1 THD 2 THD 3 Held on rentention Sensible offer considered Tel Tom 07421 860 560 Private Sale





’ve been thinking a great deal recently about engine designers over the ages, from the three dubbed ‘the Charlatans’, who devised the first dual-overhead-cam units for Peugeot’s pre-WW1 Grand Prix cars, through to Keith Duckworth and his Cosworth solutions for F2 and F1 in the late ’60s. There is one name that often pops up in my studies, however, and that’s the late, remarkable Paul Rosche. Born in Munich in 1934, he graduated from his polytechnic and was immediately hired by a struggling BMW in ’57. When Rosche came along, his ability to calculate profiles was much in need and would earn him the nickname ‘Nocken-Paul’ (camshaft Paul). He was soon promoted by Alex von Falkenhausen to the performance engines division, where his cam work instantly improved the 507. Rosche had an innate understanding of how important the opening and closing of valves was to the power stroke. His breathing on that V8 turned it into a torquey, easy-to-use motor. Rosche was heavily involved with the fourcylinder M10 unit for the Neue Klasse 1500. That morphed into the 1800TI and the 2002ti, which, when powered by the turbocharged M31, won the ’69 European Touring Car Championship. Next was the F2 programme that BMW was running with March Engineering. With the Cosworth FVA in the ascendency, Rosche was able to produce the only engine that ever beat it. By 1973, he was head of the advanced development/racing department. The straight-sixes used by the ETCC-winning CSLs and the legendary ‘Batmobiles’ were expertly breathed upon by Rosche. Toine Hezemans won the title in 1973, followed by CSL victories every year from 1975’79. Try finding one of those cars today! Rosche has perhaps become most famous for the M12 turbo engine that was used to great effect by the Brabham BT52 F1 cars designed by his great friend Gordon Murray. Utilising the cast-iron block from a 1500, Rosche worked up the power curve, increasing the boost – having developed fuels formulated to prevent detonation – until in 1982 the motor won its first race, the Canadian GP, with Nelson Piquet in a BT50. By the time Piquet clinched the F1 title in ’83,


BMW’s late engine guru Paul Rosche turned an 80bhp Neue Klasse 1500 motor into the 1400bhp monster that powered Gordon Murrary’s brilliant Brabham BT52


258 Classic & Sports Car May 2018

Rosche comparing notes with Dieter Quester in the March 712M-BMW in which he came third in the 1971 Euro F2 Championship

PAUL ROSCHE Born 1 April 1934 Died 16 November 2016 From Bavaria Career highlights Joined BMW in ’57; designed engines that won F1 title and Le Mans; technical director of Motorsport

the M12 in the BT52 made so much power in qualifying trim that the dyno couldn’t measure it because it only went up to 1280bhp! I happened to be in the Monaco tunnel that year when Piquet came barrelling through on full boost in practice. It scared me white… as close as I ever want to get to Armageddon. Mindful of the M12 block’s reliability, Rosche used it as the basis of the S14 engine for the hastily conceived E30 M3. That 2.3-litre, 16-valve unit was designed in 14 days flat – hence S14 – and the M3 became one of the most successful

racing cars ever, with 1500-plus wins to its credit. For me, though, Rosche’s finest work is contained in the S70/2 V12 motor that powered the world’s all-time greatest car. When the vehicle’s designer sat me in it for the first time, he said: “Are you holding tight? Are you ready for this?” Then he floored it; I was pressed into my seat as if a gorilla had thumped me on the back. Gordon Murray’s McLaren F1: it makes a Patek Philippe watch look like a cuckoo clock. When the F1 won at Le Mans in 1995 – straight out of the box – it’s the only time that I can think of when a car had its aero package and its motor detuned to comply with the rules. BMW used that engine in its 1999 Le Manswinning V12 LMR prototype, which was a collaboration with the Williams GP team. Rosche retired that year, and died in November 2016, leaving a legacy that BMW has thrived upon – going onwards and upwards, and doing precisely what he would have wished for.

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