b500

ISSUE 1

MAGNUS WALKER

L I S T FO R F R E E . S E L L FO

W W W. CO L L E C T

OR FREE. HASSLE FREE.

T I N G C A R S . CO M

6

12

18

35

CONTENTS 6

THE DESIGN / Amalgam Collection

12

THE HOTEL / The Lanesborough

14

THE ART / Remco de Reus

18

THE INTERVIEW / Magnus Walker

29

THE PHOTOGRAPHER / Amy Shore

35

THE DEALER / HWM Aston Martin

39

THE SALE / 1969 Jensen FF

29 A B500 Ltd Publication.

The rights of B500 Ltd to be identified as author(s), publisher(s) of this work has been asserted by them in accordance with the copyright, designs & patents act 1988.

All rights are reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording or any other information storage and retrieval system, without prior permission in writing from the publisher.

The articles as published do not necessarily represent the views of the author or publisher.

Information provided is deemed to be accurate at the time of going to press.

The Publisher takes no responsibility for any inaccuracies which may appear within the publication either in original or updated format.

Updated and renewed edition. First published in April 2020.

Copyright: B500 Ltd 2025.

Website: www.b500.co

39

5

01 • THE DESIGN

AMALGAM COLLECTION

I

’m delighted to introduce Amalgam Collection to the pages of b500 magazine. Many of you will already be aware of their incredibly detailed models, but for those of you who haven’t as yet, discovered them, please go online and look them up, (after first continuing to read this)…you can find them at www.amalgamcollection.com

Since that time, about a year ago, I have called on them for a few different photographic reasons, and so it is now very much my turn, as it were, to return the favour and by doing so, write about this hugely talented and skilled model making business. Over the coming issues of b500, my plan is to write about a different 1/8 scale model and make this a regular section within the magazine.

I myself first discovered them when I was launching my photo-art series, based on the Jack Vettriano garage scene in his painting Birth of a Dream. I contacted Amalgam and asked to photograph a few of their 1/8 scale models, and they were extremely helpful to me, (with now several of their models featuring in my available artworks).

I want to start with what I believe is one of their best models yet. The beauty is in the detail, and what Amalgam have done with their ‘weathered’ versions, is quite simply staggering. To build the model to such exacting detail is one thing, but then to weather it, so it exactly replicates the race dirt as the car drove at high speed through the atrocious conditions

6

7

8

of the 1958 24 Hours of Le Mans, left me open mouthed.

These are their special edition race weathered Ferrari 250TRs, ‘Lucybelle II’.

This unique edition of only three models have each been meticulously hand-painted and detailed by Amalgam’s master model makers to show every detail of the race dirt, tyre wear and damaged bodywork of a particular car during a specific race. The artistry applied to these extremely limited scale replicas underlines Amalgam’s commitment to creating beautiful handmade pieces which fully capture both the spirit and precise appearance of iconic race cars.

Each of the three models is accompanied by an archive quality Giclée print of the car mid-race, selected by the curator at Motorsport Images. During this exciting year for the Maranello giant, in which the Prancing Horse dominated the World Sportscar Championship, the ‘Lucybelle II’ was entered for the 24 Heures du Mans by privateer Ed Hugus under the race number ‘22’.

To set the scene, the La Sarthe race of that year attracted a huge crowd of some 150,000 spectators, gathered in anticipation of an exciting and closely matched duel between Ferrari, Jaguar, Aston Martin and Porsche. In and amongst this background of similarly paced works race teams, the Lucybelle, piloted by Ed Hugus and team mate Ray ‘Ernie’ Erickson, achieved a commendable seventh place overall. The Scuderia Ferrari, who had a bumper entry of 11 cars in the race, made up of both works entries and privateer teams, eventually won the race.

To me these are beyond ‘Special Edition’, and I’m therefore not surprised to hear that all three have now sold, prior to b500 finishing this article…

There are however, immediate plans in place for two more race-weathered cars, one of which is already underway, and one of the three has already sold, ‘unseen’.

More on these in a future issue…

9

12

02 • THE HOTEL

LANESBOROUGH, LONDON

I

love cars and I love hotels and one of the latest, (and I believe greatest), things that some hotels are now doing, is to offer something just a little bit different to the standard ‘Airport pick-up’. Let’s face it, if you’re flying into Tokyo from London, imagine just how amazing you will feel when you are collected by a Chauffeur driving a 1934 Rolls-Royce Phantom.

Starting in London if you fancy checking in at The Lanesborough hotel situated on London’s Hyde Park Corner this Spring, you can request a supercar to rent during your stay. If you book either the Royal, Presidential or Buckingham Suite, then you can drive a different supercar every day of your stay, inclusive within your suite rate.

Cars include models from Ferrari (as pictured here the Ferrari GTC 4 Lusso), to a McLaren, Lamborghini and even a Rolls-Royce Phantom. Should these not be to your particular preference, then

you only have to ask and your Butler will arrange maybe a classic car - more to your own taste…

Either way it’s a nice touch from a luxurious and respected London hotel, and makes perfect sense if you are staying in town and want to have use of a car to cruise around in, or nip to Harrods or Fortnum & Mason.

The cars are available to guests staying in all rooms and suites on a daily hire rate, but are inclusive to use within the specific suite categories as previously noted.

Perfect for exploring your surrounding area, or taking a Spring drive out of town and into the countryside.

Check out The Lanesborough website for full details, prices and T&C’s. www.oetkercollection.com * Due to Global travel restrictions the above opportunities are currently unavailable. We do however remain positive that once restrictions have been lifted, the Lanesborough Hotel will continue to offer cars to guests as described.

13

14

03 • THE ART

REMCO DE REUS

D

esigned by Remco de Reus, Amalgam Collection has recently started to roll out (pun intended), these exquisite little Corvette sculptures. Currently, just this one as depicted is available, but the plan is to eventually produce every Corvette throughout the history of the car.

Each sculpture is hand-cast in stone filled resin, hand finished and plated in aluminium, followed by five coats of spray painting with a tinted lacquer.

The colour of each sculpture reflects an impression of the vogue of each era. Every sculpture has undergone detailed scrutiny by both engineering and design teams at General Motors to ensure complete accuracy in the artistic representation and with Amalgam Collection’s attention to detail, one could expect nothing less.

An American legend, the Chevrolet Corvette is the world’s longest-running continuously produced passenger car, having been built in its various iterations since its humble beginnings in 1953.

After a starring role in early 60s television drama Route 66, the Corvette became synonymous with freedom and adventure and became widely known as ‘America’s Sports Car’. A genius, but unofficial, marketing move with NASA’s astronauts

by a Florida based Chevrolet dealer offering them “special” lease terms to be seen driving Corvettes, ensured that even America’s space heroes drove Corvettes.

Historically a front-engine, rear-driven muscle car, the latest 2020 C8, will break the Corvette mould as it moves to mid-engine configuration.

Whilst American car makers faced very dark times during the 1970s and 80s, under pressure from European and Japanese imports as well as increasingly strict emission targets and safety regulations, the Corvette was a rare shining light that kept the American dream alive. Although similar cars like the Camaro were meeting their downfall, the Corvette braved the storm and emerged the other side as an American icon.

As with all Amalgam Collection models, these Remco Sculptures are beautifully packaged very much with the collector in mind…

15

THE LE MANS 24 HOURS CLASS WINNING 1974 PORSCHE 911 CARRERA 3.0 RS Raced from new with an impressive career boasting numerous podium positions in race, rally and hill climb. Winner of the Group 4 Class at Le Mans in 1976 in one of a staggering 4 visits from 1974-1978, finishing every time. Raced in the Tour De France in both 1974 and 1976, as well as the 1976 Giro d’Italia and the 1977 Monte Carlo Rally. Driven to victory in La Ronde Cevenole in 1976 by rally legend Jean-Claude Andruet.

Featured in Walt Disney’s 1984 movie ‘Herbie goes to Monte Carlo’. With a complete history, 9034 has competed through most of its life and in more recent years has been raced at the Classic Daytona 24 and Peter Auto’s prestigious Le Mans Classic.

THE EX – PHILIP MORRIS, MARLBORO PRESS CAR 1974 LANCIA STRATOS STRADALE The third Lancia Stratos Stradale ever produced and sold to Philip Morris Ciragrettes in 1974 before being used by them in Marlboro livery as a press car through the 1970s, present at many race, rally and show events. Sold to England in 1980, 1003 is only in its second ownership since.

Recently subject of extensive work including engine rebuild, suspension rebuild and repaint. As one of the earliest remaining Lancia Stratos Stradale and one of only a handful of cars to ever be owned by Philip Morris, wearing the iconic Marlboro livery, 1003 sits in a special group of historically significant Lancia.

T. +44 (0)1285 831 488 / E. cars@williamianson.com / www.williamianson.com

THE EX – LE MANS 24 HOURS, DAYTONA 24 HOURS, MULTIPLE SEBRING 12 HOURS 1976 PORSCHE 934 TURBO RSR One of just 31 934s built, supplied new to Nicholas Koob and raced from the outset. Very successful with second owner Hans-Christian Jurgensen in DRM, DARM and World Championship rounds. Bought by Puerto Rican racer Mandy Gonzales for 1980 and taken to Le Mans where it led its class in the 24 Hours, and went on to compete in the Sebring 12 Hours and Daytona 24 Hours, taking 3rd in class. 0161 was upgraded to the more powerful 930/79 engine specification, subsequently fitted with interchangeable 934 and 935 bodywork and raced with many wins by Kikos Fonseca. Restored by Kremer Racing to 934/5 specification, and benefitting from being 0 hours after engine and gearbox rebuild.

THE EX – LEONIDAS, ACROPOLIS WRC RALLY, 2ND IN THE GREEK CHAMPIONSHIP 1981 RENAULT 5 TURBO GROUP 4 Believed to be the Calberson liveried Works Group 4 car of Bruno Saby from the 1981 Monte Carlo Rally, which was damaged during the rally and bought by Greek Renault importer and preferred client ‘Leonidas’ Alexandros Maniatopoulos. Debuting in Greece in 1981 with Leonidas, it went on to take 8th overall at the 1982 Acropolis World Rally Championship round, and 2nd in the 1982 Greek Championship. Continually rallied in Greece, with countless wins. One of only a few Renault 5 Turbo to score a WRC top 10 finish. In its fourth ownership and presented in its original FINA livery with minimal use since engine rebuild.

/williamiansonltd

/williamiansonltd

Words & Photos: Del Gregory

Downtown Los Angeles March 2020.

Magnus Walker & his 1971 Porsche 911T “277”.

18

19

20

04 • THE INTERVIEW

MAGNUS WALKER URBAN OUTLAW

M

agnus Walker is not trying to sell anything unless you count information, and even that’s not charged for. He’s not about ‘brand building’, but all about stories. Stories of cars. Some stories about his cars, and some about OPP, (that’s other people’s Porsches).

This editorial isn’t about his life history.

If you want that, it’s everywhere on the Internet, and some of it is definitely worth reading, but much of it has been written a hundred times. Mine is just a personal review of the guy I emailed and asked to visit for b500 -and just like the man from Del Monte, ‘he said yes’.

He still has a bit of a Yorkshire accent but it’s been softened round the edges into what I would describe as a Southern California drawl. Instantly likeable and welcoming he quickly offered me the “10 cent tour”. His place, (or ‘gaff’), is a pretty big old warehouse in the Arts district of downtown LA, (DTLA), and is a mix of home, garage, workshop, atelier, shop, film studios, office and is most petrolheads’ dream of what we would all like to own or at least have access to.

Although these days he tells me he lives just around the corner and hasn’t lived in the building for a few years now, it’s still

very much a home from home and the living spaces are used regularly.

To begin I took a few shots of him up on his roof which has great views over LA, and on an unfamiliar grey day I had plenty of colour around from the reds and purples of various free growing plants and flowers, both up on the roof, as well as in his fabulous, colourful courtyard below.

As fantastic as his roof, courtyard and several levels of shop, accommodation, chill-out rooms etc are, it’s inside at ground level I had really flown 6,000 miles to see. Magnus has crammed a

LA for me is a bit like going home as I lived on the West Coast for many years, and half my family still live in different spots between San Diego and well across the Canadian border but alas this was no family social call and I was in and out of LA from London in 72 hours!

From the moment I met him to the moment I left we started chatting and didn’t stop. Magnus Walker is a very likeable man. Is he a geezer? Not sure, but from where I grew up, which was south of the river, (that’s the Thames in London for all you non Anglophiles) we would just say, he’s a nice bloke.

Originally from Sheffield in England, Magnus has been living the slightly more exotic Porsche fuelled lifestyle of LA for over 30 years.

21

22

lot of cars into this space and it’s split into two main areas. One has easy drive in and out access and, depending on his mood, the cars lined up in the front with the easiest access to the road will be his weapons of choice at any given moment. The ones at the back, not so much use, and then there’s the second space. Here he has various iterations of 914, 924, 944, 968 and the most glorious manual 928, which I wanted to crate up and ship home.

He has an even rarer 928, which I noticed parked in the front yard, with the easiest access to the road. “I’ve been driving this one a lot lately”, he tells me, and his Instagram shots certainly back that up.

Having taken my first hour to attempt to take it all in, I notice many cars of noteworthy mention, (not least of course his ‘277’), but something else grabs my attention. Many of his cars are not pristine or concours. No, these are bought, built or rebuilt and converted for driving. These are not show ponies, and that’s rather special.

Take his 1978 rare manual S1 928. It’s a bit scratched and has a few dings and marks, and the interior definitely hasn’t

23

been messed about with, such is the state of the drivers’ seat. And I like that.

I like that a lot. It’s actually refreshing to find a collection of cars which in the most part, have not been restored. Use the word modified, and with many of his cars that’s a whole new story.

In more rarified or gentrified circles, it’s called ‘patina’, but I think it’s just aged and a little bit worn around the edges, and has seen some life. A bit like

24

Magnus then? Well yes, and meant in a very complimentary way. Like yours truly, Magnus is a man of a certain age (note 6 years behind me) and that age (just like me), remembers those early Porsches, ‘out the gate’, when they were all shiny and new, and now here we are 30 and 40 years on and the cars like us, are still around and look amazing with their life stories of stone chips and frayed edges. Give me one of these all day any day, rather than a new one.

Don’t ask me why. Maybe it’s nostalgia, maybe it’s an age thing, I don’t know but they just feel right, smell right and to quote Magnus himself, “Are like a favourite pair of well worn-in shoes”.

I get that 100%.

We’ve all probably got a Magnus favourite we’d like to take home, and for many it would undoubtedly be car 277.

For me, I’d be very, very happy with his 1978 928...

As we walked around and in-between each of the tightly parked cars, my eyes quickly noticed Magnus’s very special 964, sitting patiently for its next outing between his Punk 914 and his 924 Carrera GT. Not to say his custom builds aren’t ALL special, but this one to me was something else. The basic story of his 964 is that it started life as a track car which had left the road backwards, which meant

that Magnus could start with what was essentially a blank canvas.

There are many details on this car to mention, (note: you can find some great videos online), but for me not least the 12-inch wide channel that starts on the bonnet, and which then continues over the roof-line and becomes one seamless look right across the tail end. Not an easy thing to have achieved, and gives more than a nod to the GT3 RS’s double-bubble roof.

For the front wings, Magnus turned to Rod Emory and together they created their own die to produce what is quite frankly a gloriously over engineered work of art - just in that one piece on the car. Drilled and turned and carved out, the louvres look sublime.

Rear turn signals are inspired by the ‘67 R, and running your fingers along and around the bodywork of this custom

25

964, you begin to realise quickly there’s not a square edge anywhere.

For this build, Magnus steered away from his now famous three colour paint scheme, and has left the 964 in a single and very subtle colour. Inside it’s more pared back than stripped out, and I particularly like the leather roof lining.

Magnus redesigned then rebuilt the front dash, taking out the radio so the only music you will hear will be the 3.8 RS spec engine, which puts out around 300hp.

Not only does it look the part, it sounds the part and it drives the part. Running on Magnus’s own Outlaw wheels, with Brembo Club Race brakes, and Pirelli Trofeo R rubber.

For me personally, there’s so much to like about this car but the detail and work that’s gone into various parts, like the wing louvres, just beggars belief.

A custom built 964 which unlike most that you find out there doesn’t look over worked, and instead has retained its DNA. This car is a beautiful thing to behold and amongst all of his cars did definitely not go unnoticed…

26

Magnus uses Instagram to get his message across to his fan base, and has built up quite the following, with currently just short of 670,000 global fans. But what exactly is his message? I think it’s just that he’s passionate about Porsche and therefore wants to share that passion with anyone who might also share a passion for cars, whether old or new. There’s a lot to Magnus Walker, whether that’s his passion, knowledge, life-experiences, coolness, fashion, (and of late whilst on lockdown, his Instagram ‘Cookery show’), or just the way he looks.

We ended by sitting down in his garage, chatting of course about cars, and also about photography, and he showed me his new camera. It’s a Fuji, which he can link direct to his iPhone for ‘even better’ off-the-cuff Instagram shots. “They just flow straight in”, he told me, and as demonstrated in a few shots I took of him here.

You can find Magnus on Instagram @magnuswalker He’s definitely come a long way since those days as a kid growing up on the streets of England’s Steel City.

27

1967 Porsche 910

Chassis 027 Works car with a significant track record Continuous, documented and uncontested history Acquired 25 years ago by its current owner From an important Porsche collection Road registered in France

www.ascottcollection.com Xavier Micheron Phone: + 33 (0) 9 67 33 48 43 Mobile: + 33 (0) 6 17 49 42 50 Email: cars@ascottcollection.com Paris - France 1955 COOPER T40 / 1955 LISTER KNOBBLY / 1967 BIZZARINI 53000 GT ALUMINIUM / 1970 CHEVRON B16 / 1978 ATS HS01 / 1982 ATS D5 F1 / / 1987 PORSCHE 962 CK6 / 1988 MARCH BUICK 86G / 1989 TIGA GC 289 C2 / 1990 SPICE SE90C / 1996 VENTURI 600 LMS / 1998 VIPER GTSR / 2000 LOLA B2K/40 / 2009 ORECA FLM-09

05 • THE PHOTOGRAPHER

AMY SHORE

“L

et me know which images you want”.

That was Amy Shore’s question in an email exchange between us.

I then spent several hours trying to get anywhere near making that decision, such is the extraordinary choice of the backcatalogue of this wonderful journalistic photographer.

My job was made a tiny bit easier as I was only looking through her car shots, but even so, I really struggled to get a selection from around 40 which I had looked at, down to just 5 as I had already suggested she select 5 herself.

One of the many things I like about Amy’s work is how she ‘humanises’ her images. That’s not easy and yet it seems instantly natural when you look at her photos. People shots not staged, just doing what they do.

Maybe there’s a car in shot, maybe if it’s a part of a series there’s no car in shot.

One of my favourite shots is the one I have selected of the biscuits and coffee, sitting on the Alfa P3. Who knows what drives us to like something but that for me sums up that whole P3 shoot. I love this shot! If you ask me what makes a great photograph, I believe it’s when you are drawn into it and it makes you think more about it, rather than just move on.

Amy’s images draw you in and definitely engage you.

29

Amy is based more-or-less in the middle of the UK, which makes it pretty useful to travel around for her increasingly busy photoshoot diary. Of late, Amy has worked with an increasing number of automotive brands and clients such as Goodwood, Renault Alpine, Triumph, Jaguar Land Rover, to name just a few, as well as many different magazines all wanting to engage her for her specific shooting style. Of note, Octane magazine, Evo, Revolution, Ramp…and now b500!

Aside from her automotive work, Amy also ‘dabbles’ in other stuff like watches, duffle coats and onion fields. “Yep, onion fields was an actual job”. One thing is clear though, all of Amy’s work appears to revolve around people, and this is what shines through in her delivery. Whether she is shooting on a road trip, at an event, in a workshop or just a great story. It’s what sets her work apart.

Amy is also an ambassador for several brands including Nikon who invited her in 2017 to become their newest and youngest UK ambassador. She also works closely in an ambassadorial role with Farer watches, which she feels is a

30

perfect fit to her work, as they actively encourage exploring, travelling and living life to the absolute full.

“Don’t live the same life 75 years and call it a life.”

Amy has always had creative interests although she never studied photography.

It was her dad, himself an artist, who gifted her first camera and over years taught her to notice light and moments, reflections and so on and it’s these life

“Don’t think that motor racing is all about the cars. The cars are awesome, yes, but they’ve been photographed thousands of times from all angles on every corner of the track. The moments that are happening with the people you are with are new moments, new people.

The cars become the secondary subject at racing events. Also, hang around until after the sun goes down. Some of my favourite photographs of events have come from wandering around at night when the crowds have gone and you have to look for light to work with”.

skills she’s now employed in her own work to create her own style.

Amy’s own photographic heroes include Cartier-Bresson, Salgado and Icelandic photographer Ragnar Axelsson. The one

photographer who has most inspired Amy however, is Laurent Nivalle, and there is definitely more than a ‘nod’ to his artistry in her own work…

Amy says:

If life is about experiences, then Amy is building enough for a future book deal, I feel sure. She’s already driven her ’85 Mini 1,600 miles solo around the Scottish highlands, slept on the Bonneville Salt Flats in Utah with Triumph, and somehow ended up getting driven very quickly up the Goodwood hill by Sam Bird at 2017’s Festival of Speed, breaking her helmet in the process…and once we are all able to get back to normality after the current global lockdown, I’m sure she will be back out there, smiling her way around motor racing events up and down the country, and beyond.

31

32

Our selection of Amy’s work.

Alfa P3 - ‘Amy says’…

“Now, I’m going to be honest. This shoot is slightly unrealistic. We wanted to show the P3 in a number of different locations and to tell a story. So in this shoot, we were trying to tell a road trip story of a girl going for a drive in her P3 – around the countryside, having a coffee, browsing clothes shops etc because duh, that’s what young, 20 something year old girls do…in their multi million pound Grand Prix Alfa Romeo P3s…

Regardless of the slight validity of the, ‘girl going for a drive in her P3’ shoot story, we had a really great couple of days. My incredible assistant and backstage photographer Megan, was my lifesaver as she always is on my shoots with her, from managing traffic, getting instructions to Remy and the guys whilst I was shooting and all shot for the beautiful RAMP Magazine”.

Farer & Aston DBS - ‘Amy Says’…

The shoots with Farer are always some of the most fun of the year. For this chilly shoot, the aim was to get an epic shot of the 1970 Aston Martin DBS driving under a viaduct with a steam train going over the top. Well, we sat for almost an hour and a half waiting for that steam train. The road below was busy and three minutes before the train did arrive, someone parked their car right in shot as he wanted to get photographs of the train going over. I legged it down the hill we had been sitting on to ask him to politely move as quickly as possible, only to run back up the hill, turn around and see the train heading towards us. “TRAIN!!!!” I screamed down to the Farer lads, Paul performed an impressive Le Mans start that even the pros would have been proud of, Mackie threw his drone into the air to capture video, I grabbed my camera and began to shoot. No other cars drove past us for those few seconds. We got the shot.

We were euphoric! The rest of the day was pretty much written off as this shot was such a success”.

(All Images credit: Amy Shore) 33

ORIGINAL, LIMITED-EDITION ART DECO POSTERS

Limited to editions of 280, our newly-commissioned Art Deco posters feature glamorous holiday destinations around the world, ski resorts in the European Alps, and the world’s greatest historic automobiles. Over 100 designs to choose from, all printed on 100% cotton fine art paper, measuring 97 x 65 cm.

Pullman Editions Ltd

Priced at £395 each.

Tel: +44 (0)20 7730 0547

Private commissions are also welcome.

94 Pimlico Road Chelsea

London SW1W 8PL

www.pullmaneditions.com

info@pullmaneditions.com

Our central London gallery

All images and text copyright © Pullman Editions Ltd. 2020

View and buy online at w w w.pullmaneditions.com

06 • THE DEALER

HWM ASTON MARTIN

E Aston Martin.

ach issue we will be profiling a different specialist dealer.

For our launch issue we have selected HWM

Today, racing cars built in this country dominate almost every formula but the first British team to find international success after WW2 is almost forgotten.

It wasn’t BRM and it wasn’t Cooper or Lotus. In fact it was a shoestring effort from a little garage in Waltonon-Thames called Hersham and Walton Motors – HWM. Over HWM’s sevenyear life as a racing car manufacturer less than two dozen were built, but some 70 per cent of the entire production survives today.

Hersham and Walton Motors was run by partners John Heath and George Abecassis. Abecassis was a brave and

stylish driver, had raced Altas before and after the war, and went on to be a works driver for Aston Martin. Heath was a talented self-taught engineer, built up a streamlined Alta-based special for the 1948 season, and then followed it with an Alta-powered open-wheeler for 1949, winning the Manx Trophy on the Isle of Man. He called these two early cars HW-Altas.

Heath’s frequent overseas trips with the HW-Altas to races in France, Belgium and Sweden gave him the idea for a travelling team that could earn its’ keep from a busy programme of races on the Continent. For 1950 he laid down three Alta-powered cars that could be adapted to race in both Formula 2 and sports car events, living from race to race on the start money from the previous weekend, and making up in determination and spirit for what they lacked in equipment and funds. To raise extra cash, a fourth car was built for a private customer.

That season, on the tightest of budgets, the three HWMs took part in an incredible 20 international events in 27 weeks across France, Belgium, Italy, Germany and Britain. Heath and Abecassis commuted back and forth to each race, because they had their garage business to run. The three cars stayed on the Continent travelling from race to race in two old vans driven by three permanently exhausted mechanics, who also had to prepare, and repair, the racers. Chief of the three, at a salary of £10 for a seven-day week on the road, was an irascible and obsessive Pole called Alfons Koveleski. As Alf Francis, he went on to become perhaps motor racing’s best-known mechanic.

Drivers, apart from Heath and Abecassis, included Lance Macklin, the Swiss Rudi Fischer, Belgian jazzman Johny Claes, the racing motorcyclist Fergus Anderson – and the 20-year-old Stirling Moss who’d never raced anything other than a

35

little F3-type Cooper before. Moss was sensational. The HWM’s four-cylinder Alta engine lacked the power of most of its rivals, but its all-independent chassis handled well, and Stirling’s budding genius exploited it to the full.

He finished third at Reims behind Ascari’s Ferrari and Simon’s Gordini and, unbelievably, third in the F1 race at Bari behind the 159 Alfas of Farina and Fangio. He set fastest lap in the Rome Grand Prix chasing the F2 Ferraris of Ascari and Villoresi and was leading the Naples Grand Prix when he was pushed off into a tree by backmarker Claes.

In between, there were blown engines to rebuild and bent cars to repair, the hard-pressed transporters frequently broke down, one of the racers caught fire the night before a race and one of the mechanics, plus car and van, got lost in the middle of Italy without money and unable to speak a word of Italian.

But the team made it to the end of the season and with good enough results to have built a substantial reputation across Europe. Most important of all, once the three cars were sold off after the last race, there was a small profit to show for all that toil.

Of those three 1950 works cars, only one has remained in its Alta-engined form.

Another was given a Jaguar XK120 engine by its new owner Oscar Moore, becoming the first in a long line of Jaguar-powered specialist sports-racers and the third ended up in Hollywood, starring in a movie with Kirk Douglas, before gaining a Chevrolet V8 engine and going on to a second racing career on the USA’s West Coast as the Stovebolt Special. All three now live with enthusiastic owners in England.

For 1951, the works HWMs grew up into proper F2 single-seaters, and the team’s European exploits continued over the next three seasons. Other young drivers to cut their teeth in the green cars included Peter Collins, Harry Schell and Paul Frère. But the

36

beautifully built HWMs tended to be heavier than their opposition and the Alta engine, ever more highly tuned to try to stay competitive with newer machinery, was becoming less reliable.

So HWM then turned its thoughts to the sports-racing class, and in 1953 fitted a modified F2 chassis with a Jaguar engine and an all-enveloping twoseat body. Registered HWM 1 (later YPG 3), this first works HWM-Jaguar proved to be lighter and better handling than the C-type Jaguars. In the hands of Abecassis and others it was very successful in British racing. Two more were built for customers and all three are still active in historic racing today.

Abecassis himself sketched out the bodies of each HWM and, for the second generation HWM-Jaguars in 1955, he

designed a neat functional new body.

Two works cars were built: George’s was registered XPE2 and the second, for Heath, took over the HWM 1 number plate. It was in this car that John Heath decided to enter the 1956 Mille Miglia road race around Italy. In driving rain he lost control near Ravenna and the car hit a fence and turned over. A few days later Heath died from his injuries.

That, sadly, was more or less the end of HWM which still promised so much. Abecassis did build up one more chassis as a dramatically styled roadgoing coupé but he gave up racing to concentrate on his burgeoning garage business. Today HWM, still in its original premises in Walton-on-Thames, thrives as a prestigious dealer in Aston Martins and other desirable and exotic road machinery.

Like all good racing cars however, the handful of HWMs that came out of this courageous little team lived on and most of them have never stopped being campaigned. Today they are cherished by their handful of lucky owners as important, and very effective, historic racing cars. Britain’s all–conquering motor racing industry owes a great debt to those pioneering European forays of John Heath and George Abecassis.

Article and information taken from various sources supplied by HWM. So what of today’s HWM Aston Martin?

As is the case with all Aston Martin dealers you can obviously drop in and browse their current stock, whether new or used, and then of course you can stay and configure your new car, discuss finance and all future servicing requirements, and if you already drive a classic Aston Martin, you can discuss their expert classic services.

Finally, if you take a look at the next edition of b500 you can read all about the very limited edition V600 Roadster project - one of which is currently available for sale at HWM, and will feature in our ‘The sale’ section next issue.

HWM Flying Technician Service As we go to press on this issue, we should say that we have never in any of our lifetimes witnessed such events as we are all currently living through, in regards of course to the coronavirus.

It is with this in mind, and us all trying wherever possible to safely continue any form of customer facing business, that I thought it would be appropriate to mention the service being offered right now by HWM called the ‘Flying Technician Service’.

As the only privately owned family business in the Aston Martin UK network, customer care is central to everything they do. The world’s most

experienced Aston Martin dealership can now bring their expertise to you rather than you taking your car to them.

Using the latest Aston Martin diagnostic technology, they are able to provide all servicing as well as some minor repair work at your preferred location. Whether you are the proud owner of a new-model Aston Martin or of a Classic Heritage model, they can discuss offering a service and a free health check to suit your requirements and driving needs.

The HWM team is just a phone call away; after you have reserved your preferred servicing date, a member of their Flying Technician team will call you to confirm your booking. You will also have the opportunity to speak to the Aston Martin technician who will be working on your car.

Why would you use the Flying Technician facility?

This service is tremendously convenient, saving you or your Aston Martin from travelling.

Your car might be kept at a separate location such as in storage. They can go directly to it.

Requirements: - A flat area to park their bespoke service van.

- An area of approximately 6 metres by 9 metres for their bespoke van with your car next to it.

- If you have an indoor area which fits your car with room for the technician to walk around the whole car (i.e. a large garage), they will be able to service your car inside.

37

Highly skilled specialists in bespoke automotive interiors Unit 1, Vantage Park, High Street, Sparkford, Somerset BA22 7FQ 01963 441431 info@pipertrimmers.co.uk www.pipertrimmers.co.uk

Follow us on Facebook and Instagram @pipertrimmers @piperupholstery

07 • THE SALE

1969 JENSEN FF

A

pollo 11 Lunar Module Pilot Buzz Aldrin brought the Eagle down onto the surface of the Moon on my ninth birthday.

That was July 20th 1969. A day I will, of course, always celebrate.

As a young kid who was by this age already obsessed with cars, and growing up in London, I had the perfect backdrop to watch the various cars of the day drive past my house on our suburban main street.

For those of you too young to remember I’m sure you will be aware that this was a great year and era for cars. Think Lamborghini Miura, Porsche 911 and of course Jensen FF and Interceptor.

My Mum would regularly take me to our local toyshop where they had a wonderful wooden display cabinet full of the latest Dinky and Corgi models and, as a treat maybe once a month, she would allow me to choose one. I remember the day as if it were yesterday when my eyes zoomed

in on the Dinky bright yellow Jensen FF and my choice was instant, and my love for all things Jensen began. You would not believe my excitement when a year or so later I found one parked at the bottom of our road. Sadly this was 1970 and iPhones didn’t exist, but the memory stays with me.

So for me you will now probably understand the reasoning, if needed, for my choice of car to highlight in our launch issue of b500 as a car available for sale.

39

I have had the pleasure of spending some time with this car at the Classic Motor Hub just before the world went on coronavirus lockdown. I had a planned photoshoot for a week later, but it wasn’t to be. However, Ben up at CMH has helped out with a fantastic selection of shots of the car, several of which I have placed around this article.

Thanks Ben.

Ulrich Woodhams and documented with over 800 pictures, and in all over £140,000 was spent.

First shown at the London Motor Show in 1966 the Jensen FF was the first time an all-wheel drive system had been fitted to a non all-terrain production car. Using a system designed by Harry Ferguson, part owner of Massey Ferguson tractors and known as “the father of the modern farm tractor”, Jensen stretched the wheelbase of their Interceptor platform and fitted the ‘Ferguson Formula’, hence the model being called the FF. Another first for the FF was the fact that it was also the first production car to be fitted with ABS. Powered by the same 6,276cc Chrysler V8 engine as the Interceptor, but on a longer wheelbase, in fact the entire car was 5 inches longer than the Interceptor.

Although cosmetically similar there were a few subtle differences, the main one being the twin diagonal air vents behind the front wheel arches. Another big difference was the price, which was 30% more than an Interceptor at a whopping £6,017 in 1968. To put that into perspective, in the same year a Ferrari 365 GTC, of which just 150 were built, was £7,900 and an Aston Martin DB6 was £4,500! So the FF was squarely aimed at only the most discerning and wealthy of clients.

So, onto the car itself. This one is special, and when I say special I mean really special.

To justify this price the car had to impress on the performance front and be well finished. In the performance department the FF did not disappoint; power output was a heady 325bhp which allowed a top speed of over 140mph with 100 arriving in just 19 seconds, pretty impressive for a car that weighs 1,750 kg. The interior was very well appointed with reclining leather seats, a walnut dashboard and an automatic transmission, all directed very much at the gentleman who needed a sporting GT car.

How special? Well it was bought new by GKN for development of the FF system.

It’s been through a four year restoration

by Rejen, overseen by marques expert

This particular Jensen FF for sale at the Classic Motor Hub is chassis number 119/189. According to the build sheets on file, the car was completed in

40

September 1969 finished in California Sage with Black leather and sold through Jensen’s sales division to GKN Birfield Developments.

GKN had recently acquired Birfield and its subsidiaries including Laycock Engineering, who are best known for their Laycock de Normanville overdrives, and Hardy Spicer, market leaders in Constant Velocity Joints (CVJ’s). GKN was keen to develop the driveline side of the business, especially the exciting and innovative new world of All Wheel Drive (AWD) systems.

With this in mind, they ordered this exact Jensen FF as a development car. Eventually, GKN would buy the rights to the Ferguson Formula AWD system that was used on the Jensen FF and from here GKN Driveline has grown to become the largest supplier of driveline products to the automotive industry with more than half of all new cars worldwide containing GKN technology and parts.

The history file of this car not only contains copies of the build records, which includes all the signed off checklists and adjustments made by the works during the cars production, but correspondence negotiating the purchase of 119/189. Further correspondence shows the car coming back for service work in June 1971, still owned

by GKN and showing an impressive 34,474 miles.

From here the trail goes a little cold until 1984 when the car is registered in Billinghurst to a Mr. Iliffe, 119/189 is listed as being white and passes through a couple of owners before being bought by a Mr. Cohen based in Marylebone, London. Mr. Cohen kept the car until 2011 when the car, now showing 54,647 miles was bought by a Mr. G. Delf, an hotelier in Manchester.

At this point we are confident the car hasn’t been used for many years and is in a sad state of repair as it is only a couple of years later, in 2013, when the car is spotted by the current owner outside the workshop of Jensen restorers, Rejen.

Being a huge Jensen Interceptor fan from childhood, the current owner saw the appeal of the rarer FF model but more importantly, appreciated the history and significance of this particular example. A deal was struck with Rejen and so began one of the most exhaustive and accurate restorations ever carried out on any motor car, let alone a Jensen. Marque historian Ulric Woodhams oversaw the process to make sure everything was done correctly. The brief was quite simple: return this car to exactly how it would have been in 1969.

To go into the detail of the restoration would leave the reader sat at their computer for far too long but suffice it to say that no stone was left unturned right down to restoring the original Voxson 8 Track player.

There are over 800 photographs covering the entire process as well as a detailed write up by Rejen along with their invoices which, as mentioned earlier, total an eye watering £140,000 GBP. This stunning Jensen FF for sale at the Classic Motor Hub is a unique opportunity for the next owner to acquire a ‘brand new’ Jensen FF, not only exactly as it would have been delivered new (if not better) but an example that was the development car for a company that now leads the way in driveline technology. We all know of car models that change the automotive landscape but one could argue that this particular car has done so in its own right.

Accompanied by a lovely history file, original tools and jack, original handbooks and even first aid kit.

119/189 is available for immediate inspection, in the Hangar at the Classic Motor Hub. Year 1969. Make Jensen. Price £149,950 * All photographs shot exclusively for b500 by: the Classic Motor Hub. * Words: Del Gregory and Classic Motor Hub.

41

FROM THE FINEST MODELMAKERS IN THE WORLD

Race Weathered Ferrari 250 TR ‘Lucybelle II’ 1958 Le Mans Further weathered models planned: 1970 Daytona 24H Winning ‘Gulf’ Porsche 917K 1995 Le Mans 24H Winning ‘Ueno Clinic’ McLaren F1 GTR

AmalgamCollection.com

enquiries@amalgam.com