Octane 254

FERRARI TESTAROSSA • BENTLEY SPEED 8 PROTOTYPE • FIRST & LAST BRISTOLS

BARGAIN ASTONS Vantage V8, V12 and Roadster – yours from just £20,000

PLUS

ONE-OFF ALFA ROMEO 6C 2500 On the road in a Pebble Beach sensation

OPEL MANTA GT GUIDE • NASCAR IN THE DESERT • THE ‘RODFATHER’ INTERVIEWED • VANGUARD RA4 RACER £5.99 / AUS $14.99, ISSUE 254, AUGUST 2024

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OCTANE RM 30-01 TITANE SIDE:Mise en page 1

31/10/23

10:10

Page 1

RM 30-01 Skeletonised automatic winding calibre 55-hour power reserve (± 10%) Baseplate and bridges in grade 5 titanium Declutchable variable-geometry rotor Oversize date Power-reserve indicator and function selector Case in grade 5 titanium

Issue 254 / August 2024

CONTENTS

‘A SHRILL BLARE CUTS THROUGH THE AIR, THE NOTE DROPPING FOR ONLY THE BRIEFEST FRACTION OF A SECOND DURING GEARSHIFTS’ BENTLEY SPEED 8, CHASSIS 1, PAGE 74

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2020 Koenigsegg Regera Estimate: $2,750,000 – $3,250,000 USD

MONTEREY | 15–17 AUGUST 2024 THE ANNUAL RETURN TO MONTEREY CAR WEEK, WHERE EXEMPLARY, REMARKABLE, AND RARE ARE THE RULE WITHOUT EXCEPTIONS

UK +44 (0) 20 7851 7070 CALIFORNIA +1 310 559 4575 HEADQUARTERS +1 519 352 4575 info@rmsothebys.com

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Issue 254 / August 2024

CONTENTS 90

84

FEATURES ASTON MARTIN VANTAGES Page 48

V8, V12 and Roadster – landmark sports cars that open the door to Aston ownership

VANTAGE: THE STORY SO FAR Page 60 From triple carbs via Zagato specials

ALFA ROMEO 6C 2500 BY RIVA Page 64 When is an Alfa not an Alfa?

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BENTLEY SPEED 8 Page 74 The 2003 Le Mans comeback started here

THE OCTANE INTERVIEW Page 84 The ‘Rodfather’ himself, Ray Christopher

FERRARI TESTAROSSA Page 90 A supercar used daily around London streets

RA4 VANGUARD Page 100 Ultra-rare Kiwi Formula Libre racer restored

HISTORIC NASCARS Page 108 Octane goes racing in the Arizona desert

FIRST AND LAST BRISTOLS Page 114 Early 400 and last-of-line Fighter driven 5

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Issue 254 / August 2024

CONTENTS 16

REGULARS EVENTS & NEWS Page 16 The month in pictures; essential diary dates; Government wants your views on the DVLA

GEARBOX Page 32 Racer and racing car specialist Martin Stretton

COLUMNS Page 37 146

136

Let us all learn from Jay Leno, Derek Bell, Stephen Bayley and Robert Coucher

LETTERS Page 45 Looking back on Rowan Atkinson’s reflections

OCTANE CARS Page 126 Robert Coucher’s Jaguar XK140 meets others

NIKE

OVERDRIVE Page 136 New Ford Mustang; life with a Maserati MC20 148

152

GONE BUT NOT FORGOTTEN Page 144 Author and car enthusiast Clive Cussler

ICON Page 146 Million-dollar shoes: Nike Air Jordans

CHRONO Page 148

156

Collectable Heuer, Mühle-Glashütte, and more

GEAR, BOOKS, MODELS Page 152 Must-haves for your motoring shelves

THE MARKET Page 158 Sold and selling; how to buy an Opel Manta A

AUTOBIOGRAPHY Page 194 154

Lamborghini Polo Storico’s Alessandro Farmeschi

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16TH

21ST

MARCH 2025

REGIS TE R AT

C A P E10 0 0.C OM

SOUTH

A FRI C A’S

MOST

BEAUTIFUL

DRIVE

Issue 254 / August 2024

FEATURING

MATTHEW HOWELL

PETER TOMALIN ‘I’ve driven every post-war Aston, thanks largely to the nine years I spent on Vantage magazine, and I’d put the early Gaydon-era Vantage very close to the top of the pile for looks, sound and driving enjoyment. A day spent with three superb examples confirmed its status as a bona fide classic.’

Find out more on pages 48-58.

EDITOR’S WELCOME

Democratising greatness PROBABLY THE MOST frequent topic of conversation in the Octane office is the current conveyor belt of ‘brave’ cars. By that I mean the high-spec, high-performance, Top Marques fare that is at the bottom of its value curve and which will provide sensational value for money… right up until your new status-mobile throws a piston or blows a fuse. Of course, there have always been plenty of cars in this category – Jaguar, Rolls and Bentley have made an artform of depreciation – but never in my motoring lifetime has there been such a smorgasbord of desirable high-performance halo cars to take a punt on for buttons. And make no mistake, it will be a punt if you shop in the same shallow waters as I frequent.

Maserati 3200, 4200 and Quattroporte, Porsche Cayenne and 996, Bentley Continental GT, a host of blunderbuss AMG Mercs, supercharged V8 Jaguars… All yours from a few thousand pounds and a gutsy roll of the dice up to £20,000.

When Aston Martin launched its Vantage as a model rather than a variant, it was hard to imagine it would ever slump to such financial doldrums. But it is well on the way, sitting in the next tantalising price bracket upwards along with the likes of the Audi R8. The fact that Vantages are not quite as lowly valued as the cars I mentioned above, though they may yet get there, offers the bonus that higher values usually mean lower mileages, which is crucial in this game when you are gambling your mortgage against a cambelt.

Classified ads for private examples in the UK currently start at just over £20,000 and you can take your pick of scores for under £30,000, mileages ranging downwards from 80,000, with plenty under 40,000. What a car for the money.

Go for it, while you still can.

After all, it wasn’t so long ago that Ferrari Testarossas were in similar territory, the majority of them unloved, unmaintained and gradually declining as a succession of owners had the wherewithal to purchase a thoroughbred for the price of a repmobile, but not to then look after it in the manner to which it was accustomed. Now, prices have ballooned and still have a way to go. While that propels them out of the reach of bargain hunters, it does mean that they are now worth spending money on and, by rote, that their future is secured.

Now we find ourselves marvelling at a person prepared to use one every day when 15 years ago we might have been singling out someone who didn’t, and that speaks volumes about the cyclical nature of a great car’s existence.

PAUL HARMER ‘I heard the Testarossa long before I saw it: I went to the job on my motorbike and knew exactly where the wailing sound came from that I could hear in the distance. Then, sitting behind it at the lights, I was struck by how wide it looked –and how good it smelt!’

Paul’s beautiful photography accompanies James Elliott’s story on pages 90-98.

EVAN KLEIN ‘The smell of barbecue and race gas filled the air, the ground shook as the historic NASCAR motors erupted into life, and I knew I was in the right place. This is truly the wild, wild west! Welcome to Havasu City.’

See Evan’s stunning photography and read about his experiences on pages 108-112.

James Elliott, editor in chief

COVER PHOTOGRAPHY MATTHEW HOWELL / PAUL HARMER / JORDAN BUTTERS

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IGNITION / Month in Pictures

IGNITION E V E N T S + N E W S + O PI N I O N

Concours on Savile Row, 22-23 May Poor weather on the first day of this innovative London event just meant everyone headed inside to see the best the world’s finest tailors have to offer, each shop linked to an exhibit or display ranging from cars to a Spitfire fuselage mid-reconstruction. Highlights included the unveiling of Ian Callum’s all-electric SKYE, while a McLaren F1 first owned by Michael Andretti won over the youth vote, the Westminster City Lions returning to the event as Hagerty Youth Judges and pronouncing it Best in Show. Runner-up was the 1939 Lagonda LG6 Rapide previously owned by the late Rolling Stones drummer Charlie Watts, and third place went to a ’63 Mercedes-Benz 300SL Roadster.

Images: Matthew Howell; Martyn Goddard

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IGNITION / Month in Pictures

VILLA D’ESTE, 24-26 MAY

History was made at the famous Concorso d’Eleganza on the shores of Lake Como when a preservation car took the top honour for the first time.

Best of Show was this Alfa Romeo 8C 2300 Figoni Short Chassis Spider owned by the HM Collection and presented by Fiskens. The public vote Coppo D’Oro went to a McLaren F1.

MOTOFEST COVENTRY, 1-2 JUNE

The beautifully incongruous sight of VSCC cars sprinting on the city’s inner ring road.

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SUPERSIXTIES SPA, 26-28 APRIL

Bob Stevens won both races in his Lotus Elan 26R.

HAGERTY HILL CLIMB, 11 MAY

Fun day out for all sorts at Shelsley Walsh.

PRESCOTT HISTORIQUE, 25-26 MAY

CLOCKWISE, FROM TOP LEFT: BMW GROUP CLASSIC; SENTEN IMAGES; OLI FESSEY; PETER McFADYEN; CHRIS TARLING; MICHAEL HOLDEN; JOY RICHINGS; ADRIAN COLE

Duncan Ricketts demonstrated ERA GP1 at the Bugatti Owners’ Club event.

CLASSIC STONY, 2 JUNE

A wonderfully casual and eclectic meet in Stony Stratford.

DONINGTON HISTORIC FESTIVAL, 4-5 MAY

The Mahmoud/Le Blanc/Van Lanschot Porsche 901 and Tilley/Hill TVR Griffith.

VINTAGE REVIVAL MONTLHÉRY, 11-12 MAY

Sensational festival at the speedbowl south of Paris.

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IGNITION / Month in Pictures

LONDON CONCOURS, 4-6 JUNE

A glorious return to the Honourable Artillery Company for the popular City event. The 2024 Best in Show was a unique Lamborghini Diablo SE30 Supercharged prototype.

SPA CLASSIC, 17-19 MAY

Norwegians Agnete Segalstad and Ole Rasmus Robak soldier on in their 1983 Mercedes-Benz 500SL.

CLOCKWISE, FROM TOP: CHARLIE BRENNINKMEIJER; WILL BROADHEAD; DANNY SLEEUWENHOEK

This Peter Auto festival is one of the brightest jewels in historic racing.

HERO-ERA LONDON TO LISBON, 25 APRIL – 4 MAY

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IGNITION / Month in Pictures

VALLETTA CONCOURS D’ELEGANCE, 2 JUNE

FUORI CONCORSO, 25-26 MAY

Fabulous Lake Como event at Villa Grumello and Villa Sucota.

VSCC WORCESTERSHIRE TOUR, 2 JUNE

Robin Parker (1953 MG TD) and James Parker (1934 Frazer Nash Special).

GP DE MONACO HISTORIQUE, 10-12 MAY

Belgian Maxime Castelein’s Aston DB3S on the charge during a 14th running of the ACM’s chic festival in the Principality.

CLOCKWISE, FROM TOP: JOEL SALIBA; MICHAEL STOKES; PETER McFADYEN; JONATHAN SHARP

The Maltese capital hosted another superb event, ranging from popular classics to the winning experimental Rolls-Royce Phantom owned by Yohan Poonawalla.

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IGNITION / Events Diary

Dates for your diary 14 July VSCC North Yorkshire Tour One of the VSCC’s new events for 2024, this tour starts just north of York and runs through the Howardian Hills.

vscc.co.uk

14 July The Euros Assembly European cars roll up to Bicester Heritage on the day of the Euro 2024 final. You’ll need to join Bicester Heritage’s Scramblers club (membership is free) to be able to buy a ticket.

bicesterheritage.co.uk

16-18 July Yorkshire Elegance Goodwood Festival of Speed, 11-14 July | Image: Dominic James

27-30 June Classic open-top competition cars contest a regularity rally in northern Italy.

the inaugural event include one for Rolls-Royces and another for Maseratis, plus there will also be special displays of F1 cars and four-wheeled movie stars.

laleggendadibassano.com

theaurora.se

29-30 June

6 July

Heveningham Concours

Beaulieu Bikers’ Day

The field of cars at Heveningham Hall in Suffolk is complemented by a display of vintage aircraft.

New for 2024, this event is open to motorcycles of all ages and will give visitors a chance to see some bikes from the National Motor Museum being started up.

La Leggenda di Bassano

heveninghamconcours.com

30 June – 13 July Arctic Midnight Sun Rally The route through Sweden and Norway pushes as far north as Narvik, inside the Arctic Circle.

hero-era.com

5-7 July Dragstalgia

beaulieu.co.uk

goodwood.com

12-14 July International Oldtimer Meeting Baden-Baden More than 350 classic cars arrive in the German spa town of Baden- Baden.

18 July Summer Veteran Car Run First held in 2022, this is the less frigid counterpart to November’s London to Brighton Veteran Car Run. It starts and finishes at the Royal Automobile Club’s swish Woodcote Park clubhouse.

veterancarrun.com

18-20 July Ennstal Classic

13 July

Pre-1905 vehicles re-enact the first trip made by car in the UK, a drive from Micheldever to Datchet completed by Evelyn Ellis in 1895.

Noosa Concours d’Elegance

ennstal-classic.at

santapod.co.uk

VSCC SeeRed Race Meeting

Billed as Scandinavia’s premier concours, and held in the pretty Norrviken Gardens just outside Båstad in Sweden. Classes for

This year’s theme is ‘Horseless to Hybrid – Revolutions in Power’, so expect to see landmark cars of the past and bleeding-edge modern machinery on the hill.

yorkshireelegance.com

The Ellis Journey

6-7 July

thebritishmotorshow.live

The Aurora

Goodwood Festival of Speed

Crews on this rally will drive the best roads in the mountainous Austrian province of Styria, and lap the Red Bull Ring, too.

Santa Pod Raceway serves up the sights, sounds and smells of drag racing in years gone by.

5-7 July

11-14 July

This ‘right-good fancy car event’ includes a concours d’elegance at Grantley Hall in Ripon and a 120-mile drive through the Yorkshire Dales.

7 July

oldtimer-meeting.de

Winner of the Rising Star award at the 2023 Historic Motoring Awards, and happily returning to the beach town of Noosa in Queensland, Australia, for another year.

18-21 July Coppo d’Oro delle Dolomiti Cortina d’Ampezzo in the Dolomites hosts a regularity rally open to pre-1972 classics.

noosaconcours.com.au

coppadorodelledolomiti.it

The VSCC travels to Donington Park for an event headlined by the Eldridge Trophy Race for pre-1925 cars, named after Ernest Eldridge, who broke the Land Speed Record in 1924.

13-14 July

19-21 July

Brno Grand Prix Revival

The Summer Trial

Single-seaters, GTs, Touring Cars and prototypes do battle on the rollercoaster-like Brno Circuit in the Czech Republic.

Based in Chester and designed to allow novices to experience a multi-day event while getting to grips with navigation.

vscc.co.uk

brnogp.cz

hero-era.com

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20-21 July

28 July

Classic Nostalgia

Brooklands Summer Classic Gathering & Autojumble

Classics dash up the storied hill at Shelsley Walsh, where there will also be a concours d’elegance for pre-1985 cars.

Brooklands welcomes two- and four-wheeled classics, and hosts a 100-stand autojumble.

classicnostalgia.co.uk

brooklandsmuseum.com

22-27 July

2-4 August

Concours of Elegance Germany

Copenhagen Historic GP

A new, 200-car concours held on the shore of Lake Tegernsee in the Bavarian Alps.

concoursofelegancegermany.com

24 July Veloce charity track day Held this year at Goodwood, where guests will meet famous faces and enjoy passenger laps in a variety of classic cars.

v-events.co.uk

26-28 July Oulton Park Gold Cup Classic Grand Prix cars return to Oulton Park, which hosted non-championship F1 races in the 1950s, ’60s and ’70s.

oultonpark.co.uk

27 July Hagerty Festival of the Unexceptional Grimsthorpe Castle hosts a gathering of charmingly ordinary cars built between 1969 and 1999.

hagerty.co.uk

28 July Rally of the Giants

Classic cars race on an unusual street circuit in the Danish capital.

chgp.dk

2-4 August Classic Days Düsseldorf Green Park in Düsseldorf is turned into an open-air museum as almost 7000 classics pitch up for an event featuring demonstration runs as well as displays.

classic-days.de

BOOK NOW! These events may seem a long way off, but you need to secure your place now

3-4 August Beaulieu Supercar Weekend Some of the world’s rarest and most outrageous supercars are brought together in Beaulieu.

beaulieu.co.uk

3-4 August VSCC Prescott The quintessential English vintage car meet sees 250 pre-war machines charge up the 880-yard course that was established by the VSCC all the way back in 1938.

vscc.co.uk

3-9 August Bonneville Speed Week

The All American Auto Club heads to Stonor Park, bringing with it many cars rarely seen on this side of The Pond.

Speed freaks from around the world bring their hopped-up machines to north-western Utah and floor it on the sunbaked Bonneville Salt Flats.

allamericanautoclub.com

scta-bni.org

20 September – 14 October 2024 The Sultan’s Trail A 24-day touring rally for pre-1990 cars to the eastern edge of Europe, following the trading route founded by Sulliman the Magnificent in 1592 and developed over the centuries. bespokerallies.com

4-6 October 2024 Rallye Père-Fille The seventh running of the father-daughter event heads to the South of France and includes a stay in a hotel that dates back to 1613. It is limited to 45 crews and is especially friendly for regularity novices. en.happyfewracing.com/rallye-pere-fille

16 February – 8 March 2025 The Pearl of India A 6000km marathon for pre-1986 classics starting and finishing in Mumbai via Udaipur, Jodhpur, Jaipur, Agra, Hyderabad and Goa. £42,000 per car and two occupants, including medical support and breakdown assistance. hero-era.com

17 May – 22 June 2025 Peking to Paris Motor Challenge Two Peking to Paris Motor Challenges in consecutive years! Over 36 days, entrants will battle 14,250km (8850 miles) from China to France via Kazakhstan, Azerbaijan, Georgia, Turkey, Greece and Italy. hero-era.com

24 September – 22 October 2025 Islands of Japan Marathon A month-long journey covering the four main islands of Japan. From Hokkaido in the far north, through Honshu and Shikoku to the finish in semi-tropical Kyushu. Open to pre-1977 cars, with a separate class for pre-1946 cars. rallytheglobe.com Dragstalgia, 5-7 July | Image: Santa Pod

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IGNITION / News

Have your say on DVLA Owners are urged to respond to a Government consultation that could prove crucial for UK classics

ENTHUSIASTS IN THE UK have a week left to make their opinions felt in a landmark consultation that could have wide-reaching effects on the future of the classic car hobby – and industry – in the UK. A Government ‘Call for Evidence’ regarding the DVLA (Driver & Vehicle Licensing Agency) closes on 4 July (easy to remember, it’s the day of the General Election) and the call to arms comes from clubs and representative bodies such as the Federation of British Historic Vehicles and the Historic & Classic Vehicles Alliance.

The main thrust of the 50-question Call for Evidence announced by Transport Secretary Mark Harper at Bicester Heritage is to solicit views and experiences on how the DVLA registers classic cars in the UK, suggesting potential changes to registering historic, classic, rebuilt, and electrically converted vehicles. The move comes after question marks over the status of classics converted to electric motors (Octane 252), plus a host of foul-ups

and misapplication of the current guidelines that has left legitimate classics issued with Q-plates and owners threatened with the loss of their registration numbers for only minor upgrades or replacement parts.

As the HCVA warned, without clarification, anyone restoring, upgrading or enhancing a car is at risk of losing their original registration.

Alarmingly, it cited as little as drilling one hole as a potential risk. Losing a historic registration may not sound catastrophic, but it could have far-reaching consequences on insurance, as well as existing tax, MoT and low-emission zone exemptions. Imagine trying to get a nolonger-exempt 50-year-old classic to meet current MoT emissions standards.

Then there is the refusal to issue a registration at all. Octane spoke to one frustrated enthusiast and historic racer who has so far wrangled for more than 18 months to reunite his car with its former registration and put it back on the road after a lengthy restoration. The DVLA has

stonewalled the request, insisting that the registration he’s requesting has never previously been issued to any car, despite there being paperwork and a selection of period pictures of this car wearing that number.

On launching the consultation, transport secretary Mark Harper said: ‘The way we restore and protect classic cars has not kept up with the times and evolving technologies, which is why we are calling for industry and enthusiasts to have their say on how to best protect these British classics for decades to come… Today’s Call for Evidence is the latest part of the Government’s plan to back drivers, support skilled jobs, and grow the economy.’

The news was welcomed by many bodies, including Sir Greg Knight MP, who chairs the All-Party Parliamentary Historic Vehicles Group: ‘Until now, owners of classic cars have been left in limbo with uncertainty and little information when restoring vehicles, leading to reluctance to make sensible and modest

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New partner and venue for awards

repairs or upgrades such as the installation of seatbelts, upgrading of brakes or a welding repair to the chassis for fear their classic will be branded a “kit car” and allocated a Q-plate.’

David Whale, chairman of the FBHVC, added: ‘This is a unique and hard-won opportunity after our many months of dialogue with DVLA and Df T to address our challenges around the current systems once and for all.

‘We welcome this opportunity to create and evolve a policy that will have a long-lasting impact on our freedoms and abilities to preserve and use transport heritage.

‘But it’s imperative that we put forward a consensus and make our needs clearly understood; this is why we have chosen to address the consultation via a questionnaire in this way. To represent as many voices from our community as possible in a single, consistent response is essential for success.’

The HCVA explained that the issues between classics and the DVLA ballooned a decade ago when the Government department shut its 39 local offices, with many owners since ‘being issued with Q-plates for legitimate classics, and countless others experiencing long delays and laborious processes when attempting to reregister a newly restored or upgraded classic’.

HCVA executive director Guy Lachlan said: ‘The DVLA’s current system treats restoration and rebuilding of historic vehicles as having a negative impact on their historical record and UK registration, a misconception that must be corrected. Maintaining the same registration number is a vital part of the history of the UK’s vehicles and is a viewpoint consistent with those applied to historic buildings, fine art, and other protected heritage industries.’

The websites for both the FBHVC and the HCVA have extensive analysis of the consultation, including highlighting the most crucial areas and even advising on how best to respond. See evidence.fbhvc.co.uk or tinyurl. com/459yp2ft.

The deadline for postal responses to the call for evidence is 30 June, but online responses can be submitted until 4 July. There are a range of documents and methods for participating, but the simplest is to complete the ‘snap’ survey here: tinyurl.com/ypsbshs4.

The 2024 International Historic Motoring Awards presented by Lockton will take place on 22 November at the most glittering new venue in London. The recently opened Peninsula London, overlooking Hyde Park Corner, is not only the most prestigious hotel to open in the capital for years, but it is also the perfect place for classic motoring enthusiasts to celebrate the very best in the industry.

The Peninsula Group, which has sites in 12 global cities, is chaired by well-known collector Sir Michael Kadoorie, and the new London hotel reflects his passion for cars and aviation through its theming, including the Brooklands by Claude Bosi restaurant with its two Michelin stars.

Following the takeover of Octane

by Hothouse Media just before Christmas, the International Historic Motoring Awards are now back under the stewardship of Geoff Love, who was responsible for launching the sector-defining awards at St Pancras in 2011.

He said: ‘Having established these awards more than a decade ago in order to recognise and reward excellence in our industry, this is the natural evolution for them.

‘The International Historic Motoring Awards are the only global event of their kind in the classic and performance car world and warrant a venue and partner reflecting that.’

The awards also welcome a new presenting partner in Lockton, the world’s largest independent insurance brokerage. As well as a new venue and presenting partner, the 2024 awards will have some changes to the categories. This year’s nominees will be vying for the following trophies: Young Achiever Bespoke Car of the Year Car of the Year Club of the Year Industry Supporter of the Year Lifetime Achievement Award Motorsport Event of the Year Motoring Event of the Year Breakthrough Event of the Year Specialist of the Year Achievement of the Year Innovation of the Year Museum/Collection of the Year Media of the Year Restoration of the Year

From top The 2024 awards will take place at the newly opened Peninsula London with its plentiful appropriate themes; 1954 Maserati A6G/54 Zagato was the 2023 Car of the Year; the sold-out ceremony was at the Dorchester.

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IGNITION / News

Salon Privé stars revealed Best-ever Blenheim ‘garden party’ promised THE 19TH RUNNING of Salon Privé is promising to be bigger and better than ever.

The event, presented by Aviva and dubbed ‘the UK’s most exclusive automotive garden party’, will run on 28-31 August at Blenheim Palace, Oxfordshire, and has already pledged to display an astonishing selection of precious metal over a range of classes. These will include a worldbeating display of sports racers, featuring cars from Jaguar, Lister, MG and Porsche in the Sports Racer class.

A Swiss entrant will bring the 1956 Lister Maserati, ‘MER 303’, packing a 2.0-litre Maserati A6 GCS engine and raced in period

by Archie Scott Brown. Joining it will be an exDieter Glemser and Hans Hermann works Porsche 906 Carrera 6, chassis 906 111, and a 1966 MGC GTS Lightweight, ‘MBL 546E’, the first of two built by the Abingdon works and making its Targa Florio debut in 1967 in the hands of Paddy Hopkirk and Timo Makinen.

Concours chairman Andrew Bagley said: ‘Every year, we are honoured by the huge number of entries we receive for the Salon Privé Concours, and this year’s Sports Racer Class already has us excited. These cars are genuine living legends and I know our guests are going to relish the opportunity to see such storied models up close.’

The early entries also suggest there will be a big international presence at the concours, especially when it comes to some very traditionally British marques. One of the highlights will be a US-built 1923 Springfield Rolls-Royce Silver Ghost Pall Mall, which

will travel from North America fresh from winning its class at The Amelia concours.

Having just won the Lugano Elegance, the ex-Rudolph Valentino Isotta Fraschini 8AS Fleetwood Roadster will continue its tour of Europe by appearing at Salon Privé. Restored

by RM Auto Restoration, this car is a two-time class-winner at Pebble Beach and won Best of Show at the 2019 Audrain Newport Concours.

Another rarity already signed up is a one-ofthree 1952 Jaguar XK120 Ghia Supersonic.

There will also be dedicated classes for Ferrari, Bugatti and Rolls-Royce. The 75 entries will be judged over two days by a 30-strong ICJAG judging team led by Nigel Matthews.

Bagley added: ‘The global collector interest in our Salon Privé Concours is at an all-time high. With a concours experience like no other, including our new jet centre kick-off MotorAvia at London Oxford Airport, 2024 entrants are in for an amazing three-day extravaganza at Blenheim Palace. With our 13 car classes now confirmed, the final rare and exciting entries will be announced over the coming month.’

For the first time, enthusiasts can buy admission-only tickets to Salon Privé. With only 375 available for each day of the event, they cost £75 apiece. While the concours dominates the first three days at Blenheim Palace, Supercar Saturday presented by Lockton takes over the Oxfordshire stately home on Saturday 31 August with a very different crowd and vibe.

For information, itinerary details and tickets, visit salonpriveconcours.com.

Clockwise, from top left US-built Springfield Ghost Pall Mall; Lugano-winning Isotta Fraschini; Ghia Supersonic; superb Lister Maserati; Porsche 906; one-of-two BMC Comps Dept 1966 MGC GTS Lightweights.

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1976 McLaren M23 Price Available Upon Request

1963 Mercedes-Benz 300 SL Roadster Offered At: £1,200,000

1957 Mercedes-Benz 300 SL Roadster Offered At: €1,595,000

Focused on matching buyers and sellers privately with professionalism, integrity, and discretion, our aim is to make the buying and selling experience an enjoyable one for all. If you are interested in selling a car privately, or if you need assistance in finding the car that best suits your needs, our Private Sales team is ready to serve you as your trusted collector car advisor.

IGNITION / News

News feed

Healeys come home THE 75TH ANNIVERSARY of the Healey Silverstone is set to be one of the highlights of Silverstone Festival on 23-25 August. Launched by Donald Healey in 1949 as an agile road and track weapon, only just over 100 of the model were produced and organisers predict a bumper turn-out from the 87 survivors for displays and parades.

‘This a very big year for the Healey Silverstone and we are delighted to be celebrating its 75th birthday at Silverstone Festival,’ said event director Nick Wigley. ‘Donald Healey was a major player at a time when British sports cars ruled the world, and his shrewd decision to name his first roadster after Silverstone was typically inspired. Though it had hosted its first Grand Prix a year earlier, back then Silverstone was far from the global motorsport centre it is today.’

The festival is awash with celebrations, as well as countless racing grids.

Milestones being honoured include 110 years of Maserati; 75 years of Abarth; 70 years of the Mercedes SL; 65 years of Marcos; 60 years of the Ford Mustang; 50 years of VW Golf, Lancia Stratos and Triumph TR7; 40 years of MG Metro 6R4 and Toyota MR2; 25 years of the Ferrari 360.

For info and tickets see silverstone.co.uk/events/silverstone-festival.

New V12 hypercar This month’s new hypercar brand is Nilu27, founded by Sasha and Inna Selipanov, the former’s credits including Lamborghinis, Bugattis, and Koenigseggs. The company is launching with a V12 hypercar, which will make its public debut at Pebble Beach during August.

Hispano takes big win Tha Audrain Collections’ 1927 Isotta Fraschini Tipo 8AS Roadster was Best of Show at the Lugano Elegance concours in Switzerland on 17-20 May. Chassis 1175 was commissioned by silent movie star Rudolph Valentino and was first shown at the 1926 New York Auto Salon.

Restomods go south Latest in the flood of restomods is an Alfasud Sprint-based car from Portugal. Built by renowned restorer Rafael Soares’s company Alma, the car is inspired by the never-raced Alfa Romeo 6c and packs a 160bhp 1.8 boxer in a composite body.

Concorso Italiano changes Popular Monterey Week event Concorso Italiano is under new ownership and has ambitious plans for 2024 and beyond.

Taking place on 17 August at the Bayonet & Black Horse Golf Course, it promises to become ‘The Pre-eminent Italian Lifestyle Event’ outside Italy over the next five years. As well as hosting the US debut of a new Pininfarina Classiche certification programme, the event will feature a Best of Show trophy designed

by Walter De Silva.

Mercedes heritage jobs Mercedes-Benz Heritage’s Classic Center is appointing three new management roles as it continues to grow. Peter Schoren will become Head of the Classic Center and member of the management board of MercedesBenz Heritage, Thomas Armbrecht will take charge of Technical Operations, and Patrik Gottwick will lead the Classic Center’s Sales and Marketing team.

Cavallino champs The fourth Cavallino Modena on 17-19 May had a trio of Bests in Show. Top Gran Turismo was the 1971 365 GTB/4 Daytona (chassis 14405, above), Competizione champion was a 1954 Ferrari 250 Monza (chassis 0466), and Best of Show of the Ferrari Classiche Certified cars went to the 1997 Ferrari F50 (chassis 107125).

Overseas postage stopped In a surprise move, UK motoring book publisher Veloce has announced that it will no longer be directly posting its titles to overseas buyers, though they can still order through bookshops and the usual channels. The policy came into force on 1 June.

Ladies’ anniversary To celebrate the 120th anniversary of The Ladies’ Automobile Club, the RM Sotheby’s London to Brighton Veteran Car Run commissioned Anna-Louise Felstead to create a painting (above) to coincide with celebrations on this year’s Run, which takes place on 3 November.

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Irish rovers After four memorable days and more than 500 miles of driving, the fifth running of Rally the Globe’s Vintage Shamrock was won by a 1937 Jaguar SS100 crewed by Stephen Owens and Nick Bloxham. In second were Andrew and Philippa Bailey in a 1938 Triumph Dolomite, with Shane Houlihan and Richard Pain third in their 1937 Riley 12/4.

New HCVA appointment Mark Roper, MD of Hagerty International, is the new Chairman of the Historic & Classic Vehicles Alliance (HCVA), after David Meek moved on to new ventures.

His first job will be to oversee the recruitment of a new, full-time, Chief Executive Officer to lead the future strategy of the organisation.

By Royal appointment Car polish company Autoglym has been granted its fourth successive Royal Warrant for the supply of car care products to the Royal Household. The company is the only car care product manufacturer among the 145 companies included in His Majesty King Charles III’s first round of Warrants, reserved for those who have previously been granted the honour.

Roger Corman, b.1926 Car-obsessed film producer and director Roger Corman churned out movies at an unbelievable rate, including unsung 1963 motor racing epic The Young Racers and the original The Fast and the Furious, though it bears little resemblance to the popular modern series. He is believed to have made nearly 400 movies and famously wrote the book How I made a Hundred Movies in Hollywood and Never Lost a Dime.

A full interview with Corman appeared in Octane 231.

A 5 - D AY D R I V I N G A D V E N T U R E FROM ASTURIAS TO PORTO S U N D AY 2 2 – F R I D AY 2 7 S E P T E M B E R

For our 2024 event we’re returning to Iberia where some of the greatest driving roads in Europe are to be found, taking in the Picos mountains, Castile y León and the incredible Douro Valley before we cross the finish line in Porto.

Midsummer merger The Morgan Motor Company and Pininfarina have revealed the Midsummer, a collaborative effort that will result in just 50 cars. Said to revive the barchetta tradition, and with exposed cockpit and swathes of teak, the new car looks almost like a boat on wheels. It will make its public debut at the Goodwood Festival of Speed.

Parnelli Jones, b.1933 Prolific US racing great Rufus Parnell ‘Parnelli’ Jones died on 4 June, aged 90. Arkansas-born Jones moved to Califonia as a child and went on to rack-up countless wins in Midget racing, NASCAR, stock cars, Trans-Am, Indy single-seaters and even at Pikes Peak and in Mexican road-racing. He became a team owner competing successfully in a wide range of disciplines, though a foray into Formula 1 with Mario Andretti proved fruitless.

Our tours combine great driving with a relaxed and informal itinerary, meaning there’s plenty of time to enjoy the fabulous hotels along theCoventry way. There will be just 20 cars taking part, and you’re Mercedes-Benz Heritage’s Classic welcome to bring whatever you love to drive, whether that’s a Nonsequiatio. Am haribusae aut classic or estios a modern supercar. reium quam nullupt atintiae

ius et expel invelic itiumqui aborerf ercius, sim quiasi dellupitatum inverum For further details and to receiveapient the fuga. fugiacontact voluptaGeorgie vollit vercia brochureUt please on 01635vellabo.

867705Neque or email nessum fuga. georgie@v-management.com Quiat od el modi nus nimpore sincim sitis modipiti consed quos v-events.co.uk et quis erspeli busanderes esendit

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IGNITION / News

GEARBOX

Martin Stretton

Having raced or tested over 350 competition cars, this super-successful driver also runs a restoration and race preparation business

1

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1 This cartoon by my great friend Mike Gibbs recalls a fantastic day in 1983 when he co-drove with me in my ’Nash on an unofficial road-race against other ’Nashes around the French Alps. It was one of the best drives ever – and we won.

2 I’ve lived in the countryside all my life but had never tried shooting until a friend invited me, about ten years ago. It was such a wonderful way to dump any worries and meet interesting people that I immediately took it up. I now have four guns: an 1895 Lang, a 1920 Boss, and this brace of AYAs that were custommade for me and are my ‘everyday’ guns.

3 Almost 45 years ago, I bought my Frazer Nash. Its current spec dates from about 1948 and I rebodied it early on as a lightweight racer, enjoyed it for ten years and then lent it to friends while I was building up my business. At one point, I thought I’d have to sell the house or the car, and my then-girlfriend, bless her, agreed that the house could go – fortunately, it never came to that.

4 One of my dearest friends, the late Paul Benton, was a bon viveur who, while trying to enthuse me about fine cigars, gave me this humidor. I’d only known him for two weeks when he lent me his Blower Bentley for an event through Portugal – he was that kind of bloke.

3 4

5

7

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5 In 1984, I did the Mille Miglia in my uncle’s Frazer Nash Targa Florio. During the event, I mended Murray Smith and Phil Hill’s vintage Bentley, and at the Ferrari factory checkpoint Phil introduced me to Enzo himself, who gave me this keyfob.

6 My mother was an inveterate gardener who planted this copper beech in my garden about 30 years ago as a sapling.

I can see it from my office window and it’s a very good reason never to move house.

7 As a racing driver, I’ve always been fit, but I wasn’t necessarily always healthy.

I’m now very focused on good nutrition and I use this infra-red sauna a lot as part of my general wellbeing.

8

8 I call myself a cook rather than a chef, because I think cooking healthily is much more important than fancy presentation.

At a country fair, I met a guy called Mike Smith who makes knives under the Manor Knives label: the blades are razor-sharp.

I keep a jar of plasters in the kitchen!

9

9 When I was a little boy, we had a Welsh dresser where I stored my toy racing cars.

I now have my own, from a farmhouse in Wales, on which I place objects that all have a story or remind me of a friend.

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10 The artist Michael Turner did his National Service with my father, so I’ve known him a long time. This painting shows me in a wet run in the Tyrrell at Goodwood FoS in 1999, where we made the works McLaren boys try really hard!

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IGNITION / Opinion

JAY LENO The Collector

T

o this day I still sort of bristle when people say ‘You’re a car collector.’ I really don’t think of myself as a car collector. I prefer to think of myself as someone who has just never sold anything, which is, of course, what a car collector does.

So, OK, I’m a car collector.

People who do not read this magazine seem baffled by the idea of having more than one vehicle. ‘You can’t possibly drive them all!’ they say. ‘Well, of course I can!’

I reply. Last Sunday was the perfect day for me.

The night before, I’d had a nightclub show to do so I drove something fun and reliable: my 2012 Cadillac CTS-V, a two-door coupe with sixspeed manual transmission and a 6.2-litre 556bhp supercharged V8.

The last time Cadillac offered a manual gearbox was 1949, and it won the Pirelli World Challenge GT manufacturers’ championship in 2012 and 2013 – the car’s basically a four-seater Corvette and a lot of fun to drive.

The next morning, I got up early, drove to my garage and pulled out my McLaren P1. I’ve owned this car for almost a decade now and it still never fails to impress. McLaren built only 375 examples because it wasn’t sure how many it could sell.

McLaren needn’t have worried. A man named Paul Bailey bought a P1, a Ferrari LaFerrari and a Porsche 918, and took them all to Silverstone to race, using the same professional driver in each car. The P1 won and the 918 came second.

I love that it’s rear-wheel drive. People tried to caution me at the time on the unproven nature of the hybrid drive system, but it has proven itself to be very reliable. I keep hearing about owners of these hypercars constantly having to replace their expensive lithium-ion batteries, but it always seems to be from either lack of use or failure to keep it on charge when not in use. The worst thing with vehicles of this type is not to use them.

Whenever I drive my P1, the first thing I do is go through every function, from raising and lowering it in track mode to switching between full electric and hybrid drive. If you don’t use it, you lose it: mechanical things break but electrical things degrade. My P1 is still on its original battery, with no sign of degradation.

I took it for a spirited drive on the Los Angeles Crest Highway, which rivals Sicilian roads in the mountains around Los Angeles. Everywhere, you run into other

people doing the same thing. Every rest stop has myriad high-performance vehicles, from supercharged Miatas to tripped-out Ducatis, all comparing notes.

In the afternoon I headed back to my garage, parked the P1 and put it back on its charger. Then my 1934 Brough Superior 1150 motorcycle caught my eye. I hadn’t ridden it in quite a while, after getting my face burned from my 1907 White steam car catching fire.

And getting garrotted off my 1940 Indian Chief motorcycle sidecar outfit when a guy had a wire across the parking lot with no flag on it. The bike was totalled and is now having a much-needed restoration.

The Brough was reluctant to start, which is very un-Brough-like.

I pushed it into the workshop, opened the gas cap and the fuel didn’t smell great, but it wasn’t terrible either. I pulled off both float balls and cleaned them, as they were partly blocked, then did the same with the carburettor. It fired on the second try. That’s the great thing about old machines, you’re either not getting spark or gas. Get the two together and you’re golden.

The real progress is not in speed but in braking and handling. My 1934 Brough holds 70mph, no problem. Just don’t try stopping or hitting potholes: you don’t stop so much as retard progress. My bike is known as a ‘hardtail’ and that means it has no rear suspension. At all. It’s like riding a horse: keep your feet on the pegs and use your legs as shock absorbers.

I was really enjoying this day because not only did I get to use my vehicles, I got to repair one as well. If I don’t work on my stuff occasionally I begin to feel like a poseur. But the fact that I pulled the carb on my Brough and made it run better made me feel as if I actually accomplished something.

How did I end the day? By driving home in the new Rolls Spectre. For me, this is the greatest Rolls-Royce because it’s exactly what a Rolls is supposed to be. If the McLaren F1 is the pinnacle of performance, this is the pinnacle of luxury. Being electric makes it the quietest Rolls and possibly the quietest car ever built. I’ve never bought a vehicle for any reason other than performance, until now. Truly amazing.

Well, that was my Sunday. I realise it’s not necessarily everybody’s idea of a perfect day, but for all the people reading this magazine I’d like to think it comes pretty damn close.

‘IF I DON’T WORK ON MY OWN VEHICLES OCCASIONALLY I BEGIN TO FEEL LIKE A POSEUR’

JAY LENO Comedian and talk show legend Jay Leno is one of the most famous entertainers in the USA. He is also a true petrolhead, with a huge collection of cars and bikes (jaylenosgarage.com).

Jay was speaking with Jeremy Hart.

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DON’T MISS THE LARGEST AUTOMOBILIA SHOW IN AMERICA ATTEND. EXHIBIT. NETWORK

Find top international dealers all under one roof – only at Automobilia Collectors Expo during Monterey Car Week!

August 12 & 13 10am – 5pm August 14 10am – 3pm ●

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Enjoy a relaxed indoor setting while buying literature, books, vintage posters, photographs, rally plates, badges, pins, hood ornaments, signs, original art, display items, scale models, signed memorabilia, postcards and more!

EMBASSY SUITES – MAIN BALLROOM

IGNITION / Opinion

DEREK BELL The Legend

T

here are moments in life when something stops you in your tracks. You are momentarily stunned. This occurred during the Service of Thanksgiving for Sir Stirling Moss back in May. I was privileged to have played my own minor part in what was a remarkable, if belated, send-off for someone I considered a very dear friend. Westminster Abbey was packed, the event having been brilliantly stage-managed by Stirling’s son, Elliott. There were more than 2000 people in the congregation, and I was on hand to do a couple of readings. I must admit that I choked up momentarily. I didn’t see it coming, but it was clearly audible. It was commented upon. I’d had no idea I would be so affected until suddenly I was.

The bit that really left an indelible impression was seeing my youngest boy Sebastian amid the procession at the start. Stirling was something of a grandfather figure; they got on like a house on fire. He walked immediately behind Royalty, carrying Stirling’s old puddingbasin helmet on a cushion, with Damon Hill behind him clutching my boyhood hero’s 1961 Monaco Grand Prix winner’s trophy. I had a lump in my throat watching Sebastian, who handled it all with aplomb and great dignity. He loved Stirling and wanted to honour him accordingly. And he did. I was a proud dad, I don’t mind telling you. It was such an extraordinary day and, it has to be said, a happy one.

I don’t want to delve too deeply into the whole greatest driver debate other than to say that Stirling was surely a candidate. I certainly think he was the most complete driver of his generation, and among the greatest all-rounders. He excelled in everything.

He wasn’t ‘just’ a Formula 1 driver. He was masterful in a single-seater but equally so in a sports car, a rally car; whatever. He just had that extra something.

I did all right. Of course, I am happy with what I achieved, but equally I would dearly have loved to have become a benchmark driver like Stirling. We all would.

I am just so glad that we became good mates in later life.

I miss him still.

After the service, my wife Misti and I hot-footed it to France for one of the Derek Bell Tours with V Events, which saw us take in the Grand Prix de Monaco Historique. I thoroughly enjoyed it. I have a bit of a thing for the venue, which I suppose is unfashionable these

days. I think a lot of it stems from the history of the place. It first staged a Grand Prix in 1929, and I was fortunate to have competed in the Principality aboard Formula 1 machinery. There’s a certain romance there that you just don’t get with the identikit tracks that have popped up in unlikely territories in recent years. The great thing about the historic racing was the competition.

There was overtaking, which was conspicuously absent during the Monaco Grand Prix a week later.

The modern race was a high-speed procession, but the skill involved was mightily impressive all the same. The problem is that Formula 1 cars are now ginormous.

The track isn’t. I was delighted to see the Monegasque ace Charles Leclerc win his home race for Ferrari. His joy was palpable, as was that of Prince Albert II. He was crying. With the exception of some boneheaded attempts at winning the race on the opening lap courtesy of the usual suspects, it passed by without incident. Some might argue that it also passed by without racing, but I am not sure how the ‘show’ can be fixed without first ‘fixing’ the cars. I would hate to see the Monaco Grand Prix be axed, because it’s one of the few classic Grand Prix races left.

In marked contrast, there was plenty of drama in the Indianapolis 500, primarily because there were so many accidents. There was clearly a problem with grip, or lack thereof, and some big names were among those who couldn’t stay out of the wall. I thought Josef Newgarden was exceptional in the last few laps to claim back-to-back victories, this time over Mexican Pato O’Ward, who was devastated to be edged out at the last gasp. Newgarden has been clouded in controversy this season, as has been mentioned in this column previously, but he was the driver with the best car control, greatest tactical awareness, and most sheer bloody brilliance, from what I could gauge from the comfort of my sofa.

As I write, I am catching my breath ahead of a visit to Le Mans. Any excuse to go back to my happy hunting ground. This time I will be joined by my eldest son Justin for a special something involving McLaren, more of which in a future issue. I have been fortunate enough to participate in a few events with McLaren and they have been a blast. It’s a manufacturer that knows how to let its metaphorical hair down. I think there’s a lesson in there somewhere.

‘I WOULD DEARLY HAVE LOVED TO HAVE BECOME A BENCHMARK DRIVER LIKE STIRLING. WE ALL WOULD’

DEREK BELL Derek took up racing in 1964 in a Lotus 7, won two World Sportscar Championships (1985 and 1986), the 24 Hours of Daytona three times (in 1986, ’87 and ’89), and Le Mans five times (in 1975, ’81, ’82, ’86 and ’87).

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IGNITION / Opinion

STEPHEN BAYLEY The Aesthete

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have an affection for lost causes, as my wife, children, friends, publisher and independent financial advisor can all testify. And can there be any cause more lost than Hillman? A brand so lacking in allure? Even in an age of revivals, no-one will revive it.

Of course, Eastern bloc cars of the KhruschevBrezhnev era were awful, often comically so. And this redeemed them. I have a special regard for the 1960 Syrena Sport, described as ‘the most beautiful Polish car’. That may seem an oxymoron. They made just one before the commissars decided it looked too much fun.

‘Hillman’ was last seen on the 1976 Avenger, a drab car with at least seven deadly virtues that lived until 1981, badged first Chrysler then Talbot. And what pitiably thwarted macho wish-fulfilment does that aggressive name suggest? Perhaps they considered and rejected ‘Punisher’.

But just as William Blake, mystically mooching on the beach at Felpham, could see a ‘world in a grain of sand’, so, if you are prepared to look closely, there are genuine treasures in Hillman’s neglected history. Weird design initiatives connect Ryton-on-Dunsmore with Palm Springs and Terrazzano di Rho. The 1953 Hillman Californian was, like its contemporary Austin Atlantic and the later Nash Metropolitan, a bold (not to say shameless) project to sell American styling back to Americans. In this way, the Hillman predicted that brilliant legerdemain of Ralph Lauren who, from Brooklyn, sold the country house wardrobe back to the British. Alas, the take-up of the Californian was less enthusiastic Stateside than our take-up here of Polo cotton-Oxford button-downs.

But the Hillman Californian was not at all a shabby and amateurish effort. It was conceived at our moment of maximum infatuation with US culture, when ads in Vogue attributed the confidence and good looks of American women to nothing less than their free access to firm ‘foundation garments’. We thought even American bottoms were superior to ours.

No-one now knows quite how it happened, but the supreme leader of US Glitz, a fantastic vulgarian called Raymond Loewy, was hired to give an ordinary Hillman something of the debonair kitsch he had so lavishly distributed to his other big client, Studebaker. Who could not be fascinated by a man who, when he had

finished trimming his pencil-thin moustache, put Chanel No5 into his SCUBA suit to remove the nasty smell of rubber? What he did with the Californian was to remove the nasty stain of under-powered boredom from the Hillman Minx and make it, through narrowed eyes, resemble a Studebaker Commander.

It was an early ‘personal’ car with pillarless sidewindows: what’s apparently a B-pillar is in fact a trim that retracts with the rear glass as it descends. And the rear window was also a statement feature: three separate pieces of glass for an economical wrap-round effect. And to prove the glorious absurdity of this styling, the Californian was based on a Minx convertible, but given a hardtop that, while having no structural purpose, is fixed nonetheless. o America was as keen on colour as it was on shapely butts and the Californian featured interiors and hardtops in off-white champagne.

Bright white paint had to wait until DuPont developed its titanium dioxide formula, but off-white champagne matched the mood.

There is more from Hillman’s past. The amiable 1954 Husky ute could have become an English Renault 4. The Super Minx of 1962 was another exercise in imagined Americana. Then came the Imp, compact and fuss-free with a hip-line inspired, I think, by the Chevrolet Corvair, a big glass-house and an alloy Coventry-Climax engine in the rear. Here was ambition not to be mocked.

And then the anonymous genius of all this disruption sent Minx mechanicals to Milan for a special project.

The Sunbeam Venezia coupé was launched in the Piazza San Marco in 1964. This was an unfortunate portent, since Venice is not well-adapted to the motor car and the handsome Sunbeam had to be transported to its plinth by a canal barge. But we have already said that logic is not significant in this story. Only 250 were made and very soon forgotten.

Here you have the mystery and romance of car design.

Things are rarely as they seem. The Beach Boys came from the ’burbs and knew little of the surf, sun and sand they valorised. The Mamas & The Papas California Dreamin’ was as much a vision for them as it was for us.

Maybe that was what Loewy was thinking as he imagined the Hillman Californian in his house in Palm Springs, a cosmos away from a Midlands semi. I suppose a cause cannot be described as lost if it is remembered at all.

‘RAYMOND LOEWY PUT CHANEL N 5 INTO HIS SCUBA SUIT TO REMOVE THE NASTY SMELL OF RUBBER’

STEPHEN BAYLEY The individual for whom the term ‘design guru’ could have been coined, Bayley was the founding director of London’s Design Museum and his best-selling books include Sex, Drink and Fast Cars and Taste: the Secret Meaning of Things.

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IGNITION / Opinion

ROBERT COUCHER The Driver

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efore the arrival of the venerable Golf in 1974, Volkswagen was selling its cute but (let’s be honest) wildly out-of-date Beetle, a contraption invented for the masses in 1938. The minimal Bug remains attractive as a quirky classic car but was well past it in the 1970s. Other VW offerings such as the woeful Type 3, pug-ugly 411 and square K70 look cool only if driven by hipster surfers. In California. Even though the Beetle was a best-seller in earlier years, with a total of 23million flogged to misguided Americans in thrall to Flower Power, Volkswagen was in serious trouble and needed to up its game.

Urban myth has it that a couple of VW suits attended the Turin motor show in the early 1970s and noted the crisp ‘folded paper’ designs by a very un-German fellow named Giorgetto Giugiaro.

The gifted Italian landed the job of designing the new Volkswagen, named the Golf after Golfstrom – VW named cars after winds such as Scirocco except, in the US, where the Golf was badged a Rabbit. Go figure… The Golf was the right car at the right time with the right looks and became an instant best-seller. So far, 37million have been screwed together, besting the dear old Bug. Like many of you, I’m sure, we always had a Golf in the family. Our lethargic BMW was replaced by a snappy Golf GTS, a sort of cut-price GTI. It had a carb-fed 1588cc engine mustering about 80bhp, so it wasn’t particularly fast. But being light, and with its frontwheel-drive layout and wide tyres, it could be driven flat-out everywhere. Don’t forget, at the time, the roads were full of crumbling Beetles, lumbering Peugeot 404s, stodgy Cortinas and asthmatic Morris Marinas.

A few years later the white GTS was replaced with a proper 1800 Golf GTI. In silver with tweed trim inserts, that attractive GTI steering wheel and close-ratio fivespeed ’box, the 110bhp hot hatch was the absolute dogs’.

Like a better Mini Cooper S or Lancia Fulvia HF, the GTI could be chucked into any corner at any speed and it would romp through. It proved to be tough and was beautifully made; the only shortcoming was the brakes on right-hand-drive models. VW didn’t relocate the brake master cylinder over to the right but left it in-situ and employed a transverse rod to link it to the brake pedal. The result was weak-feeling anchors, although the handbrake was excellent and the car was adept at J-turns.

Then in London, in the late 1990s, I bought another Golf GTI from motoring journalist and Octane contributor Giles Chapman. It was an ’86 Mk2 finished in black and, being a London car, had only 55,000 miles, though the bodywork was nicked and scratched from city driving, and it unusually featured power steering, which made it easy to punt through town. That was sold to editorial director David Lillywhite’s brother. A few years later my wife bought a Mk4 GTI, which was lovely and refined but had lost that light, hot-hatch buzz. The car is now owned by contributor Delwyn Mallett – we like to keep our Golfs in the club – for his wife and has never let them down.

As I’m the ‘car guy’ at friends’ parties and get-togethers, I’m usually asked the question: ‘Which car should I buy?’ The stock answer was always ‘a Golf GTI’: well-made, reliable, great to drive and classy yet totally classless. And to my mind, the hot Golf R or Clubsport miss the point; just go and get an M3.

There’s no motor vehicle you need other than a Golf, unless you have a larger family, in which case all you need is a boggo BMW 3-Series Touring. So, after 50 years, the evergreen Golf is in its eighth iteration, and we have the 247bhp GTI Mk8. Trouble is, the most recent models are full of electronics and saddled with Volkswagen’s infuriating touchscreen, which requires the driver to scroll through menus instead of using good old buttons and switches.

So I no longer answer simply ‘a Golf GTI’, I have to stipulate the classic Mk6 or earlier.

To my mind, the best GTI of the lot is the Mk5 (20042009) and a really good one can be had for eight grand.

It retains the zest of the earlier cars but is sufficiently civilised to use as a daily driver. The grunty 197bhp turbo engine is muscular enough and the chassis offers sufficient weight transfer to keep the handling alive, with the inside rear tyre skimming the ground as you unleash your inner hooligan. And go for the manual gearbox, which is simpler and therefore less expensive to maintain than the admittedly attractive DSG. The Golf has been at the centre of Volkswagen’s enormous success for 50 years, making it Europe’s favourite car. Let’s hope VW doesn’t mess up the magic formula – the ID.3 is a bit worrying – and keeps offering keen drivers the classy simplicity of the best hot hatch of all time: the Golf GTI.

‘THE GOLF HAS BEEN AT THE CENTRE OF VW’S SUCCESS FOR 50 YEARS, MAKING IT EUROPE’S FAVOURITE CAR’

ROBERT COUCHER Robert grew up with classic cars, and has owned a Lancia Aurelia B20 GT, an Alfa Romeo Giulietta and a Porsche 356C. He currently uses his properly sorted 1955 Jaguar XK140 as his daily driver, and is a founding editor of Octane.

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IGNITION / Letters

Letter of the month

I enclose a period photograph of me and a couple of friends from the local temperance society sitting on the bonnet of my car in Thame, Oxfordshire. That’s me on the right – I later became a service manager for RollsRoyce…

As for my old Lotus Cortina, SNK 658D, it’s still out there, somewhere.

Roger Pailes, Surrey Rowan’s race tender?

I believe I have another of Rowan Atkinson’s cars, a Land Rover Special Vehicles Defender Td5 that was specced by him and built with some unique features.

I bought it from its second owner and was told that Rowan used it to tow his racing car(s) to meetings, and had a generator/ compressor in the back (hence the reason for the double-cab) to inflate tyres and use air tools, etc.

I was also told that he named it ‘Captain Darling’ – I’d love to know if that is true!

Andy Crawford, Hampshire

With an old nail and I ROWAN ATKINSON’S theory of age-related reflection (Octane Cars, issue 253) is, I believe, totally accurate.

I have been a long-term sufferer of the same affliction. I don’t exactly know when it started but over the past few years in my rose-tinted world I have endeavoured unsuccessfully to trace my Ducati Elite, on which I passed my test, immediately opening up a new world of more powerful machines. Full licence in hand, aged 18, I purchased a 650 Triumph Tiger 110 that leaked oil like the Torrey Canyon but never let me down and took me all over the country. At least I know what happened to that. It was sold to the scrap man However, my latest quest to trace my old Jaguar E-type has

LETTER OF THE MONTH WINS A MOUNTNEY STEERING WHEEL UP TO THE VALUE OF £300 The writer of Octane’s Letter of the Month can select from a range of Mountney Classic steering wheels

been more fruitful. Aged 24, I bought it in 1972 from an ad in The Exchange & Mart and it was just three miles up the road from where I was working at the time.

All I had in the world was £600 and the car was advertised for sale at exactly that, but I had to have it. The seller refused to budge on the price until I explained I would be penniless if I gave him the full amount. He kindly relented, knocking off £3 so I could put some petrol in it.

I enjoyed the car for a few years before selling it via The Exchange & Mart and then bought a Lotus Cortina, registration number SNK 658D, for £200.

Almost 50 years later, with severe reflection and chequebook ready, I started trying to track down the E-type and, thanks

to the DVLA’s search facility ‘Is my car taxed?’, I discovered two years ago that it had been SORN’d. Following a trawl through the auction sites, I found that it had recently been sold

by Bonhams, who kindly passed my details to the new owner.

Fast-forward nearly two years, and the owner offered to sell it to me. It cost me nearly as much as Rowan’s Phantom and it requires a full restoration. So what did I get for my money? I got my old car back (bottle green with a white stripe but in dreadful condition), on its original chassis, engine and Coventry registration number, together with the old fold-up logbook with my name in it showing my purchase date in 1972. It doesn’t get much better than that.

Mountney Classic is part of the Mountney Group, which is based in Banbury and has been established nearly 50 years. It encompasses a host of brands and covers, not just modern and classic steering wheels and bosses, but also a wealth of other high-quality interior and exterior accessories, such as gearknobs, mirrors, horn pushes, fuel fillers and much more.

To find out more, visit www.mountneyclassic.co.uk or call +44 (0)1295 270770.

Rowan replies: ‘There may be a conflation of two vehicles. The main one I remember commissioning from Land Rover Special Vehicles was a shortwheelbase, full tilt in proper Bronze Green, that had a power take-off (!) and an onboard generator. It cost a ludicrous six-figure sum and I believe the registration number was R167 XWL. This clearly is not that vehicle, but I think it was my attempt to replicate some of its features – I always went for body-colour wheels. I don’t think I kept it long because they did a significant Defender upgrade in 2007 (Transit engine and a much better heater) and I changed it for a grey Station Wagon. Does it still have an onboard generator? I may have specified it on two vehicles!

The Captain Darling name is unfortunately a flight of fancy.’

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IGNITION / Letters

Postcard from history Your feature in Octane 251 about the magnificent Fiat 130HP Grand Prix car reminded me of a postcard [above] I bought some years ago at an auction in Wales.

As someone whose father was in the motor trade, I have always had an interest in anything with an engine, and a postcard in a little case depicting the Renault driven by Ferenc Szisz in the first French Grand Prix at Le Mans caught my attention.

What makes it unique is that Szisz has written on the back, in French, thanking his friends for their congratulations after his win and suggesting when he will be in the area to see them. It is postmarked from Billancourt.

I saw this car at Goodwood a few years ago, part of the Renault collection, and was excited to speak to someone to explain what I had. However my poor French let me down and they didn’t show much interest! This postcard is one of the possessions I would grab first if the worst happened – it really makes me feel that I’m touching history.

Nigel Hodson, Carmarthen, Wales Schoolboy fantasies Mark Dixon’s splendid article in Octane 252 about the 1928 Mercedes-Benz 36/220 S-Type, with antics of the fictional

schoolboy Jennings and the youthful Bill Boddy, reminded me of my own antics as an 11-year-old schoolboy in 1966 Sri Lanka, where new car imports had been banned since 1961.

I tried to get my hands on new car brochures by writing to the British addresses of the car manufacturers that were listed in

the London motor show issues of Autocar and Motor, and I had a protracted correspondence with Dennis Miller Williams of Rolls-Royce on the Silver Shadow engine that was at least as presumptuous as Bill Boddy’s letter on supercharging.

Porsche wrote to me about two months after I received their catalogues, as they felt sure I was ready to place an order for a 911!

I did write back and expressed my regret at my inability to do so, due to import restrictions.

Luckily I heard no more!

Dr Lanil de Silva, Wiltshire

Enduring Legacy Good to see the Subaru Legacy 3.0 R Spec.B [below] getting positive attention in your Buying Guide (Octane 252).

I was lucky enough to run one from new in 2007, when a young family required the usual petrolhead compromises. Its appealing Q-car status was neatly if unwittingly summarised by the low-loader delivery driver asking me about the spec, which he met with an approving nod, saying: ‘Cool. Never heard of it before.’

I recall its poise and pace with great fondness, and the quiet pleasure of confounding other drivers in period. The SI-Drive could be a little hair-raising: it was too easy to be in the wrong mode as there wasn’t any form of visual prompt on the dash.

Curiously, the most attention I recall getting was from some very clued-up French teenagers who knew more about the car than I did, although I’m pretty sure it wasn’t even marketed in France.

Alistair Drysdale, Kent

RICHARD DREDGE

Danger mouse Regarding Robert Coucher’s experience with mice in Octane Cars, issue 252, I wonder how many of us enthusiasts realise how much damage mice can do to your stored pride and joy.

My worst experience was a rat nesting in the back of my 1974 Karmann Ghia. Apart from leaving a vile odour, said rat stood on the dashboard and scratched the windscreen with its claws.

Result: the damage cannot be polished out and so the glass will have to be replaced. Yikes!

Fortunately, my insurance covers rodent damage.

Peter Bunyan, British Columbia, Canada

Incontrovertible IRS I enjoyed the article about the 1960s Pontiac Tempest [above] and its independent rear suspension in Octane 253.

In the 1992 comedy movie My Cousin Vinny, two young men are falsely accused of murder. They are acquitted on the testimony of Vinny’s fiancée Lisa – who grew up in a family of mechanics – that only a car with an independent rear suspension and Positraction could have left the tyre marks created by the getaway vehicle, which rules out their 1964 Buick Skylark. One model of car with this feature is the similar-looking 1963 Pontiac Tempest.

Marisa Tomei won an Oscar for her role as Lisa, and her testimony would, I am sure, be enjoyed by all Octane readers.

Nicholas Binns, Derbyshire Send your letters to letters@octane-magazine.com Please include your name, address and a daytime telephone number.

Letters may be edited for clarity.

Views expressed are not necessarily those of Octane.

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11/02/2021 11/02/2021 18:09 18:06

ASTON MARTIN VH VANTAGES

HIGH POINT As Aston Martin launches the latest Vantage, Octane looks back to the marque’s first junior sports car – and discovers a bargain high-performance landmark, in V8, Roadster and V12 form Words Peter Tomalin Photography Matt Howell

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ASTON MARTIN VH VANTAGES

‘The Vantage launched Aston Martin into the most successful period of its long and often precarious history’

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ne by one they pull out of the layby. The two V8s go first, the open-throated pulsing of their exhausts punching holes in the air before the V12 takes off in pursuit, its richer, keening note cutting through them. It’s a veritable feast for the ear and, it has to be said, the three are pretty easy on the eye, too. Hard to credit that it’s more than 20 years since the VH Vantage first appeared. On today’s evidence its appeal has diminished not one jot.

The public got its first glimpse of the baby Aston in the form of the AMV8 Vantage concept, unveiled at the Detroit motor show in 2003 – the same year that Aston Martin opened its brand new factory at Gaydon in Warwickshire. The Vantage wasn’t quite the first model built there – that honour went to the DB9 – but, when production finally started in late 2005, the Vantage quickly took the lion’s share of sales and launched Aston Martin into the most successful period of its long and often precarious history.

It would stay in production – with the V12 joining the range in 2009 – all the way through to 2018, by which point a remarkable 25,050 examples had been sold. No other Aston comes close, and it achieved all this by staying true to AM values but packaging them in a way that was attractive and accessible (original list price was a whisker under 80 grand) to the widest possible audience.

That still holds true today. If you’ve always hankered after an Aston but don’t want to be saddled with a whole heap of temperament and expense, then the 2005-2018 Vantage is awfully tempting. I should know. A little over three years ago I succumbed and bought one. Very similar, in fact, to the red car you see here. I sold mine a couple of months back and a large part of me still misses it, really rather badly.

Indeed, catching sight of Adrian Chettle’s 2007 Toro Red coupé stirs a mix of emotions.

Adrian’s car represents the VH Vantage in its original form: 4.3-litre 380bhp V8, six-speed manual, seven-spoke alloys and bodywork in its purest state. It wears its years amazingly well.

As do Michael Kheng’s 2009 4.7-litre Roadster and Charles Porter’s 2010 V12 coupé. Between them they cover the main production variants in the Vantage’s long life.

Our plan is to visit some of the places and the roads that played a part in the story of the Vantage. And the day starts, appropriately enough, at Gaydon itself, where we’re invited to display our three cars slap-bang outside the

VIP entrance. Inside are examples of the recently launched DB12 – and the brand new Vantage. AML would clearly love these new models to have the same effect on the balance sheet that DB9 and Vantage had. Reaction to them has been almost universally positive – look no further than the last two issues of Octane for proof! Yet their earlier equivalents were genuinely revolutionary in Aston terms, and the key to that was the then-new ‘VH’ architecture that underpinned them.

VH stood for vertical/horizontal, where the ‘V’ was the shared structure: a bonded aluminium monocoque that could be made longer or shorter, as a two-seater or four-seater, coupé or convertible. The ‘H’ referred to shared commodities and systems: the transmissions, the HVAC (heating and ventilation), sat-nav and so on. The aluminium platform would be largely corrosion-resistant and substantially lighter than a steel equivalent – the V8 Vantage’s kerbweight was quoted at 1630kg, compared with 1775kg for the DB7 that preceded it.

The engine had its origins in Jaguar’s quadcam 4.2-litre V8 from the XK8 (AML and Jaguar were both part of Ford’s Premier Automotive Group at the time) but was modified so extensively – it had its own unique bore and stroke, crankshaft, bearings, heads, cams, valves, variable inlet valve timing and so on – that it can accurately be described as an Aston engine.

Crucially, it was also dry-sumped. Lift the bonnet and onlookers are often shocked by how far back in the engine bay it’s mounted – far enough back for a front/mid-engined description – but also how low it sits, thanks to that dry-sump lubrication system.

In its initial 4.3-litre form the claimed outputs were 380bhp at 7000rpm and 302lb ft at 5000rpm. Enough for a 175mph top speed and 0-60mph in 4.8sec with the standard Graziano six-speed ’box (rear-mounted for near-perfect weight distribution). Respectable figures? Well, some online ‘experts’ would have you believe it doesn’t have the grunt to pull the skin off a rice pudding. You’d also believe that the clutches are made of toffee and don’t last longer than 30,000 miles. To which I’d say: don’t believe everything you read.

We’re leaving Gaydon now and heading out onto the local roads that have provided an informal test route for more than 20 years.

There’s a particularly fine one that runs from Kineton to Wellesbourne, well-trodden by preproduction prototypes when the Vantage was being readied for release.

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ASTON MARTIN VH VANTAGES

I slip behind the wheel of Adrian Chettle’s handsome 2007 Toro Red coupé, and a quick blast down the road to Kineton confirms that the 4.3 has plenty of go. It’s a terrific engine – practically bombproof, says ex-engineer Adrian – with a good spread of power and torque, and one that comes alive at higher revs, just as a sports car engine should.

The fact that it sits so low and far back in the chassis is what makes the V8 Vantage so much fun. The pay-off in terms of handling and agility is immense. Turn and you can sense the lack of inertia; it’s fantastically biddable, and communicates brilliantly, too, both through the steering and from the rear axle, which is just behind your backside. It’s a physical car to drive – steering, gearchange, clutch; all have a manly heft to them – but that somehow seems entirely fitting for an Aston.

Ah yes, the clutch. When I sold my car, it had done 47,000 miles; Adrian’s is on 52,000, and both are on their original clutches. A little mechanical sympathy goes a long way…

Adrian’s car feels tight as a drum and fighting fit. It is, as he says, ‘a good one’. He’s done several European tours and the day after our shoot he’s off to the South of France and then on to Corsica and Sardinia. He’ll have a ball: these early 4.3 coupés are quick enough to be interesting, overflowing with charisma, and never less than engaging. But, of course, some will always want more…

Michael Kheng’s 2009 4.7 Roadster in Graphite Grey should provide a fascinating comparison. With top neatly stowed beneath the rear deck at the touch of a button (an arrangement that’s a vast improvement on earlier Aston convertibles, which tended to stack their hoods pram-style), being open to the elements brings another dimension to the Vantage experience. Not least, increased exposure to that wonderful V8.

The Roadster variant arrived in 2007, while the 4.7-litre engine replaced the 4.3 in late 2008, lifting peak power from 380 to 420bhp and torque from 302 to 346lb ft, knocking a couple of tenths off the 0-60mph time. The 4.7 Vantage also had new Bilstein dampers (in place of the original Multimatics), an improved gearchange linkage, modified clutch and lightened flywheel, while inside there was a revamped centre console with a slot for the crystal lozenge ‘ECU’ (the cringemaking ‘emotion control unit’, or ‘key’ to you and me).

The Sportshift semi-auto option arrived part-way through the 4.3’s production run, and with the 4.7 the sales split went very much in favour of the paddleshift car, making Michael’s traditional manual something of a rarity.

According to Tim Cottingham, registrar for 52

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2007 Aston Martin V8 Vantage 4.3 coupé Engine 4280cc dry-sump V8, DOHC per bank, 32-valve, electronic fuel injection and engine management Power 380bhp @ 7000rpm Torque 302lb ft @ 5000rpm Transmission Six-speed manual transaxle, rear-wheel drive Steering Rack and pinion, power-assisted Suspension Front and rear: double wishbones, coil springs, telescopic dampers, anti-roll bar Brakes Vented discs Weight 1630kg Top speed 175mph 0-62mph 4.8sec

the Aston Martin Heritage Trust, only a fifth of Roadsters had a traditional stick-shift.

Sportshift has its adherents – you just have to remember that it’s an automated manual rather than a full auto and adjust your driving style accordingly – but many still enjoy the extra involvement that a stick-shift brings. Out on the road, the action in Michael’s 4.7 is slightly easier than in the 4.3, though not night-and-day different.

I’d say the same about the power delivery.

There’s definitely a bit more fire in the belly of the 4.7, a little more of a propulsive thump at the lower end and some extra urge in the upper reaches of the rev range. It doesn’t completely transform the whole experience, as some would suggest, but it is welcome nonetheless.

What is transformative is the exposure to that wonderful exhaust note. ‘With the top down there’s really very little to beat it,’ says Michael, and it’s hard to disagree. He was given this car as a surprise Christmas present from his wife, and no, I’m not the slightest bit envious either.

We’re now on the road out to Lighthorne, just to the west of the factory, and the Roadster continues to impress, its suspension providing just the right degree of suppleness and connection, its structure untroubled by the occasionally broken tarmac. We arrive at a tight left-hand corner and the 4.7 powers through with perfect poise. Back at my desk a few days later, I dig out an article in the March 2005 of evo magazine in which journalist Richard Meaden accompanies engineer Chris Porritt for a ride in a pre-production V8V. The corner Porritt leads them to for the action shots looks awfully familiar…

The road leads to the Antelope Inn, which as one of the local watering holes for the AML crowd has its own special place in this story.

Charles Porter, owner of the stunning V12 Vantage in the pictures, explains that when the initial feasibility study for a V12-engined car was conducted by an outside consultancy (some accounts say Prodrive), their conclusion was that it couldn’t be done. Which was when

Opposite, and this page from top Early VH Vantage styling has matured beautifully in two decades; stylish dash; charismatic V8; V12 at Antelope Inn, scene of after-hours discussions for Aston engineers.

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ASTON MARTIN VH VANTAGES

This page and opposite All three versions are handsome and taut-looking; Roadster suffers little for its roof chop; familiar interior just as elegant; 4.7-litre V8 builds on the original 4.3’s talents.

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a small group of engineers at the factory set out to prove them wrong. And many of their afterhours discussions took place at the Antelope, securing the venue a place in modern Aston Martin folklore.

The team was led by Ian Minards, who had been launch manager on the V8 Vantage. In May 2006 he became director of product development, managing all new vehicle projects, including the V12 Vantage. In his words, it was conceived as the fastest, most focused and most exciting drivers’ car Aston had ever made. The development team included Chris Porritt and chief test driver Craig Croot, who would spend weeks at the Nürburgring Nordschleife and at the Idiada proving ground in Spain, signing-off on the Pirelli P Zero Corsa tyres.

The project kicked off in the early months of 2007, and appetites were whetted by the RS Vantage concept, unveiled at the opening of Gaydon’s new Design Centre in December of that year. But the RS was pretty much a race car beneath the skin. It wouldn’t be until 2009 that the fully productionised V12 Vantage was launched, a clue to the extensive work required to squeeze the mighty 5.9-litre powerplant from the flagship DBS into the compact Vantage’s engine bay and, critically, keep it cool. Those carbonfibre bonnet vents weren’t for show.

The V12s are much rarer beasts than the V8s, with only around 3000 being sold in various configurations out of the total 25,505 VH Vantages, and they’re an altogether more serious proposition. At launch, peak power was 510bhp at 6500rpm, with 420lb ft of torque at 5750rpm.

The engine’s extra weight (c100kg) was offset by extensive use of carbonfibre, including the huge carbon-ceramic discs carried over from the DBS, so the eventual weight penalty was just 50kg. The power-to-weight ratio of 308bhp per ton gave supercar levels of performance, with a top speed of 190mph and 0-60mph in 4.1sec. It was the most exciting Aston in pure driving terms since the V8 Zagato of the late 1980s.

On cold, damp roads V12Vs have a reputation for being a little snappy, especially on their factory-specified Pirelli P Zero Corsas, but today is mild and dry and you’d have to be brutal with the throttle and the car’s balance to get into serious trouble. Charles’ 2010 example, sublime in Lightning Silver, is another manual – the Sportshift wasn’t available until the launch of the even more potent 565bhp ‘S’ version in 2013 – and that’s absolutely fine by me. All three cars here strike a wonderful sweet-spot in that they’re thoroughly useable and modern in terms of electrics, ABS, traction control and so on, but still with a wonderfully analogue feel and character, before electronics became too nannying and intrusive.

In the V12V’s case, the chassis feels taut but not jarringly so. There’s a bit more tyre noise than in the V8, but also a bit more feedback.

Hitting the Sport button on the centre console sharpens the throttle map, unlocks the full 510bhp and keeps the exhaust in loud mode.

Gun it through the gears and it grabs you by the lapels, picking you up and pushing you firmly back in the seat. And oh, the noise… a richly layered crescendo as you move through the rev range, more than a match for any contemporary Ferrari V12.

‘On the road out to Lighthorne, just to the west of the factory, the Roadster continues to impress’

2009 Aston Martin V8 Vantage 4.7 Roadster Engine 4735cc dry-sump V8, DOHC per bank, 32-valve, electronic fuel injection and engine management Power 420bhp @ 7000rpm Torque 346lb ft @ 5750rpm Transmission Six-speed manual transaxle, rear-wheel drive Steering Rack and pinion, power-assisted Suspension Front and rear: double wishbones, coil springs, telescopic dampers, anti-roll bar Brakes Vented discs Weight 1710kg Top speed 175mph 0-62mph 4.9sec

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ASTON MARTIN VH VANTAGES

This page and opposite A bit more boldness in the detailing (especially the bumpers), the full-fat V12 set low in the structure, and a whole new Vantage driving experience.

Compare it with the V8s and you can sense the extra weight in the nose, demanding you exercise a little more patience when making direction changes. And it’s a car that requires your respect, especially in wet conditions. But the V12 Vantage was – and remains – a truly inspirational machine.

‘After seeing Jeremy Clarkson’s piece on Top Gear, I knew I had to have one of these in my life,’ says Charles. He bought this car in 2012 and hasn’t regretted a moment since. ‘We’ve done European road trips and it’s supremely practical as well as a great ground-coverer. We got stopped by the police in Italy, but only because they wanted to look at the car.’

We return to Kineton, which also happens to be home to McGurk, probably the UK’s leading specialist in Gaydon-era Aston Martins. According to John McGurk, interest in V8s has never been stronger.

‘The Vantage still looks great,’ he says. ‘It’s such a sharp shape, and we really can’t get enough at the moment. We’re actually sold out of manual 4.3s and 4.7s!

‘The price gap between privately advertised cars and those at the leading specialists has widened in recent times,’ he continues. Indeed, a really good 4.3 can currently be had for around £27,000 privately, whereas the same car at a specialist could be £35,000. Add a few grand for an early 4.7.

In comparison, V12 Vantages have slipped a little, early coupés sitting in the £60-70k bracket, having perhaps bottomed-out from the £80k-plus they commanded a few years ago. ‘They’ll come again, no question’ says John. ‘Fantastic cars.’ To read up on all the many Vantage variations, visit astonmartins. com, a feast of info collated by the Aston Martin Heritage Trust’s Tim Cottingham.

‘It requires your respect, especially in wet conditions. But the V12 Vantage remains a truly inspirational machine’

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2010 Aston Martin V12 Vantage coupé Engine 5935cc V12, DOHC per bank, 48-valve, electronic fuel injection and engine management Power 510bhp @ 6500rpm Torque 420lb ft @ 5750rpm Transmission Six-speed manual transaxle, rear-wheel drive Steering Rack and pinion, power-assisted Suspension Front and rear: double wishbones, coil springs, telescopic dampers, anti-roll bar Brakes Vented carbon-ceramic discs Weight 1680kg Top speed 190mph 0-62mph 4.1sec

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ASTON MARTIN VH VANTAGES

Below Roadster or coupé, V8 or V12, take your pick: all offer stimulating dynamics, gorgeous looks, a realistic ownership prospect, and excellent value for money.

John confirms the V8’s generally bombproof nature but mentions a few points to be careful of. A tappety-sounding engine probably means the tappet clearances need adjusting, a major job as the top of the engine has to be stripped.

Check for oil seeping from the timing case; replacing the gasket is another pricey procedure, as is clutch replacement (at least three grand from a specialist). It’s also worth checking the radiator and air-con condenser for leaks, the LED front lights for failed units and the rear lights for condensation.

The V12 is proving similarly robust but it can use oil, which requires fastidious checking.

Again, the clutch is its main weakpoint, and the carbon discs, if they’ve been abused, are costly to replace (their surface feels like sandpaper if they’re shot). Also check the front splitter and rear diffuser for kerbing damage.

On all versions, most of the outer body is either aluminium or composite; the aluminium structure beneath is proving extremely resilient. Corrosion can show around the door-

mirror supports and doorhandles, but it’s usually superficial. The only part susceptible to serious rot is the tubular steel rear subframe, which needs to be checked.

Running costs? If you’re using a specialist, budget £1000 a year for servicing plus tyres, brake pads, etc, a few hundred more for the V12. Or, if you’ve a well-equipped workshop, it is possible to maintain a V8 Vantage yourself, as Adrian does with his 4.3.

After calling at the nearby Gilks Garage Café (super-welcoming and well worth a visit for any petrolhead) we return to the wonderful road to Wellesbourne, draped over the Warwickshire countryside, to mop up the rest of the photo shoot. Here we’re joined by Aston Martin’s in-house historian, Steve Waddingham, to reflect on the significance of the VH Vantage.

‘There have been a number of landmark Astons,’ he says. ‘Post-war, the DB2 was one, the DB4 another, as was the classic V8. In the ’90s the DB7 saved the company from

disappearing off the face of the Earth. The DB9 introduced the VH platform, and the Vantage was the car that put the company into profit. It’s right up there.’

Indeed, in 2007 the company built 7200 cars, a record number, and earned £92million.

‘It brought a new type of owner to Aston Martin. Here was a genuine alternative to a 911. And don’t forget all the GT racing that came out of it, too. A racing car that could also be driven on the road. It’s like a pre-war Aston decades later.’

Our chat is interrupted by the sight and sound of the three cars as they pull out of the layby for a final shot on the hillside. Which is where we came in. Steve and I simultaneously break into a chuckle. They look so good and sound so soulful; that they’re great to drive is almost a bonus. As the tall chap off the telly said: wonderful, wonderful, wonderful. End THANKS TO Adrian Chettle, Michael Kheng and Charles Porter.

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ASTON MARTIN V8 VANTAGE D E L I V E RY M I L E AG E O N LY £ 89, 9 9 9 E A C H

007 R ACING EDITION Royal Family Owned • European Specification Limited To Seven Cars

www.saxonautomobiles.co.uk South Wales, SA10 7DR | 07999222999 | alec@saxonautomobiles.co.uk

VANTAGE HISTORY

THE VIEW FROM UP HERE A brief history of Vantage, from bigger carbs via Zagato specials to the individual sports model we now know Words Peter Tomalin

PRECISELY WHO AT Aston Martin came up with the Vantage name has long been lost in the swarf of the machine shop. What we do know is that, towards the end of 1950, the company was readying a more potent variant of its straight-six engine and the chaps in marketing decided that a racy-sounding label would enhance its prospects in no small measure. So a list of possibilities was typed up, and from that list was plucked Vantage.

According to the dictionary, ‘vantage’ means ‘a state or position affording superiority or advantage’, which of course made it entirely

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Clockwise, from bottom of facing page The DB2 and its upgraded engine that earned the first Vantage name; Aston gathered every generation for a 70-year Vantage celebration in 2020; DB4 Series 4 brought back Vantage name; the badge, as fitted to the reworked Towns V8 from 1976.

appropriate for a more powerful engine option.

And, for pretty much the next two decades, that was exactly what Vantage signified.

The first model to have a Vantage engine option was the DB2, and there’s an interesting tale behind it. When the DB2 was announced in April 1950, its 2.6-litre ‘LB6’ straight-six had a low compression ratio of 6.5:1 and a power output of just 105bhp, being designed to cope with the low-octane ‘pool’ petrol that was a hangover from the war years. As higher-octane fuel began to reappear and wealthy enthusiasts looked to go racing and rallying, there was clear demand for something a little punchier…

With larger carburettors and a compression ratio of 8.16:1, the ‘Vantage’ LB6 produced a rather more sporting 125bhp, dropping the 0-60mph time from 12.4sec to 10.7sec and lifting the top speed from 110 to 117mph. The legend was up and running.

But the Vantage lineage wasn’t an unbroken one. In the case of the DB4, it wasn’t until the Series 4 appeared in 1961 that a Vantage version was offered. Again, it featured a more powerful engine, with triple rather than twin SU carburettors lifting the new, Tadek Marekdesigned 3.7-litre all-alloy straight-six’s peak power from 240bhp to 266bhp. This time there was a visual differentiator, too, the DB4 Vantage usually adopting the faired-in headlights of the DB4 GT that would make it virtually indistinguishable from its DB5 successor.

Speaking of which, the Vantage version of the Bondmobile has, unsurprisingly, long been one of the most coveted of all Astons. With the capacity enlarged to 4.0 litres for the ’5, and triple Webers in place of SUs for the Vantage version, peak power was a claimed 314bhp and top speed 150mph. Remarkably, only 65 cars

were so-equipped when new, though many more have since been converted. An original Vantage is highly prized: reckon on paying as much as a 20% premium compared with a regular ’5, say specialists at Nicholas Mee & Co. The DB5 was also the first Aston to have a physical ‘Vantage’ badge – affixed to the spar on the front wing vent – and this was carried over to the DB6 Vantage, as was the 4.0-litre six with triple Webers, boasting a claimed 325bhp compared with the regular 282bhp. Incredibly, at least to modern marketing sensibilities, the Vantage engine was a no-cost option.

The same was true when the razor-edged quad-headlamp DBS appeared in 1967 and ran concurrently with the DB6 for several years, sharing its engines in both standard and Vantage forms.

And then we come to something of an anomaly in the Vantage story: 1972’s AM Vantage. Following David Brown’s departure, new management had instigated a redesign of

the DBS V8 flagship with twin rather than quad headlamps and renamed it the AM V8. Which was reasonable enough. But the lesser, sixcylinder DBS had undergone a similar redesign and was relaunched as the AM Vantage.

Bucking more than 20 years of tradition, Vantage now applied to the least powerful car in the range. As a further indignity, where the V8 had modern alloy wheels, the AM Vantage rode on what were by then rather old-fashioned wire spokes. It was a shortlived model during an unhappy time for Aston.

Things changed when the Vantage name was resurrected in much more fitting style in 1976, for a thoroughly upgraded version of the V8 coupé. A quartet of downdraught Webers, bigger valves, new cams and reworked intake and exhaust manifolds saw peak power rise to 370bhp, enough for 0-60mph in 5.4sec and a top speed of 170mph. This time, however, the chassis was uprated to suit, with bespoke Koni telescopic dampers all-round – no more archaic 61

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Clockwise, from top left V600 Vantage brought hammerblow power to the previously underwhelming Virage; V12-powered DB7 Vantage ultimately outsold the original straight-six; latest Vantage has just been launched to critical acclaim.

‘Britain had its first supercar, ready to take on Ferrari’s Berlinetta Boxer’ lever-arms at the rear – along with lower and stiffer springs, a thicker front anti-roll bar, wider track and fatter tyres.

Externally, the grille and bonnet scoop were blanked off to reduce drag and there were front and rear spoilers to keep it stable at speed. The effect was compelling: suddenly Vantage was a model in its own right. Not only that, Aston Martin – and Britain – had its first supercar, ready to take on the likes of Porsche’s 911 Turbo and Ferrari’s Berlinetta Boxer.

Even faster was the ‘X-Pack’ version launched in 1986 with c410bhp, this hotter state of tune finding its way into the fearsome Vantage Zagato, a shortened, lightened and radically rebodied derivative with a 186mph top speed that made it the fastest Aston thus far.

Change, however, was afoot. Come the end of the ’80s and the entire existing Aston range, Vantages included, was swept away with the arrival of the Virage. (Incidentally, another Vantage legacy has been the adoption of V-words for new Aston models, from Volante to Vanquish to Valkyrie.) Alas, the underwhelming Virage failed to capture the magic of the previous generation. Until, that is, the next Vantage was launched…

With pumped-up bodywork and a twinsupercharged V8 producing a formidable 550bhp compared with the Virage’s 330bhp, the 1993 Vantage was an absolute battleship, and when Works Service offered a 600bhp/600lb ft upgrade in the shape of the V600, Aston fans had a new poster car, one

reputedly capable of 200mph. Ending its run with the limited-edition Le Mans version, the Vantage V600 would be the last of the Newport Pagnell V8-engined behemoths.

What a way to go out.

Meanwhile, across country at Bloxham in the former TWR facility, production of the sixcylinder DB7 had been in full swing since 1994. Its success had transformed Aston’s balance sheet, but there was clearly headroom for a much quicker model. In 1999 the DB7 Vantage was launched, with a brand new 420bhp 5.9-litre V12, myriad other changes under the skin, and a top speed raised from 157mph to 185mph. It was another success story, usurping and eventually outselling the six-cylinder car before it went off sale in 2003.

With such a long and – mostly – glorious history of Vantages as the ultimate versions within the Aston Martin model range, traditionalists were puzzled if not a little peeved when the company announced in 2005 that its new entry-level car would be called Vantage. But as our feature confirms, the VH Vantage’s good looks and infectiously sporting character would eventually override any misgivings. And it’s very hard to argue with a production run that lasted 13 years and broke all previous sales records.

As an act to follow, the VH Vantage was about as tough as it gets, and 2018’s all-new Vantage with its AMG-sourced twin-turbo 4.0-litre V8, though immensely quick and capable, divided opinion with its Marmite looks and fussy cockpit, which dated all too quickly. Today’s comprehensively revised revised version appears to put those things right, while taking power and performance to a whole new level. And that’s very Vantage. End

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China

on own wheels!

Invitation for 800 sunny rally miles on the island Hainan, south China. Event dates 13-24 November with an average day temperature of 25 Celsius. Eligible : high quality classics 1904 -1974 As this is a cultural event we can offer a bizarre low entry fee of £ 2950, € 3500 or US$ 3750 for one car with two people, hotel, all meals and excursions.

Also included (!) professional sea transport of your beloved car to China and back. Flight tickets at own expense.

Organiser : Classic Vehicle Union of China (CVUC is recognised by FIVA).

For brochure and entry form contact Mr. Joris Bergsma, agent for Europe, UK, USA and AU-NZ

jb@jorisbergsma.com

Hainan Open Classic ’24

13 - 24 November

Aston Martin Heritage Festival 2024 Saturday 31st August 9am-4pm British Motor Museum, Gaydon, CV35 0BJ

Join us to mark 30 years of the Aston Martin DB7 and 90 years of the Aston Martin Ulster.

Scan here for more information

@AMHTOfficial @AMHTOfficial Ast on Ma rtin H e ritage Trust Ast on Ma rtin H e ritage Trust www.amht.org.uk

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ALFA ROMEO 6C RIVA SERENISSIMA

When is an Alfa Romeo not an Alfa Romeo? When it’s the unique and visionary 6C 2500 SS Riva ‘Serenissima’ Berlinetta Words Massimo Delbò Photography Evan Klein

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DRE

A AM

MAD

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ALFA ROMEO 6C RIVA SERENISSIMA

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Left Long, low and conceived not within Alfa Romeo but by Guido Cattaneo, Count Lurani, and coachbuilt by Riva.

M

y grandfather Cesare once said to the younger me that the secret to achieving something was to have either a business plan or a dream.

‘The first are more successful, but the latter are more fun,’ he’d add.

‘And if you make your dream come true, you’ll have something extraordinary and unique, because no two dreams are identical.’ When I asked what if you had a dream and a business plan, he’d smile, as that was the question he’d been hoping for. ‘Then you are a visionary,’ he’d say. ‘There aren’t many of those.’

History has left us with many dreamers and planners.

But what about visionaries? I’m sure it is not by chance that we find more of them among the technicians that worked for companies than among their founders. But there is no doubt that most visionary of all in the early years of the automobile were the customers, the most eclectic, gifted, educated and talented human beings.

And it is such a perfect recipe of passion, technical capacity and vision that gave us the unique 1950 Alfa Romeo 6C 2500 SS Riva ‘Serenissima’ Berlinetta. After all, you have to be a little special to wear such a name without sounding pretentious, and this car certainly is special, born thanks to the technical capability of ingegnere Guido Cattaneo, Count Giovanni Lurani and the handcrafting skills of the Riva brothers. Each of them is worthy of a dedicated feature in his own right, but a brief introduction must suffice here.

Guido Cattaneo was born in Abano, Padua, in 1905, the son of ingegnere Giustino Cattaneo, who’d been in charge of the technical side of Isotta Fraschini since 1902.

Naturally gifted, the young Guido grew up in a stimulating environment, his father leading the group of people that brought to pre-WW2 Italy many successes in the aeronautical and marine fields. Guido himself became a successful racer in cars and, even more so, in boats, winning the world title in his own creation, Asso.

The boat was manufactured by Cantieri Baglietto, owned by Count ‘Didi’ Trossi, and raced in the 800kg category, powered by a supercharged 500bhp Isotta Fraschini 12-litre six-cylinder engine. This lightweight wooden, single-seater racer was capable of 150km/h, a water-speed otherwise unheard of in the 1930s. Lessons learned here informed the fast ships used during WW2 by the Italian navy, manufactured by CABI Cattaneo, founded in 1936 by Giustino and Guido, and today still considered one of the world’s most technologically advanced companies in the mechanical field.

Among the other creations of Guido Cattaneo was the tubular chassis of the Riva ‘Serenissima’. The idea was to create a light and rigid structure, employing largediameter tubular rails with a curved section at the front to reduce height, two transverse crossmembers, and X-shaped cross-bracing. Cattaneo followed the Alfa Romeo design of independent suspension with transverse leaf springs front and rear. The wheelbase, of 2560mm 67

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(100.8in), is 140mm (5.5in) shorter than that of the standard 6C 2500 SS. As for the engine, a brand new unit came direct from war surplus, intended for installation in one of the fast boats manufactured by his company. The 2.5-litre Alfa Romeo straight-six was mounted in a front/ mid position, paired with its original transmission. All other mechanical components came from the 6C. The chassis was manufactured by Gilberto Colombo’s GILCO company, then considered the best possible choice.

Johnny Lurani, formally Count Giovanni Lurani Cernuschi, VIII Conte di Calvenzano, was born in Cernusco Lombardore, near Milan, in 1905. He graduated in engineering from the Politecnico Milano and became a racing driver with 11 Mille Miglias (three class victories), four Targa Florios and two Le Mans races (one class victory) under his belt. In 1935 he conceived and designed the Nibbio, the speed-record car equipped with a Guzzi 500cc engine, with a body manufactured at Carrozzeria Riva. In 2017, still owned by his descendants, it won the Coppa d’Oro at Villa d’Este.

His impact in the car world went much further than that, however. Lurani was a founder of the racing team Scuderia Ambrosiana in 1937, with pilots Luigi Villoresi, Eugenio Minetti and Franco Cortese. The latter’s extensive racing career included making history in 1947

Clockwise, from bottom Spare wheel is stored in tail; fitted luggage sits behind front seats; stylish and elegant cabin; plenty of power from triple-carb straight-six – intended for a ship!

‘THE CAR WOULD HAVE TO BE SPECIAL TO WEAR ITS NAME WITHOUT SOUNDING PRETENTIOUS’ by driving the very first Ferrari in a race and only two weeks later, on 25 May, scoring its first victory. Lurani was also the founder, publisher and editor of the car magazine Auto Italiana, vice president of the Automobile Club Milano, owner of the Autodromo di Monza from the 1950s to the 1980s, and the man who instigated the GT racing classes in 1949 and Formula Junior in 1959.

Lurani wrote in April 1980, to the then-owner of the 6C, that he had been asked by Cattaneo who he would suggest as coachbuilder and provided the name of Carrozzeria Riva, close to his home. He also offered his own competence to the project. And when a man like this offers his help, you call yourself lucky and accept.

Carrozzeria Riva, in the village of Merate near Milan, was founded around 1830-1840, when Giovanni Riva opened a blacksmith’s shop, manufacturing wheels and axles for local agricultural use. He developed woodworking skills, too, and began applying wood to the steel rims. In 1859 his business became Fabbrica di Carrozze Aniceto Riva, manufacturing carriages with his son, Aniceto. ‘It later became “Premiata Fabbrica di Carrozze”, the Italian way to say that your company got an award or is appointed by an important family,’ says the proud engineer Ruggero Riva about his ancestors.

‘This area was the summer retreat for many of the most affluent families of Milan, and they had magnificent villas.

Today in your Tuscan property you would have a classic Land Rover or an old Fiat Panda; back then you had carriages, and many of them were very refined, too.’

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With the arrival of motor cars, the Riva family shifted to manufacturing bodies for them. Ruggero continues: ‘We still have drawings created by Venusto Riva, son of Aniceto and considered the artist of the family, of bodies for the most important chassis of the period, made by Itala, Fiat and Lancia. The shop mostly manufactured luxury sedans or open sports cars and, later on, barchettas to race in the Mille Miglia. Almost everything was done in-house by about 30 workers: panel beating, welding, woodwork and upholstery were their daily tasks. Silent it wasn’t! I remember growing up, living above the shop, and learning to listen to these sounds while studying. The whole family worked there, including my grandfather, father and uncle after the war, all in love with their work.’

Special memories stand out: ‘I have a picture of all the workers with Count Lurani when he took delivery of the Nibbio. And I recall the making of the 6C 2500 SS “Serenissima”, a big wall in the shop with the papers stuck on, where the look of the car was drawn in 1:1 scale.

Count Lurani suggested modifications while the panels were beaten and checked on steel jigs. There wasn’t a detailed draft, and many details of the alloy body were adjusted by eye. The car, made for an industrialist friend of Cattaneo, was very beautiful, low and sleek.’

It was indeed, so much so that on 27 August 1950 it won the Venice Grand-Prix of Elegance held at Lido di Venezia and received the personal congratulations of Battista ‘Pinin’ Farina. The trophy, still with the Lurani family, was a reproduction of the gem-studded helmet that the Doge of Venice was entitled to wear.

The car, with its lighter, more aerodynamic body, lighter chassis and shorter wheelbase, immediately proved neutral and easy to handle on the road. It left such a mark in the heart of Count Lurani that, in the letter mentioned above, written 30 years later, he stated: ‘Its road behaviour was excellent. The original colour of the car, the manufacture of which I personally followed, was of light blue-grey metallic, with Connolly blue leather interior. It was soon sold to the USA, at a bargain price

Above and right Few details suggest that this is an Alfa Romeo, beyond the admission that it’s a 6C 2500; styling is nonetheless stunning.

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ALFA ROMEO 6C RIVA SERENISSIMA

‘WITH ITS LIGHTER, MORE AERODYNAMIC BODY, THE CAR PROVED EASY TO HANDLE ON THE ROAD’ by its first owner. I’d be happy to help you, in any way, during the restoration process.’ Quite an offer.

A further modification is remarked on by Lurani in the same letter: ‘You can see the original gear-shift. In fact, the Alfa Romeo shift was rather clumsy with a long lever protruding from the gearbox located far forwards. Thus I got from my friend Sydney Allard [of Allard Cars] the simple and clever leverage that allowed us to have the gearchange close at hand.’ The gear-lever is positioned Ferrari 250 GTO-style, just inches from the steering wheel. The system is quite basic, and its finish more appropriate for a racing car, but it is very effective, with an external bar linking the old position to the new one.

Thanks to Lurani’s letter, we discover that the car left Italy for the USA quite early in its history. In 1975 it appeared in New York, in need of restoration yet almost complete and still with the same 6C engine. Shortly after, it was sold to Robert Tucker, based in Michigan and Connecticut, and he kept it until 2017. It is he who received the letter from Lurani, after they were put in touch through a common friend. He began the restoration, rebuilding the engine and starting work on the body.

In 2017, still far from being finished, the car was sold to a dealer from where its current custodian, Floridian collector Stephen Bruno, bought it. ‘I’d been hunting for the car for a very long time, as, despite the efforts of Tucker, it had been unseen for 70 years. It took more than

five years and several thousand hours of work to have it ready to the highest possible standards. The hardest task was to get the right accuracy as some parts were missing and, as always with a one-off, you have few references. We restored the dry-sump 6C engine we’d found in the car.

We believe it could be the original unit, as it still has many details usually found on engines provided to the Italian navy for their torpedo boats, which would have been quite rare in the USA in the 1960s. We cannot be 100% sure of it, simply because the engine number was never reported in any official document.’

Gippo Salvetti, marque expert and a founder of Alfa Blue Team, adds: ‘The 6C 2500 Riva Serenissima is a fantastic example of a one-off made to impress and to showcase technical solutions. It has an amazing pedigree due to the names behind its origin. However, when it was manufactured, Cattaneo and Lurani already knew that the post-war Alfa Romeo would be making smaller cars for bigger production output, equipped with smaller engines. I believe they had no agenda in doing it, but they had fun and showed how good they were in envisioning what a GT would have been in the following years. In doing so, they gifted us something extraordinary.’

That’s not a bad legacy for an Alfa Romeo that is not strictly an Alfa Romeo yet drives even better than an iconic Alfa Romeo, as every 6C SS is. As should be the case with the product of a visionary. End

1950 Alfa Romeo 6C 2500 SS Riva ‘Serenissima’ Berlinetta Engine 2443cc DOHC straight-six, three Weber 36DO2 carburettors Power 145bhp @ 5500rpm Transmission Four-speed manual, rear-wheel drive Steering Worm and roller Suspension Front: trailing arms, Houdaille telescopic dampers, anti-roll bar. Rear: swing arms, transverse leaf spring, Houdaille telescopic dampers Brakes Drums Weight 1350kg (est) Top speed 105mph (est)

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BENTLEY SPEED 8 PROTOTYPE

FIRST STEP TO

Bentley had dreams of reigniting Le Mans success before big brother VW ma

Words Ben Barry Photography

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TO

THE PODIUM

er VW made plans. This is the car that convinced them victory was possible

arry Photography Jordan Butters

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BENTLEY SPEED 8 PROTOTYPE

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T

his isn’t the Bentley Speed 8 EXP prototype that won Le Mans in 2003, nor one of nine other LMGTP prototypes that raced and tested in Crewe’s three-year programme from 2001. Look beyond the livery and the keen-eyed might notice the bodywork hints as much, especially around the rear.

But the noise! The noise literally screams the difference as the car disappears down Turweston airfield – a shrill, peaky blare that cuts through the air, the note dropping for only the briefest fraction of a second during gearshifts.

Anyone who worked on the original Bentley programme would know instantly this isn’t the Audi-sourced twin-turbo V8. Some are even here today and can confirm it’s actually a FordCosworth DFR Formula 1 engine – a 3.8-litre flatplane-crank V8 derived from the DFV and built by Nicholson McLaren in period.

Crucially, they also know this is the prototype LMGTP prototype, the car that set the ball rolling before Volkswagen’s board had so much as green-lighted Bentley’s comeback. Lift open the carbonfibre butterfly door and it’s there, stamped on a metal plate attached to the carbon tub: ‘CHASSIS NO. RTN 001.01.’ – the first of 11 Speed 8s produced in total, if one quite different from the rest.

But to most people, including Bentley insiders, this car is a mysterious anomaly fitted with the wrong engine. ‘Even people who worked on the Bentley Le Mans programme from the first year wouldn’t have known this car exists,’ says Howden Haynes, now technical director of Progressive Motorsport, formerly a key cog in nine Le Mans wins, Bentley’s included. ‘The main core of the race team only came later, when this car had already been put to bed.’

This first step on Bentley’s Le Mans comeback had been sitting in the back of a storage facility in Crewe ever since, and today is the first time it’s turned a wheel in 20 years, following a recommissioning process said to have devoured around 2000 hours and which has transformed it from rolling chassis to

runner. We have the talents of Progressive Motorsport and the vision, passion and – let’s not be shy about this – deep pockets of Shaun Lynn to thank for that.

Proud father of Cadillac works Hypercar driver Alex Lynn and an accomplished gentleman racer in his own right, Lynn senior owns four of the Speed 8s built in 2003, with just the Le Mans winner from the same year remaining in Bentley’s care (Bentley has also brought along its two-seat car as a handy reference; see panel at end).

‘I’m very lucky,’ acknowledges Lynn. ‘Along with the cars, I’ve got all the parts, the mouldings and the tooling, the arrangement being that I help Bentley run their car. It’s a great collaborative relationship.’ In the weeks after this Turweston test, Lynn’s younger son Max will test this car at Paul Ricard in France, before racing it as part of the Mugello Classic weekend in Italy, early April, with dad competing alongside in a 2003 Speed 8.

Removing chassis one’s engine cover reveals a huge carbon airbox, eight hungry intake trumpets and the Speed 8’s trick pushrod suspension with its remote-reservoir dampers.

Mechanics busy around the exposed mechanicals before the starter motor stutters like a wheel-gun and the DFR ignites. Nearby stands Brian Gush, the now-retired architect of Bentley’s Le Mans return in 2001 after its seven-decade absence. He’d joined Bentley as director of engineering operations in 1999, subsequently serving as director of motorsport through to 2019. This is his baby.

I’m trying to ask some questions but the DFR is having none of it. Its gruff drumroll of an idle is perfectly tolerable, but each flick of revs is a shock, like having your brain tasered.

Gush reflexively hunches and covers his ears at the aural bombardment, but a broad grin also spreads over his face.

No wonder. This is the car with which he convinced Ferdinand Piëch that Bentley should return to La Sarthe. Today, he’s also vindicated in his decision that Lynn would prove a good custodian, the businessman having convinced Gush to sell some of the family silver in 2018, starting with the fourthplaced Speed 8 from the 2003 Sebring 12

Hours. ‘It’s testament to Shaun that he’s got it back to spec and got it running,’ says the South African. ‘He’s done a great job, this is a really important part of Bentley’s history.’

Initially, though, chassis one wasn’t conceived as a Bentley at all, but a Volkswagen Le Mans car. ‘If you go back to 1999, there was the Audi R8R and R8C and it was also the time of the aero incident with the Mercedes, which led to a regulation change,’ Gush continues. ‘The R8C was being built at RTN [Racing Technology Norfolk], then VW took that over and wanted to enter Le Mans with the W12 engine. The R8C wasn’t suitable, so they built a completely new car.’

Where the Peter Elleray-designed R8C featured a tubular roof structure for driver protection, the Speed 8 design – also by Elleray – was first to have a three-hoop design in composite, which was integral to the carbonfibre and aluminium honeycomb chassis. This car sits halfway between the two, using front and rear carbon hoops and a single steel tubular roll bar at the rear.

Sit in the compact cockpit and the front uppermost part of that structure is plain to see – a big semi-circle in exposed carbonfibre.

Reclined back to frame a heavily curved windscreen, it forms the A-pillars and flows down into the floor below, its weaves of black and gold fibres alternating like braided hair.

Manufactured on-site and cured in RTN’s own autoclave, this chassis was also designed to package the W12 but, when that engine didn’t make it through development, the project ground to a halt. Hearing the news from a VW colleague, Gush sensed an opportunity. He just needed a replacement engine.

‘I was director of engineering operations when VW bought Bentley and I knew Dr Paefgen, who was CEO of Audi at that time,’ says Gush. ‘He said if you can get Bentley to agree to an Audi engine, then I’ll sell you a customer engine. That’s what happened. This car’s significant because it was shown to Dr Piëch in a Bentley livery, which is how we got the programme approved, and it was also the first car we got running.’

The Audi powertrain was anything but a straight swap, however.

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‘WHILE IT HAD BEEN TESTED AT SNETTERTON ALL IN BLACK, THIS CAR FIRST RAN IN BENTLEY LIVERY AT SILVERSTONE IN SEPTEMBER 2000’ Left and above The hot-seat: owner Shaun Lynn makes history by taking chassis one for its first outing since 2001; its rebuild involved unearthing old laptops and hard drives.

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‘We were using the XTrac gearbox, which was transverse and a major advantage for us [because gear ratios could be changed without removing the gearbox from the chassis, and because of improved weight distribution], whereas Audi was using the Ricardo gearbox, which was longitudinal, so the Audi engine needed some development work for Bentley.

That’s why the Nicholson McLaren Ford DFR engine was used for early testing.’

While it had been tested at Snetterton all in black, this car first ran in Bentley livery at Silverstone in September 2000, with James Weaver driving. Insiders estimate that it covered around 2000km in total, with other test tracks including Volkswagen’s EhraLessien facility, Monza and the Le Mans Bugatti circuit. But it never raced.

‘The car went to the Geneva show in 2001, we did a little bit more work with it, but not a lot, then we got the 3.6-litre port-injection [twin-turbocharged] V8 and planned to switch from this car’s [sequential] manual shift to the

Megaline paddleshift,’ continues Gush. ‘That’s why it was retired and became a show car.’

What happened next is better known (Octane 198). Bentley bagged a podium in 2001, ran a reduced programme for 2002, then returned at full strength and won in 2003 with Tom Kristensen, Guy Smith and Rinaldo ‘Dindo’ Capello taking turns at the wheel. By the time Bentley had withdrawn following that landmark victory, only one car had – rather reluctantly – been sold.

‘The podium in 2001 felt like a win, and there was quite a high expectation of sponsorship on the back of that, which we didn’t get, so to ease that pain there was a unilateral decision made by one man on the board to sell the car to a guy in Japan called Ricky Chiba,’ Gush recalls. ‘We shouldn’t have sold it, but throughout the project I kept all the [other] cars, all the spares and all the tooling, because it was part of our heritage.’

Gush allowed Shaun Lynn to buy the car that had finished fourth in 2003 at Sebring,

correctly reasoning he’d be a ‘really good custodian’, with Lynn’s collection of Bentley Speed 8s growing to include four of the five 2003 cars in the intervening years – Bentley itself retained the Le Mans winner. He purchased chassis number one a couple of years ago, after Bentley agreed to the sale on condition that the car would run again, not languish in a collection.

Progressive Motorsport was tasked with making that happen, a small outfit founded

by Howden Haynes and Dave Ward, both of whom worked on the full Speed 8 campaign in period. They’re joined today by David Brown, head of design and engineering and another Bentley Le Mans veteran.

‘This car was bang in the middle of a development programme and it just stopped abruptly,’ explains Brown. ‘The car never ran again because there was absolutely no point [because of the move to the new engine]. So three of us spent a week going through a warehouse and 5500 parts, matching them all 79

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BENTLEY SPEED 8 PROTOTYPE

This page and opposite What looks like a Le Manswinning Bentley isn’t necessarily a Le Manswinning Bentley – the noise is the main giveaway but, without this car, the historic 2003 victory likely wouldn’t have happened; Brian Gush prepares for aural onslaught.

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‘ONE OF THE BIGGEST PUZZLE PIECES OF ALL WAS THE ENGINE, LONG SINCE STRIPPED FROM THE GUTS OF THE CAR’ up to different cars… even this car’s bodywork wasn’t quite right because things had been swapped around in period, so we returned it all to how it had been initially using photos and drawings we had on file.’

Throughout the process, Progressive has endeavoured to keep original parts wherever possible, and to employ period-correct manufacturing processes if original parts are no longer available – the logic is that new processes inevitably lead to a different look and feel, the missing original gear-lever being a case in point.

Motorsport design processes were switching from 2D technical drawing to 3D CAD modelling during the Bentley programme, but chassis one was very much a 2D project, with technical drawings followed by a physical model tested in a wind tunnel. Period documentation, however, was good.

‘At the time people had started to save things either in reports or Word documents,’ Brown tells us. ‘The chief designer Peter Elleray has given Shaun lots of information over the last couple of years, there are some gems in there.

We had files too from our own work at the time, so I’ve been going into the attic, bringing down old laptops and hard drives… it’s helped us piece it all together.’

As a result, everything from ECUs to gear ratios and suspension set-up is period-correct.

But one of the biggest puzzle pieces of all was the engine, long since stripped from the guts of the car – it was part of a batch of six that had been owned by and returned to Nicholson McLaren.

These engines were subsequently sold off to Group C racers, where they were run with either 3.5- or 3.9-litre capacities. Renowned engine-builder and former Nicholson McLaren man Terry Haggerty was able to trace an original unit and then rebuilt it to this car’s correct 3.8-litre specification, right down to its sportscar-spec main block, F1 sump and bespoke cam covers – typically cast magnesium on DFRs, but billet aluminium with RTN lettering for chassis number one.

With the car warmed through, Lynn takes it out for his landmark first run, returning to chat with David Brown (‘There’s no automatic 81

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BENTLEY SPEED 8 PROTOTYPE

Below and right Owner Shaun Lynn (on left) chats to writer Ben Barry; at speed on a broad, smooth surface, the prototype Speed 8 prototype is truly at home once more.

throttle-blip on downshifts like a 2003 car, so either tap the throttle to move the engine face away from the gear face or touch the clutch’), giving some feedback, then blasting off again.

The set-up looks too stiff and it visibly bobbles over the surface at times, but it’s also impressively quick, even at a distance, scorching down the runway as a small team who pressed the car into action a quarter of a century ago watch on.

Later, I’ll be driving our photography car at 60mph as Lynn swarms around it, and I’m caught in a whirlwind of noise and reflexive flashes of movements in the side-mirror, a little snapshot of how it must’ve felt to see a Speed 8 bear down on your GT racer in period. Wild.

‘That was lovely,’ says Lynn as he climbs over the carbonfibre sill soon after. ‘As a test mule it’s quite different to the later cars, still comfortable to drive but a little bit rawer – the turbo cars have extra torque and they’re more refined – but this is definitely more exciting, the noise and the peakiness of the engine. Yeah… very lucky…’

There are, inevitably, a few small snags to iron out, but the car that started Crewe’s return to Le Mans and that even Bentley insiders didn’t know existed is back. And making quite a noise about it, too.

A few weeks after this shoot, it even left Mugello with a podium. End

A LE MANS BENTLEY FOR PASSENGERS Progressive Motorsport brought to Turweston another Speed 8 that never raced, this time built to the more familiar twin-turbocharged V8 engine specification – its deeper exhaust note and the vast sci-fi tentacles of its forced-induction plumbing make for a useful comparison against chassis number one. While never a contender, it also played a pivotal role in Bentley’s route back to the top step, as Brian Gush explains: ‘In 2001 we ran two cars: one was a DNF and the other one finished third. Then in February 2002 Dr Paefgen came on board and said to me “Look, is this car a winner?” and I told him it wasn’t and that we still had quite a lot of work to do.’ Paefgen’s answer was to cut the 2002 budget in half and run just one car, then go all out to win in 2003. The plan worked and Bentley won. But there was just one issue…

‘We’d already started building the two cars for 2002,’ continues Gush, ‘so we converted this one to a two-seater and used it to really good effect, giving customers who’d ordered a Continental GT and other VIPs passenger rides that money couldn’t buy.’ Still owned

by Bentley, this unique Speed 8 is not for sale.

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THE O C TA N E INTERVIEW

Ray Christopher Octane meets the hot rodder and inveterate car-builder who made his name creating Ford-sanctioned GT40 replicas Words Richard Heseltine Portraits Jonathan Fleetwood

YOUR BRAIN works hard to make sense of it, even if there is little sense to be found. So it’s a trike with a V8 sited behind the driver, and one that will be roadregistered but will also be used for speed record attempts.

Of course. Naturally. Next to it is a GT40 clone, still in the throes of creation. The Le Mans-conquering Ford has been a constant thread through our genial host’s life for decades, as have hot rods. And with that, his Model A pick-up burbles into view, this ‘Covid project’ having been built during the various lockdowns at the start of the decade as a means of alleviating boredom.

Somehow, a bungalow in rural Dorset and its environs scream ‘retirement dwelling’ rather than a hotbed of carbuilding, but Ray Christropher doesn’t see it that way.

‘What else am I going to do?’ he counters. ‘I’ve been making cars since I was a teenager. Apart from my own stuff, there have been builds for other people. The trike is one. That started with a conversation in the pub down the road. Actually, thinking about it, most of my projects over the years started with a chat over a pint. The point is, I am 83. I am still fit and my mind hasn’t turned to mush, so I have no intention of stopping.’

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RAY CHRISTOPHER INTERVIEW

On retreating to the back of his workshop, ‘The Rodfather’ is all smiles as he replays the slide-show version of his life story before an audience of one. He does so while stopping repeatedly to ask: ‘Are you sure you want to hear about this?’ Conversation takes in characters as diverse as racing baronet Sir John Whitmore and grappler Mick ‘The Dulwich Destroyer’ McManus, each yarn peppered with self-deprecation. ‘I was born in 1940 in Bournemouth and I struggled at school because I am dyslexic,’ he says. ‘People thought I was thick. Actually, they used a word you don’t say any more, but I underwent various tests and it turned out that I had an IQ of 146.

‘The point of me mentioning that is that my dad was quite a tough character, but a caring one. He told me that I had the brains to do whatever I wanted in life. What I really wanted to do was race cars. I fell in love with motorsport after my older brothers took me to Goodwood. I had a motorcycle in my teens and dad was sure I was going to kill myself so he bought me an Austin Seven. That was in the mid-1950s. I then stripped it and set about building a racing car. I joined the 750 Motor Club and did my first race at the RAF base in Ibsley.

I decided then that I was going to be a racing driver.’

Until suddenly he wasn’t. ‘Back in the late 1950s, I started building a Hamblin “special” using Austin bits. It was a terrible thing. Anyway, one day I saw an American TV show called 77 Sunset Strip and it changed my life.

One of the characters had a Model T hot rod with an Oldsmobile V8 engine. “The Kookie Car” was a really wild-looking thing and it blew me away.’ Christopher had just discovered hot rods. ‘That sort of thing didn’t exist in the UK so I decided to make something roughly along the same lines. I had a few run-ins with the police around Bournemouth in that thing, too.’

Completed in 1960, this approximation of a hot rod was sold within a few months and was ultimately raced (and destroyed) in autocross. It was at this juncture that Christopher’s life took another turn. More by chance than planning, he became a wrestler. ‘I went to an obedience

class with my dog and next-door was a gym where wrestlers trained. I had done a bit of judo so I thought I would have a go. Before long, I was earning 25 quid a night, which was a week’s wages. Promoters would make out that I was the local hero – wherever I was in the country! – who had just come back from Las Vegas; some bull. I did it for 15 years.’

This meant he had plenty of spare time to build cars, the leap to making a living from it occurring during the early 1970s. ‘My wife and I had moved to an old Victorian place in Poole, which had a coach house around the back that became my workshop. I built a car in 1971, a Ford T van with a Chevy V8 engine that got me to thinking. I then did a Ford C-cab and displayed it at a custom car show at Crystal Palace. I decided that I would make a business out of it if I could take at least two orders for the bodies and chassis kits. I took four and started Rays Rods.’

Christopher joined Jeff Jago as pioneering hot rod builders and parts suppliers in Blighty, producing a raft of models over time. However, if your formative years were the 1970s and early ’80s, his name is primarily remembered for what came next. ‘I would have a dozen or so people collecting bodyshells on a Saturday morning. It really was like that, but I preferred making cars. One day, I was in the pub and a mate had this great idea for what I should build for myself: a V8 milk float. That was in 197677. I loved the idea of taking the slowest vehicle on the road and transforming it into one of the fastest.’

Christopher acquired a 1952 Manulectric, substituted a Chevy V8 for a bank of batteries, and created Pastyereyes Express. And thus began a period of building show-cars that graced magazine covers the world over. ‘I did well out of making and exhibiting them. The organisers of the Essen motor show, for example, would pay £1000 to display each one. It was a case of how do I top the last one? I suppose my most well-known vehicle was the Helicar. That began with a visit to a scrapyard and the purchase of a Vietnam War-era helicopter. It was more difficult stripping that than building the car.’

Clockwise, from top left Christopher with mad V8engined milk float; with Jacky Ickx, whose Le Mans-winning GT40 he’s making a replica of today; in his workshop; GT Developments employed 40; a regular in Brighton Speed Trials; tools of the trade; plans for Pastyereyes Express.

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‘HE ACQUIRED A 1952 MILK FLOAT, SWAPPED A CHEVY V8 FOR ITS BANK OF BATTERIES, AND BEGAN BUILDING SHOW-CARS’ The resultant creation was powered by a twin-blown Buick V8. ‘It was drivable, too, although it did twist a bit.

I sold it to Nina Rindt, the widow of Jochen, who displayed it inside the living room of her house in Lausanne. Years later, it was spotted on the roof of a café in France. I towed all of these various things around Europe behind a scaled-down Peterbilt lorry that ended up becoming an exhibit. I then got into the GT40s, initially by fabricating parts for the KVA kit, which was really just a bodyshell. It got serious after I was asked to take some of my creations to Le Mans in 1983 and ended up in the Ford hospitality area above the pits.

‘I was sitting on the balcony with a very nice guy and we talked for hours. I thought he was a Ford plant manager or something. After one or five scotches, I told him that I thought Ford had screwed up by not following through after it won the 24 Hours with the GT40. I then told him how much I loved the car; about how I wanted to make a proper replica. He said something about how he would

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RAY CHRISTOPHER INTERVIEW

Clockwise, from above Ray’s ‘pension project’ GT40 clone, and again in the garage with his Model A pick-up; the Helicar was famous across Europe in the early 1980s, only to end up on the roof of a restaurant; the GTD R42 was reborn under the Spectre nameplate.

also like one and promised to give me all the help I needed. He then handed me his business card and apologised for having to dash off.’

Christopher had just met the chairman of Ford Europe, Bob Lutz. ‘The upshot was, he had written his direct number on the back. I called it and he said he had already made a start. The next thing I knew, a delegation of Ford executives turned up at my tiny workshop in Poole. They gave me lots of invaluable reference material and ultimately some of the original body moulds. That was the start of GTD – GT Developments. We delivered the first car in 1985. It got bigger and bigger until we had a large factory. My partners and I made dozens of cars a year. I remember us doing 25 cars just for the guy who owned the Footwork Arrows F1 team [Wataru Ohashi].

‘I got to know many people who were involved in the original GT40. Early on, I met the son of its designer Eric Broadley, who suggested I take the prototype to the Lola factory and let him give it the once-over. Eric told me he didn’t like Ford very much. Then he saw the car. He went off and ragged it for half-an-hour and came back bubbling with enthusiasm. That led to Eric giving us his blessing to do replicas of the Lola T70. We also did our version of the McLaren M8F, but that was a one-off for racing.’

With a staff of 40 by the dawn of the 1990s, and a multimillion-dollar turnover, Christopher’s thoughts turned to something that bit more ambitious: an original design.

Enter the R42 supercar. ‘I’ve read a few articles about that car in recent years, much of them rubbish. For starters, it was never meant to be a modern GT40, it was just something that started out as a sketch while I was travelling through the Arizona desert. I had been to Tombstone, and the roads from there go on for miles and miles. I was in the passenger seat and a bit bored so I got out my pad and started doodling.

‘Len Bailey, who had been heavily involved with the GT40, had been helping us for some years, and bit by bit we came up with what ultimately became the R42. There were to be two versions: a race car and a road car, both of which would be powered by the latest quad-cam Ford V8. The prototype was displayed at the British Motor

Show in 1993, then we sold the rights to the Hildebrand family, whose background was in making yachts. They relaunched it as the Spectre R42. I think they made about 17 cars. I don’t want to do them down, but they had their own ideas about how to develop and build cars.’

It was a tumultuous period for Christopher, and one that saw him depart GTD. ‘I never wanted to be involved in running a large business and it began to make me ill. I wanted to go racing again so I built Mini Thug [a Mini pick-up with a 302ci Ford V8 behind the cab), which I used for hillclimbs and sprints.’

More recently, there has been everything from Model T-inspired wedding cars to a four-wheel-drive, Cosworthpowered single-seat racer, and, of course, hot rods. Asked to estimate how many cars he has built, he merely shrugs.

‘I’m not done yet,’ he insists. ‘The GT40 I’m working on now is mine. It’s my pension project. Once that’s finished, I’ll start on my Mercedes 300SL Roadster. I don’t know what I’ll do after that.’ Pause. ‘I’ll think of something.’ We have no doubt. End

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FERRARI TESTAROSSA

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YO U D O N ’ T H AV E TO B E

…to run a Ferrari Testarossa in London every day, but it helps – as does the car being a later variant, re-coloured in Nocciola Words James Elliott Photography Paul Harmer

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ooks can be deceptive. Was there ever a more flamboyant and extrovert Ferrari than the Testarossa to look at, yet was there ever a more docile and practical 12-cylinder Ferrari supercar to live with? Perhaps that was its problem. Pininfarina’s sweeping lines, the triangular shape, side strakes, fins, louvres, a metal cage over the tail-lights, pop-up headlights: it is extravagance and swagger in metal, pure bravado; braggadocio, even. Then there is the 12-cylinder engine, officially a 180º V12 (we shall just call it a flat-12 from here on), promising Donner und Blitzen but deemed to deliver Dancer and Prancer. And for years, most people – especially in the UK, for which this car was signally not designed – thought that a bad thing.

They were wrong, of course. They just didn’t understand. They can’t be blamed, the Testarossa was easily misunderstood, especially in compact Britain where driving opportunities are compressed and pure continentcrossing GTs are alien fare. This Ferrari looked every inch the supercar, its performance stats were those of a supercar, but in its soul it simply wasn’t one. It wasn’t sufficiently highly strung. It had air-con.

Introduced to replace the 512BB in 1984, the Testarossa was longer, wider and lighter (yet at 1506kg it was considerably heftier than its period rivals, barring the brutalist Aston Martin Vantage), but soldiered on until 1991 when the 512 tag (first the 512TR, then the F512 M) was reintroduced for its later incarnations. It was powered by the same fuelinjected quad-cam 4943cc 12-cylinder as the preceding 512 but with four valves per cylinder, offering 50bhp more (at 390bhp) and over 180mph.

Its evolution was principally defined by wing-mirrors and wheel-bolts, the purest monospecchio monodado having only one of each until twin mirrors arrived in 1988, a year after the F40-esque spinners had given quarter to a more traditional five-bolt pattern.

As well as design tweaks and bigger wheels (16in and 18in), the changes brought in for the 512 in 1991 included a lowered engine and transaxle, improved diff ’ and injection, plus a higher compression ratio.

The 1994-96 run-out 512 M (Modificata) lost the pop-ups, but gained NACA ducts and split-rims for maximum menace.

The Testarossa was far from cheap at £60k-plus new, but achieved sales of almost 10,000 cars. Today they are covered by a broad price band of roughly £100,000 to 200,000 and are creeping up, yet still criminally undervalued if you compare prices with contemporary rivals’.

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Left Nocciola was not originally available on Ferrari’s Testarossa, and this striking iteration – selected from myriad hues – came from the 365 GTB/4 Daytona.

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The fact that this Testarossa is left-hand drive and in Rosso Corsa (we’ll come to that!) with black interior, twin mirrors and five-bolt wheels, on paper makes it the least distinguished of the breed – white with tan interior, monospecchio and monodado is the holy grail, right-hand drive a bonus – but to Octane the fact that it has covered 24,000km since acquiring itself a new owner just two years ago makes it one of the most desirable and interesting.

I imagine you have some questions. No, it’s not a wrap (technically), yes it is a Ferrari colour, no it wasn’t on any Testarossas (this is Daytonaera Nocciola), yes it is that car that seems to be omnipresent on social media, fast becoming one of the most photographed classics in London.

Except for that Bristol and those Citroëns. There’s a reason for this. It is owned by Merlin McCormack, at 30 one of the thrusting young blades of the classic car world and boss of Duke of London, which has added purpose to Brentford in West London.

The Ferrari was an intriguing choice for someone brought up surrounded by everything from hot rods and yank tanks to Bristols and a BMW 635 High-Line. He explains: ‘I had a Bburago model when I was five and I was obsessed with it, and nothing has changed my perspective since. Like the F40, it’s one of very few Ferraris that is immune from any Ferrari stigma.

‘Just before my 28th birthday the business was going well and I thought I could afford one, so I impatiently visited every example on sale in the UK within my budget. There were five. Georgia [Peck, of Aubrey Peck Automotive, and Merlin’s girlfriend of six years] and myself were on our way home from seeing one in Birmingham; she was driving and I was

scrolling and this popped up on eBay at Autofficina, ironically just 20 minutes from where we lived, so we arranged to go straight there before they closed for the evening.

‘I made an offer, which they turned down, but when driving home Georgia told me what an idiot I was to walk away and we went straight back. It came with a warranty and, to be fair, the guys in Epsom stood by a lot of warranty work, which was crucial to getting it where I wanted it.’

The 1989-built car had been delivered new to Germany, spent a decade in Japan until it came to the UK in 2012, and then was in single UK ownership doing 500km a year until Merlin bought it. There was, however, a significant problem: ‘I hate red Ferraris! I bought it in March 2022 thinking I would run it for the summer and probably sell it in September, but by then I had fallen for it and knew I was going to keep it, so had to change the colour.’

Yet not white, Merlin’s preferred Testarossa colour, ‘because I could buy one of those’ but Nocciola, a firm Maranello favourite applied in myriad hues to many Ferraris, but never the Testarossa. Hence, Litchfield Motors worked its magic with a PPS (paint protection system). This differs from a wrap in that it’s a film over the existing paint that’s then sprayed in the traditional way in a booth, all your detachables off. This apparently gives a more thorough, longer-lasting job but it still peels off and costs about half the price of a respray. All I can say is that you wouldn’t know it wasn’t the car’s ‘proper’ paint, yet, should he need to raise cash in a hurry, Merlin has the comfort of knowing the original Rosso Vendere is still underneath. Pininfarina declared that the Testarossa was designed to be red, after all.

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Merlin’s next priority was to turn the Testarossa into a daily driver, which takes deep pockets and a certain attitude. This one: ‘It’s a f***ing car. It’s not even that old. And because it is one of the less desirable later ones, it is actually a far more developed car with a proper diff ’, five-bolt wheels and a proper fuel system. There is nothing left to be scared of.’

Having spent ‘a small fortune’ on getting it to a point where he can trust it, Merlin has certainly made good on his intentions. As well as regularly being spotted in Central London – there are four fans, it’ll sit all day without getting hot – it drove to Rétromobile in Paris straight after acquisition, has blasted across Europe many times, splashed through flash floods in Scotland and, when Octane photographed it, only the previous day had driven back from Italy.

‘We drove down to a wedding overnight – leaving London at midnight and arriving in Portofino the following afternoon – and did 2500km over the weekend. We sat at triple figures [km/h… we’ll presume] average and the car just glides, doing 20mpg. After the wedding we called in at Villa d’Este, then did a nine-hour door-to-door sprint to get home sharing the driving. It’s Georgia’s favourite car of ours and she uses it as much as I do.

‘I have got so used to using it now that nothing really fazes me about it.

We’ve driven it in sun, snow and hail, city centres and the middle of nowhere, motorways and twisties and I’ve never once thought “I wish I was in something else.” Which is unusual because I’m someone who chops and changes cars a lot because they are like a savings account for me and sometimes I need to cash out. This is the only car I’ve owned where I can happily say – on the record! – that I’d love to keep it forever.

I’ve built up such a bond with it.’

1984 Ferrari Testarossa Engine 4943cc flat-12, DOHC per bank, Bosch K-Jetronic fuel injection Power 390bhp @ 6300rpm Torque 362lb ft @ 4500rpm Transmission Five-speed manual transaxle, rear-wheel drive Steering Rack and pinion Suspension Front and rear: unequal-length double wishbones, coil springs, telescopic dampers, anti-roll bar Brakes Vented discs Weight 1506kg Top speed 181mph 0-60mph 5.2sec

Above left Testarossa offers a comfortable GT driving position, even if clutch is heavy and pedals are well offset to the right.

Steering wheel and gearlever are wonderful.

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Left, from top Comfortable interior is adequate for space but does not reflect exterior dimensions; longitudinal flat-12 is a jewel that really comes alive at about 4500rpm.

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‘ W H E N O C TA N E P H O T O G R A P H E D I T, O N LY T H E P R E V I O U S D A Y I T H A D D R I V E N B A C K F R O M I T A LY ’

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CHARLES FERBUS

FERRARI TESTAROSSA

London presents a different challenge, one where Merlin admits to kerbing the wheels a few times in width restrictors, largely because the rear track is a whopping 14cm wider than the front. Just imagine the mental gymnastics of parallel-parking that to a city kerb.

There’s nothing as glamorous as The City or sweeping French D-roads for me. The A4 heading west out of Brentford is a poor substitute for the Route Napoleon or the Grande Strada delle Dolomiti, but even among the legions of white vans streaming out of London this Ferrari shimmers and shines.

Because I am short, there is an unexpected generosity of space as well as light inside the Testarossa that you don’t expect from the exterior; it isn’t even that difficult to get in and out. The seats are comfortable, the dials simple and split between the binnacle and the centre console. The steering wheel is far more slender than you might expect given the chunkiness of the era. Visibility is excellent, not Giugiaro glasshouse excellent, of course, but compared with a Countach…

Turn the key to fire it up and the engine is far from intrusive as it struggles to find its ideal idle, always seeming to hunt a little. It sounds great, but you really need to be at 3000rpm-plus to enjoy it as those outside the car can, especially with its raucous Japanese MS Racing exhaust with adjustable valve (set to max, naturally).

The pedals are wildly offset to the right, but you soon get used to that, as you do skipping second until the gearbox temperature is well up. Once it is up to heat, however, it is sublime.

This particular Testarossa is loose but not sloppy, perfect to jump in and drive and in most respects it is no more tricky or uptight than any 1970s sports car. The smoothness of the injection really sets it apart from earlier Ferraris with their guttural spitting and spluttering and its long-leggedness is eye-opening, the engine starting to sing from as little

as 3000rpm, but really coming alive and belting it out from 5000rpm all the way to the redline at 6800. The brakes came in for a lot of stick, but they are fine – not stand-out good but not catastrophically bad either.

The twin-plate clutch, though… Its owner was recently bitten with a £3k bill after burning one out reversing up a steep Swiss driveway; we are politely asked not to ride or slip it. That’s fine when it’s cold, when you can simply put it in first and it will creep like an auto before you apply the throttle. When it is hot and wants to stall without revs, it is a bit trickier.

The steering is light and precise and grip is sensational even on nowageing Michelins. They were fresh when Merlin bought the car, and need a change now, which will set him back a couple of grand. This is not a car for jinking along country B-roads, though. It probably could, but why would you want to when that is the métier of smaller, lighter, less powerful beasts. No, when sitting low in your Testarossa every vista incites a mental filter of tree-lined Routes Nationales. Not the autoroute slog down to Italy, but the sweeping single-laners where you can punch past trucks and enjoy every yowl of delight from that magnificent engine. Was this car wide in period? Undoubtedly, but today it feels less so, and two mirrors set lower than the monospecchio make a world of difference in traffic.

After the drive, it’s time for our portrait of Merlin with the car. He glides onto the ‘set’ like it’s the red carpet at the Oscars, settles effortlessly on those wavy sideskirts of the car, loose-fitting shirt unbuttoned à la 1970s, gold-rimmed shades in hand and a sweep of luxuriant hair like one of those photos on the wall of your barber’s. Appropriately, considering the car, he looks like he has walked straight off the set of Miami Vice, apparently oozing self-confidence. Braggadocio, even. But then he shudders and modestly mumbles ‘I hate having my photo taken.’ Despite all the online evidence to the contrary, I believe him. After all, looks can be deceptive.

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RA4 VANGUARD RACER

THE OTHER KIWI RACER

Most of us have heard of Bruce McLaren.

But the RA4 Vanguard also hails from New Zealand – and deserves to be better known Words James Page Photography Gun Hill Studios

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RA4 VANGUARD RACER

Clockwise, from above left The early days, racing at Wigram, 1952; again in around 1959, with creators Green and Brewer at left; now, following a painstaking restoration during which the body panels alone were treated to 300 man-hours of labour.

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f

ollowing the end of World War Two, a new generation of enterprising young engineers came onto the motorsport scene. Many of them had either trained or worked in the aviation industry, and the post-war shortage of materials added improvisation to their skill sets. The Cooper Car Company, for example, was enjoying considerable success in the new, low-cost 500cc formula, and John Cooper recalled buying all the Morrison air-raid shelters he could, in order to use the steel in the construction of his rear-engined racing cars. He also sourced parts from a nearby firm that sold secondhand aircraft equipment, such as fuel pumps.

Thousands of miles away in New Zealand, two engineers shared not only Cooper’s talent for recycling but also his eye for aircraft parts. They would even follow him in bucking the prevailing trend by building a rearengined racer – although their inspiration came not from little 500cc racers but from the pre-war Auto Union Grand Prix cars. Hec Green and Jack Brewer had been aircraft mechanics during the war and became partners in a Christchurch engineering business. They were both keen

racers and got hold of a copy of a report that had been written by Cameron Earl for the British Intelligence Objectives Sub-Committee. Published in 1947 by His Majesty’s Stationery Office, it detailed the design of the allconquering Mercedes and Auto Union ‘Silver Arrows’ of the 1930s.

Green and Brewer were particularly struck by the rear-engined layout of the Auto Unions, and set about building their own car along the same lines. With limited budget and materials, lateral thinking and ingenuity were required. Their aircraft experience came in useful and war-surplus sales provided rich pickings. Aluminium propellers, for example, were a good source of metal, but the aviation influence was most obvious in the suspension design. The front suspension featured parallel trailing links, but the springing medium was an adjustable system of rubber ‘bungee’ cords, as used in aircraft landing gear. There was a low-pivot swing-axle set-up at the rear, where hydraulic oleo struts from a Curtiss P-40 Kittyhawk replaced the usual coils or leaf springs.

At the heart of their design was a 2088cc four-cylinder engine from a Standard Vanguard, from which they managed to extract 200bhp. Among the many modifications were a camshaft designed and ground by Hec Green, twin SU carburettors, and a supercharger that was chain-driven from the front of the crankshaft. The gearbox was originally a Citroën unit but, when that proved to be unreliable, Hec Green designed a three-speed transaxle that is still going strong more than 70 years later.

The finished racing car was known in period simply as the RA Vanguard, but it’s now referred to as the RA4 Vanguard in order to signify its position in a series built by Green and Brewer. The first was a Wolseley-engined special that Green raced in the late 1940s and early ’50s. That was followed by a Vauxhall-engined single-seater for Pat Hoare, then a two-seater based on a Fiat 1100 for Des Wild. After RA4 came another car with a rearmounted Vanguard engine. Now referred to as RA5, it was driven by Green to seventh place in the 1961 Lady Wigram Trophy, among a field that included Jack Brabham, Stirling Moss and Bruce McLaren.

Jack Brewer was at the wheel for the RA4 Vanguard’s maiden outing in the 1951 Lady Wigram Trophy, but the car failed to start because of a holed piston. They returned to the same event in 1952 and ’53, retiring on both occasions, but during this period the car did win the South Island Beach Racing Championship, as well as setting a national Class D 1km speed record of 188.89km/h (117mph).

The RA4 Vanguard continued to race through the 1950s – and it remained competitive, too. At Dunedin in 1958, Geoff Mardon had it running as high as third – behind only the Maserati 250F of Ross Jensen and the Cooper of Bruce McLaren – before a wheel came off. It was later driven by veteran racer Les Moore, who had won the Lady Wigram Trophy in 1951 and ’52 at the wheel of an Alfa Romeo. Jack Brewer recalled that Moore had modified the RA4 Vanguard’s rear suspension, and his theory was that a rear wheel might have ‘tucked under’ while cornering at high speed at Saltwater Creek in 1960. The car rolled and Moore suffered fatal head injuries.

The remains of the RA4 Vanguard languished in Christchurch for a number of years before eventually being rescued by Grant Cowie and sold to John Holdsworth, who commissioned an Auckland workshop to build a new chassis and body in which to install the surviving mechanical components. Compared to the original car, the end result was said to be too long, too wide and had a host of incorrect features, but it did at least keep those vital components together.

Mike Courtenay then bought it and his brother John raced it at Hamilton, an outing that sadly ended with a suspension failure. The car was sold again in 1995 to Richard Anderson, who raced it in historic events until it was sidelined by the latest in what was apparently a series of head-gasket failures. Anderson decided that the time had come to embark on a total restoration that would – with the help of Jack Brewer himself – return the RA4 Vanguard to how it would originally have been built.

This included refitting the ‘rubber band’ front suspension and original Kittyhawk oleo rear struts.

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‘The intention is still to go racing with it – and few cars will look smarter on the grid’

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Clockwise, from far left Forward cockpit was advanced for the era; traditional signwritten livery; simple command post, perfectly trimmed; Standard Vanguard engine produces 200bhp; like an Auto Union in miniature.

Anderson raced the rebuilt car for a number of years before selling it to Rob Whitehouse and Kiwi saloon-car ace Paul Radisich. It was then brought to the UK, where Ian Jones enters the story. Having worked in IT and decided that his career was ‘going nowhere’, Jones had been in his late 40s when his wife bought him a ‘life-changing’ trial flight as a gift. He started learning to fly, got his licence, and ended up doing aerobatic flying in a Yak-52 and then a Yale. His passion for warbirds led to him collecting ‘anything to do with World War Two – United States Air Force, RAF, Battle of Britain’. He also started to create objects such as tables using the old aircraft parts that he’d find on his travels, and it was the aviation link that attracted him to the RA4 Vanguard when it came up for auction with Bonhams at the 2021 Goodwood Festival of Speed.

‘I did a bit of research on it and thought it was quite interesting,’ he recalls. ‘It was designed by two ex-Air Force engineers just after the war; it’s made up of aircraft parts; it had strong links back to Germany in terms of its design; and it’s relatively unknown. I was lucky because noone from the States or Europe could come over [for the auction] because of Covid. Hardly anyone was bidding, so I bought it.’

Jones got the car running with help from a friend, and his brother-inlaw then introduced him to Gareth Burnett at historic-racing specialist Pace Products. ‘I thought, well, I’ll just get it running and start racing, but, as soon became apparent, that wasn’t going to be good enough. That kicked off nearly 2½ years of stripping it back, right down to the last nut, and starting a major rebuild.

‘On the chassis, every single joint was cracked. The panels, none of them were straight – you could run your fingers along them and you’d slice your fingers off. The engine was producing only 70bhp instead of 200, so we just took the bull by the horns. The engine was rebuilt with new con-rods, new crankshaft, pistons, cylinders – everything within that block is new. Period, but new. We rebuilt the supercharger, which is off an aircraft, and the suspension was all rebuilt. We got new bungees from an American aircraft company in the States, same as they were before. At the back, we stripped all the paint off the oleo struts, redid them and they now hold their pressure.’

Thankfully, there were relatively few problems along the way. Some minor tweaks were needed in order to accommodate a custom-built limited-slip diff, but otherwise the project ran smoothly – for the most part. Jones admits that, whenever it didn’t, ‘I was probably the issue!

‘We had a certain budget and a certain remit to go by in terms of the build,’ he explains, ‘but that went from getting it running and looking OK to, “Would Hec Green and Jack Brewer be proud of what we’ve done here?” It doubled in budget to get to that standard and that finish. So it was me that was the issue – moving the goalposts as we went through stuff. My remit to the team was that, when we do the launch, I want you to stand by that car and be proud of what you’ve done, rather than putting your hand over something you don’t want anyone to see.’

The body panels, for example, were reshaped to make sure they fitted properly and repainted to ‘a concours standard’, a 300-hour process in 105

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total. The paint bill quickly multiplied and the final touches were beautifully applied by a signwriter. ‘We could have just stuck stickers on it and probably no-one would have noticed, but I wanted it to be done as it would have been – and as the years go by, that will age nicely. Even the number 12 on the roundels was copied exactly from old photographs.’

The intention is still to go racing with it – most likely with experienced driver Burnett at the wheel – and few cars will look smarter on the grid.

Having been painted various colours in period, including orange and green, the RA4 Vanguard is now finished in a BMW shade of silver, and examples abound of the fastidious approach that’s been taken, from spending months finding somebody who could rebuild the watertemperature gauge, to trimming the seat.

‘The backrest is basically leather on an aluminium frame, and at the back they’d normally staple it or glue it. The guy who did it gave it to me and I said, “The front looks beautiful; what’s going on with the back?” He said, “No-one will see it.” I said that I’d know it was there, explained how I wanted it, so he did it and it was beautiful. The whole of the car was built on that premise. If you’re going to do it and spend that kind of money, you’ve got to do it well.’

When the restoration was finished, Jones (pictured left, at the wheel) hosted a launch party and invited everyone who’d been involved (also pictured). He got up to say a few words about the car’s history and said that he hoped the end result would have made its original creators proud.

As he did so, his voice caught. A project that had begun with a little internet browsing during Covid had turned into something more significant, and it’s little wonder that he had become so emotionally involved, or that he came to admire Hec Green and Jack Brewer so much.

‘I liked their attitude, their can-do attitude: “We haven’t got anything, so let’s go and get a lot of aircraft parts. Let’s not follow everyone else with a front-engined car. Let’s do something different.” I think that’s what appealed to me about those two guys.’

For someone who was a project manager in his ‘old life’, there was also great satisfaction in bringing together the team that not only restored the RA4 Vanguard, but who will continue to be involved as this unique car returns to the track – and it has just been confirmed that it has an entry for the Goodwood Trophy at this year’s Revival.

‘It’s a collaborative approach. They are part of something really special and they should take the credit for it. It’s about bringing people along on that journey. For me, that is just as important as the car, and it gives me so much pleasure.’ End THANKS TO Emma Keeys at Gun Hill Studios, gunhillstudios.com.

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T HE LAST HAR RI SON T OUR ER

SPEED MODEL 2 00BHP LE MA NS REP

BL UE R N

LE M ANS REP NUMBE R 7

3 4 ½ W I TH O R I GI NA L CO ACH WO R K

THREE GE NERATIONS OF ONE FAMI LY OWNE RSHI P

HISTORIC NASCAR RACING

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DESERT STORMERS Deep in Arizona there’s a track where historic NASCAR racers get to play – and Octane is invited to see the action Words and photography Evan Klein

THE WILD WEST is alive and well in Havasu City, Arizona. It hits 120ºF in the summer and it costs 40 bucks to road-register your car. As you drive though the neighbourhoods you notice American flags on every porch and an RV, pick-up truck and boat in every drive. This must be what heaven’s like.

My friend Steve Foster owns ten NASCAR racers and he keeps them all at his house.

I know what you’re thinking: I’d hate to be his neighbour, too. He’s invited me out to the Havasu 95 Speedway for the Saturday races.

He’s running his NASCARs in an exhibition race, letting his friends drive, the only requirement being that they pay for gas and help him in getting the cars to the track and back home again.

Really, how hard could that be? Havasu is the kind of place where you literally can drive your NASCAR to the track on public roads and noone says anything, so that’s what we do.

Everybody joins in to get the cars out of the house. We change oil, inflate some tyres, swap batteries. It takes a spray of starter fluid to get the ’74 Charger going. This Charger was Jim Vandiver’s car: it’s completely original, the motor was built by Maurice Petty to win races, and it’s got the same tyres as the day it left Daytona Speedway. The ground shakes as the engine erupts into life – the 426ci NASCAR hemi is a beast – Steve gets it to the street out front, and as a group we head over to the track.

The plan is to get situated in the pits, top off the

tanks and make sure everything’s OK. At 1pm we’ll go out for our practice session.

Why so many cars, Steve? ‘It’s funny, things just come to me. I picked up the 1968 Petty tribute car just for fun about four years ago from a guy down south who was racing it. I thought I’d fix it up and take it to cars and coffee. Then I found out that Havasu has a racetrack, and nobody was running vintage stock cars. I started going to the track and met the owner Bill Rozhon; he told me if I could get a few cars together he’d make space for us.

‘Then I got the Curtis Turner ’65 Galaxie, a ’52 Chevy from a racer in Georgia, a ’36 Chevy Modified, a ’54 Chevy dirt track car, and I had an old ’67 GTO hillclimb champion from the East Coast. Before I knew it I had enough cars and Bill put us on the programme. Our only requirement was that the cars had to be safe: tyres, brakes, harnesses and driving suits. My goal was to buy a few cars, sell them to my buddies and then have our own “gentlemen’s race”. That never really happened so I found myself with a bunch of cars.’

Havasu 95 Speedway Owner Bill Rozhon bought the venue 18 years ago when it was just a dirt track. He paved it, put up the safety fences and was ready to go. He likes the idea of entertaining the public as well as racing being a family sport. Saturday’s races include Flat Karts, Outlaw Karts, Trucks, and Can-Am Vintage Midgets and Sprints. It promises to be a packed day for car fans.

Clockwise, from bottom left You can almost feel that V8 rumble; real life, not a movie scene; catering plays its part; Midget racers on the programme; junior karts, too.

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Bill takes me around in his golf cart, introducing me to some of the drivers and their cars, all in different classes. We pull up to Steve sitting in his original 1968 Jim Culbert Sprint racer, commissioned to be the house test car.

It’s a piece of rolling history, one of the most successful cars on the West Coast in its day, driven by four-time champion Jim Wood.

Then there’s John, prepping his 1984 Supermodified oval track car with his wife. The motor is offset from the body, and it’s almost a no-rules kind of car. They run from quartermile to two-mile tracks, and it’s a rocketship.

Bill’s Champ car is an early 1980s fabrication, of a type that puts out 400-700 horsepower, designed to run a one-mile course like Phoenix

Raceway on a longer wheelbase with a 60-gallon tank good for just 50 laps, originally running on dirt tracks, now set up for pavement.

If you ran dirt, you better plan on getting dirty.

All the drivers are part of the travelling series in the States and Canada, running 20 races a season. With 20-25 cars in each race, everyone knows each other. The one handicap is the right rear tyre pressure: the hardness helps to keep everyone competitive. The cars don’t really run a transmission, it’s basically ‘in or out’, which is why they have to be push-started.

As I make my way through the pits, I can’t help but notice this is a family event. Whole families are working on their cars. I watch a father/daughter team rushing to get their kart

together. She’s in her racesuit with wrench in hand, taking the head off and pulling the piston, while dad’s working the other side of the kart. A husband, wife and son have their race truck up in the air on jack stands, the son’s feet are sticking out from underneath, dad’s going to the trailer for more parts. Mom runs interference with parts in her hand; this isn’t a good time, she says. This is serious stuff.

Tonight the track is running karts; there are drivers six and seven years old. Taylor is trackowner Bill’s granddaughter: age ten, she’s been racing four years, and already has her suit on.

Says Bill: ‘We’re bringing kids out of the grandstands with their parents to get them involved. There’s more to life than cell phones.’

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‘RACES INCLUDE KARTS, TRUCKS AND CAN-AM VINTAGE MIDGETS AND SPRINTS. IT PROMISES TO BE A PACKED DAY FOR CAR FANS’

Clockwise, from above 1952 Chevy Styleline coupe takes the chequered flag; plentiful enthusiasm in the bleachers; 1997 AC Delco Monte Carlo last ran in 2015 at Watkins Glen.

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‘TEN LAPS BLAST BY IN AN INSTANT; BEFORE WE KNOW IT THE CHEQUERED FLAG COMES OUT’

From top Historic NASCARs ready for the off as the sun goes down; rudimentary crash protection in ’57 Ford; trophies up for grabs.

Suddenly it’s 1pm, time for Steve and his stock cars to queue up for their practice session.

The no2 Monte Carlo needs a jump, otherwise all cars are heading out. Steve’s driving the ’74 Jim Vandiver Charger. Those original tyres are hard and the suspension is set for the 200mph Daytona oval, so it’s a handful as it bumps and pushes through the corners.

Bill Follmer is driving the Fireball Roberts 1957 Ford with its 312ci V8 and Paxton supercharger. The hood says 300 horsepower but it’s more like 375; it’s got roll but with extra shocks up-front it stays planted. The original car was destroyed years ago, but, with the help of the Roberts family and team members, this is a spot-on replica. You’ll notice the leather strap on the dash (pictured left), which keeps the column shifter from popping out of gear, and there’s a rope that opens a panel on the floor to see the front tyre. It’s rigged to a timing light; Fireball would pull the flap and turn on the light to see wear on the tyre as he raced.

Jimmy is behind the wheel of the ex-Kevin Harvick 1997 AC Delco Monte Carlo with a 355ci smallblock. It last ran in 2015 at the Watkins Glen SVRA Vintage Grand Prix as a road-race car. Everybody drives without incident, returning safely to the pits, though the Monte Carlo is down on power and misfiring. Popping the hood reveals melted plug leads; seems someone ran them too close to the exhaust. A quick trip to the parts store soon fixes that so it can go back out later.

After qualifying is the drivers’ meeting, with warnings from Bill Rozhon about ‘…issues with golf carts, they’re not supposed to be here, but I’ve let you have them. I got reports of kids cutting up in them, I can’t have anyone getting hurt, you hear me?’ before ‘Alright, let’s have a good race tonight. Now, bring all your cars to the track for the Meet and Greet.’

This is probably the best part of the evening.

All the vehicles present, karts included, are brought down to the front straight. The fans clear the bleachers, coming out onto the track to meet the drivers and see the cars up close.

The hoods are opening, you can sit in the cars

if you want, and you don’t have to hide your beer. Rozhon wants everyone to get involved, to be a part of racing, especially the kids; on the Sunday they’ll run karts just for the kids to try them out, just to see if they like racing.

At 5:45pm the track clears; 6pm the National Anthem sounds. Everybody stands. The evening sun sends its last golden rays through the desert clouds. You can smell the barbecues.

The Sprint cars run their laps and now Steve and his Stock cars are up, helmets on, the stadium lights have just lit up. It’s race time, and they follow the Mustang pace car onto the track. Straightaway it’s difficult to say who’s in the lead. Steve figures the orange ’52 Chevy is best-suited to the track. There’s a little passing, no fender-bumping, everybody stays on course.

The bleachers are filled with enthusiasm. Ten laps blast by in an instant, then before we know it the chequered flag comes out. All the cars have finished in one piece, exit off the track and make their way to the pits.

As the last car comes to rest, the raindrops start. The car covers come out and we scramble to keep them dry – it’s not like we can roll up the windows. The clouds break loose and we’re lucky to have gone out tonight. Suddenly it’s too wet and racing ends for the evening.

Come Sunday morning, we gather at the local diner for breakfast before caravanning the cars back to Steve’s house. It’s just five minutes from the track so we drive on public roads, making a couple of runs, but we’re still waiting on the Monte Carlo. Suddenly it’s been an hour, no-one’s heard a thing – and then the car finally comes rumbling down the street. Seems it ran out of gas in the middle of the road. Then the local fire department showed up. They actually blocked traffic with their truck and routed traffic around the car while Jimmy went to get more race fuel.

We may not have won any land speed records this weekend but we kept the beauty of this sport alive. The Havasu 95 Speedway is a little oasis in this desert city, bringing families together. If there’s a racetrack in heaven, I’m pretty sure it’s just like this. End

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BRISTOL, FIRST AND LAST

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SIGN of the TIMES One Bristol enthusiast liked the company so much he bought the famous Kensington showroom frontage – plus examples of its first and last cars.

Robert Coucher drives the 400 and Fighter Photography Barry Hayden

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‘The 400 was meticulously assembled so as to appeal to drivers with a sporting inclination’

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I

‘

n the early 1990s, I lived in Portsmouth and used to commute up to London with a chum on a regular basis,’ says Bristol enthusiast Neil Clifford.

‘Naturally we’d get stuck in traffic, often in Kensington, so I’d pull over and we’d go and gaze through the glass and into the Bristol Showroom on the corner of Kensington High Street, number 370.

And yes, that’s the same “Bristol Cars” sign you see on my car hangar that used to adorn the showroom frontage, but I’ll come to that…

‘The proprietor, Anthony Crook – I always enjoyed his name badge “A Crook” – knew we were just a bunch of young lads with no money, but he started to invite us in and show us around the cars. He’d tell us about his time as a Spitfire pilot, as well as racing with Stirling Moss back in the 1950s. A real gentleman. I kept telling him that one day I’d come in and buy a Bristol.’

Neil smiles. ‘Having been car mad since a child, I devoured all the car magazines and really enjoyed LJK Setright and his fascination with Bristols. The way he wrote about them intrigued me.’

Here’s an example: ‘The idea has always been to produce a car of exceptional equilibrium. Unquestionably a driver’s car (itself a matter of balance), it must inspire the faith of its passengers; a gentleman’s car, it must not offend those who are not gentlemen; a seriously fast car, it must be intrinsically safe; an engineer’s car, it must not be wanting in art and the refinement of luxury. In all its qualities it must be an exercise in complementaries, not in compromises.’

Neil continues: ‘By 2008 my business was doing well and I had some money, so I went into the showroom and told Tony that I’d finally arrived to actually buy a car. He sold me a turbocharged Brigand, painted Air Force Blue. I loved the car and owned it for seven years. It looked like a big Austin and no-one really knew what it was or how fast it was. That great big single turbo took a moment to spool up… then wallop!’

BEFORE WORLD WAR TWO, Frazer Nash motor cars were the preferred choice of sporting young men who wanted to go racing. Frazer Nash went bust in 1927 and was taken over by AFN Ltd, run by Harold Aldington, who was also the UK agent for BMW, selling the excellent 328 of the time as a Frazer Nash BMW. Aldington was also a director of the Bristol Aeroplane Company, which had designs on building a motor car.

The company thought it prudent not to build a car from scratch, and Aldington, who knew how good the BMW 326, 327 and 328 models were, used his Army contacts to visit the bombed BMW factory in Munich in 1945 and came back with ‘war reparations’ in the form of all the manufacturing plans and specifications for the BMWs, along with its chief engineer, Dr Fritz Fiedler, who was obviously keen on the prospect of life in England

rather than in the Soviet-controlled sector of Germany.

Bristol Cars was started in 1945 as a subsidiary of BAC. Its first car was unveiled at the Geneva motor show in 1947. The 400 was not ostensibly a sports car: it was a quality four-seater, meticulously assembled so as to appeal to drivers with a ‘sporting inclination’. Derived almost entirely from the pre-war BMWs, it featured a chassis based on the 326’s, the engine on the 328’s and the bodywork on the 327’s. What Bristol brought to the party was advanced aeronautical engineering skills.

While the BMW designs were superb, some of the materials they were forced to employ prior to the war were not good (Germany’s growing military got first dibs) and metallurgy was a Bristol strong point. This first Bristol, the 400, proved to be the company’s most successful car in motorsport and competition, which included winning the Polish International Rally in 1948 and finishing third in the Monte Carlo Rally a few months later. In 1948 a 400 finished second in the over-1100cc class and third overall in the Mille Miglia, driven

by Count Johnny Lurani and HJ Aldington. Not bad for a ‘four-seater’.

‘I bought the 400 a couple of years ago and, as it is the first Bristol, it makes a nice bookend to the Fighter, which is the last car Bristol built,’ says Neil. ‘My intention was to take part in the Mille Miglia with my daughter, who has inherited my love of old cars, but with Covid and all that things were put on hold. It has a number of Series Two improvements, which are very useful for rallying, including a heater, opening rear window for ventilation, and the spare mounted on the boot. Ironically it is the

Above and opposite Spoils of World War Two meant a superb kit of parts for Bristol to play with, including engine, chassis and body all based on BMW designs.

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only 400 fitted with wind-up windows, whereas the last Bristol Fighter does with small sentry-box windows,’ Neil points out.

Painted in its original Jade Green shade, the 400 has a continuous documented history from new, indicating 14 owners in its 75-year life, during which it has covered 300,000 miles. It was first registered to the Bristol Aeroplane Company and used by its Chief Test Pilot, Cyril Unwin, as his company car. More recently comprehensively rebuilt by specialist Spencer LaneJones, KSK 417 has been lightly tweaked for rallying but retains its original engine, in this guise fitted with triple Solex carburettors, and has a later gearbox that features an overdrive. Seatbelts, an electric fan, better lights and rally clocks render it fit for purpose as a driver’s car, so let’s see how it responds to a good dose of Octane.

The ‘first’ Bristol is an attractive coupé but nowhere as low-slung and svelte as the original Autenreith 327, being more British in appearance. A bit frumpier. Open the suicide door and the interior is narrow with a low seating position. The seats are chairs and the dashboard is trad

wood veneer with Smiths instruments scattered about, plus the modern rally-timers, and the rev-counter’s red paint starts at a lowly 4250rpm.

The steering wheel is a large, springy three-spoked affair that you reach around to pull on the choke and manual throttle lugs, then turn the key, give the throttle pedal a jab and thumb the starter button. The 2.0-litre straight-six, with its ingenious cross-pushrod design, fires up sounding vocal and keen. Give it half a minute or so to get the juices flowing, then depress the choke and throttle buttons and let it settle.

First thing you notice is how smooth and isolated the engine feels; there’s no throb coming into the cabin as it runs so sweetly. The clutch is surprisingly light but very short of throw and the gear-lever selects first without resistance. The triple Solexes allow for a very reactive throttle pedal and within even the first few yards you can feel how light and nimble this 1117kg car will be. Out onto narrow country lanes the 400 is in its element. It’s small and narrow, the torsion bar suspension soaks up broken tarmac with aplomb, the engine feels as though

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1947 Bristol 400 Engine 1971cc OHV straight-six, cross pushrods, triple Solex carburettors Power 85bhp @ 4200rpm Transmission Four-speed manual with overdrive, rear-wheel drive Steering Rack and pinion Suspension Front: wishbones, transverse leaf spring, telescopic dampers. Rear: live axle, torsion bars, lever-arm dampers Brakes Drums Weight 1117kg Top speed 94mph

Clockwise, from above Classic Halda Twinmaster reveals rally use; characterful and cosy interior; BMW-based 2.0-litre six is charismatic; handling is assured.

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This page and opposite Quite literally the ultimate Bristol, it’s reckoned only nine Fighters were built, with an 8.0-litre Viper V10, gullwing doors, singular styling and a typically individual interior.

2005 Bristol Fighter Engine 7990cc OHV V10, fuel injection Power 525bhp @ 5500rpm Transmission Six-speed manual, rear-wheel drive Steering Rack and pinion, power-assisted Suspension Front and rear: double wishbones, coil springs, telescopic dampers. Front anti-roll bar Brakes Vented discs Weight 1580kg Top speed 210mph (claimed)

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Clockwise from above Incredible scenery is a given – and how about that sky for December Lamborghini test driver Valentino Balnboni was amon Aditaquae pari iuntion sequae as moluptas

it’s mustering more than its original 85bhp and the later gearbox is a delight.

Count Lurani enjoyed racing the 400 on the Mille Miglia but complained about the awful drum brakes.

These drums have clearly been improved and are more than a match for the 5.50 R16 Michelin tyres’ grip as the fronts lock up more than once. Swinging out onto the fast A41 dual carriageway, it’s time to give the 400 a proper run. The engine is eager to rev to around 5500rpm, then change up and allow the longer overdrive gearing to run on the torque. The rack-and-pinion steering is accurate, the aerodynamic coachwork cleaves the air, the suspension quells any unruliness and the straight-six sings in perfect balance. Glance at the speedometer and you realise you are travelling a lot faster than you thought.

This is one of those lightweight, balanced, focused motor cars that is better on the road than you’d imagine because everything has been weighted-up to work in harmony. With growing confidence, it is rewarding to slew the Bristol into roundabouts on its skinny tyres and feel it point exactly where you want it before that super 328 engine rasps you out onto the straight with just

enough grunt to make you smile. It feels so much more than the sum of its parts, even though Bristol raided the BMW parts bin so cleverly. To my mind this is a British interpretation of that other delicate Mille Miglia giantkiller, the Lancia Aurelia B20GT. And the big beast lurking in the background? It’s a Fighter, one of only nine thought to have been constructed and a real outlier. Singular looks, gullwing doors, the 8.0-litre Viper V10 engine, 210mph claimed top speed and enough cabin room that you can wear a hat.

‘There’s no logic to the Fighter but I love it,’ laughs Neil.

‘I’ve owned it for 11 years and it’s done 23,000 miles, probably the highest of any Fighter. The previous owner used it as his daily driver, so it had issues, especially with overheating and the cabin getting really hot, but I have had the floors covered in Dynamat, which helps. The suspension has been rebuilt, along with the brakes and exhaust, and now it behaves and is really fast.’

The Fighter was billed as a supercar when launched in 2004. Bristol stalwarts (of which there were but a few) were horrified at the car’s sporty overtness, instilled by the then-new Bristol boss Toby Silverton in a bid 121

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to save the company. Designed by Brabham F1 engineer Max Boxstrom, the narrow coupé has a drag factor of just 0.28 and an ample 525bhp to haul it along. It weighs-in at under 1600kg, which is light by supercar standards so it accelerates to 60mph in four seconds.

Entry is easy though the vast gullwing door. The seat is large and comfortable and mounted high so you don’t have to climb down into the cabin. The steering wheel recalls those of earlier Bristols and the chunky gear-lever is angled towards you. Instruments are the usual, with added ‘engine hours’ meter and other aircraft allusions.

Twist the key and the massive V10 fires with a deep resonance. The clutch goes down easily and the gear-lever moves co-operatively. The Fighter eases off thanks to 350lb ft from idle, allowing you to get comfortable and change up through the gears. In Bristol fashion this supercar is narrow so, again, it’s happy on tight B-roads.

The driving position is commanding, outward vision good, while the chassis offers accurate, balanced responses, helped by sharp steering and vented brakes.

The Fighter remains totally laid-back and obedient on country roads but it really switches on along a fast dual

carriageway. The power of its Dodge Viper-sourced 7990cc engine is industrial – it charges instantaneously without losing its cool or seeming to be trying at all.

This is an old-fashioned engine and glorious in a way that’s no longer available in something new. Most performance cars now suffer small-displacement turbocharged, electronically managed units, which will never deliver the thump of a lump like this.

Being the first and last Bristol models built, these two should remain as a pair. And there is no ‘winner’ here.

What I’d suggest to Neil Clifford is that he drives the Fighter down to Brescia, then enjoys the Mille Miglia retrospective with his daughter in the 400. Perfect plan.

Oh, and the sign? Neil explains: ‘The Bristol Cars liquidation auction was held in August 2020 so I went along and couldn’t help bidding for the showroom sign. It was damaged and looked a mess but I won the bid. It has been beautifully restored, which naturally cost a lot more than the purchase price. It’s the iconic sign I remember fondly and I am so pleased to now have it on my car hangar. I even had it wired so it can be illuminated as it often was in the day – “BISTO ARS”!’ End

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by Octane staff and contributors

OCTANE CARS OW N I N G + D R I V I N G + M A I N T A I N I N G

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OCTANE’S FLEET These are the cars – and ’bikes – run by Octane’s staff and contributors

ROBERT COUCHER

International editor l 1955 Jaguar XK140

ANDREW ENGLISH

Bicester brotherhood

GLEN WADDINGTON

Associate editor 1989 BMW 320i Convertible l 1999 Porsche Boxster l

SANJAY SEETANAH

1955 JAGUAR XK140

Advertising director l 1981 BMW 323i Top Cabrio l 1998 Aston Martin DB7 Volante l 2007 Mercedes-Benz SLK200

ROBERT COUCHER

ABOUT A MONTH ago, I joined some 30 Jaguar XKs on a Raid to Bicester Heritage; always a great destination, even if the journey up the M40 is a tad dull.

But, as with most XKs, my 140 is relaxed in overdrive top, cruising at 70mph-plus and just under 2500rpm. As noted in the past, I continually resist the temptation to fit noisy exhausts, high-lift cams and large carbs – my 3.8-litre pushes out a comfortable 210bhp and 230lb ft, the upshot being that it’s quiet, refined, relaxed and does over 23 to the gallon at speed.

This ‘Keeping the XK Legacy Alive’ meeting was arranged by the irrepressible Philip Porter, publisher, author, and creator of the International Jaguar XK Club.

He invited XK owners, specialists and suppliers to enjoy their XKs on the test circuit as well as discussing how to keep Jaguar’s sporting image alive.

A number of things are going on in the classic car world: cars of the ’50s and ’60s are starting to slip out of focus now that more modern classics have become desirable. ‘Classic’ classic cars are expensive, while ‘modern’ classics now have cachet but are much

Contributor l 1962 Norton Dominator l 1967 Triumph GT6 l 1972 Moto Guzzi V7 Sport

easier to drive and more liveable with thanks to air-conditioning, power steering and auto ’boxes.

Younger enthusiasts coming into the classic car world probably regard XKs as too much like hard work – wind-up windows!

Of course, they are not, as stated above. However, Jaguar Land Rover seems to have lost its way, unlike Ferrari, Porsche, Lamborghini and BMW with its M badges. With Jaguar’s headlong rush into becoming all-electric, when the car market is not buying into the expensive and impractical EV virtue-signalling, the brand has a problem.

The XK, launched in 1948, was one of Britain’s most significant motor cars. It was the fastest production car in the world and led to the famous C-type and D-type Jaguars that won Le Mans in 1951 and 1953, the legendary XK engine providing a total of five Le Mans wins overall. Some 86% of XKs were exported, mostly to America, where they earned Jaguar a sporting reputation as well as export dollars for the hard-up UK. With many thanks to James Mitchell of Pendine Historic Cars, based at Bicester, for securing the

test track for us, I took my XK out for a few laps and was told to calm down by the marshal at the end of it. Since I wanted to drive a few other XKs and see how they compared, James tossed me the keys to his Cotswold Blue XK120 FHC, ‘718 BMD’ (below left, middle) a car rather like mine, patinated but smart and on-thebutton. It has a hotter 3.8-litre lump and sounded more ‘sporty’.

Going into the first corner, I had to work the steering box bloody hard as it didn’t react like the improved rack-and-pinion as fitted to my 140. After tea I had a go in Duncan Moir’s fabulous 120 Roadster. Finished in silver and sitting on steel wheels, ‘OK 120’ (below, near left) is a car I have long admired. It has a hot Les Trafford engine and is a great piece of raucous kit, imparting a feeling of exposure from the driver’s seat but feeling looser than my Coupé.

I came away from the Jaguar XK day extremely satisfied with the performance of my XK140.

It remains a true Jaguar.

Opposite, main image and below Robert enjoyed his XK at Bicester before trying a couple of others.

MARK DIXON

Deputy editor l 1927 Alvis 12/50 l 1927 Ford Model T pick-up l 1942 Fordson Model N tractor l 1955 Land Rover Series I 107in

JAMES ELLIOTT

Editor-in-chief l 1965 Triumph 2.5 PI l 1968 Jensen Interceptor l 1969 Lotus Elan S4

ROBERT HEFFERON

Art editor l 2004 BMW Z4 3.0i

DAVID LILLYWHITE

Editorial director l 1971 Saab 96 l 1996 Prodrive Subaru Impreza

MATTHEW HOWELL

Photographer l 1962 VW Beetle 1600 l 1969 VW/Subaru Beetle l 1982 Morgan 4/4

MASSIMO DELBÒ

Contributor l 1967 Mercedes-Benz 230 l 1972 Fiat 500L l 1975 Alfa Romeo GT Junior l 1979/80 Range Rovers l 1982 Mercedes-Benz 500SL l 1985 Mercedes-Benz 240TD

ROWAN ATKINSON

Contributor l 2004 Rolls-Royce Phantom 127

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OCTANE CARS / Running Reports

ANDREW RALSTON Contributor l 1955 Ford Prefect l 1968 Jaguar 240

SAM CHICK

Photographer l 1969 Alfa Romeo Spider

RICHARD HESELTINE

Contributor l 1966 Moretti 850 Sportiva l 1971 Honda Z600

PETER BAKER

Contributor l 1954 Daimler Conquest l 1955 Daimler Conquest Century

DAVID BURGESS-WISE Contributor l 1924 Sunbeam 14/40 l 1926 Delage DISS

MATTHEW HAYWARD

Markets editor l 1990 Citroën BX 16v l 1994 Toyota Celica GT-Four l 1996 Saab 9000 Aero l 1997 Citroën Xantia Activa l 1997 Peugeot 306 GTI-6 l 2000 Honda Integra Type R l 2002 Audi A2

JESSE CROSSE

MARTYN GODDARD

This page and opposite Scuttle shake was a sign that not all was well with Sanjay’s BMW – investigation proved him right, and now new floor panels and sills are going in.

Photographer l 1963 Triumph TR6SS Trophy l 1965 Austin-Healey 3000 MkIII

DELWYN MALLETT

Contributor l 1936 Cord 810 Beverly l 1937 Studebaker Dictator l 1946 Tatra T87 l 1950 Ford Club Coupe l 1952 Porsche 356 l 1955 Mercedes-Benz 300SL l 1957 Porsche Speedster l 1957 Fiat Abarth Sperimentale l 1963 Abarth-Simca l 1963 Tatra T603 l 1973 Porsche 911 2.7 RS l 1992 Alfa Romeo SZ

EVAN KLEIN

Photographer l 1974 Alfa Romeo Spider l 2001 Audi TT

HARRY METCALFE

Contributor l 20 cars and 15 motorbikes To follow Harry’s adventures, search: Harry’s Garage on YouTube.

TOM HORNA / DRIVECLASSICS.CO

Contributor l 1968 Ford Mustang GT 390 l 1986 Ford Sierra RS Cosworth

Floored by some bad news 1981 BMW 323i TOP CABRIO SANJAY SEETANAH

I DELIBERATED FOR several months about whether to buy my E21-type BMW rather than an E30. My heart won out over my head because the E21 has that classic BMW look that I loved: the shark nose, the twin headlights

and that distinctive grille, as well as the six-cylinder BMW grunt!

In 1978, the 323i became top of an E21 range that had been launched in June 1975. It was powered by a Bosch K-Jetronic fuel-injected straight-six, and had a five-speed gearbox as well as power steering. There was no M-series E21, although Alpina built the stunning-looking 323i C1 that was also available as a Baur Top Cabriolet like mine. For me it’s the ultimate version of the

car: only 35 Alpina C1s were made, so it’s one of the rarest Alpina models, and right-handdrive versions are even rarer.

Lucky you, if you own one.

BMW introduced the Baur Top Cabriolet version in 1978, and my own 323i was built in March 1981 and registered on 3 June that year.

I’ve always imagined that the first owner may have been some sort of yuppie from the City, because there were quite a lot of extras on board. It was fitted with a phone

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aerial, and the number plate is quite unusual. ‘VRO 600W’ was presumably a take on ‘VROOM’ or, if you are German, ‘VROOW’, and that’s just what the car’s exhaust note sounds like. The owner clearly wanted to stand out with his choice of car and plate.

Back to the here and now, and the Baur failed its MoT early in 2024. The nearside rear damper, one of a pair bought as recently as 2021, had leaked all over the underside of the car, and both front tyres were worn almost to the limit. I had also noticed an increased amount of scuttle shake, so it was time to get a closer look at what was going on.

I had seen that Radford Restorations (radfordrestorations. com) had relocated to Windsor, not very far from me, and I took the car there to see Dean Sharp.

The company has its roots in a business called Salvage & Wyatt, which was set up by Dean’s grandfather in the 1940s, and Dean is the third generation to run it. Radford Restorations now specialises in restorations as well

as historic race preparation – and, of course, the Radford Mini specials. I already had a long list of work to be done but I particularly wanted Dean and his team to have a close look at the floor. Back in 2015, when I had the bodywork restored, we didn’t tackle the floor and it was always something that I would need to come back to.

So it wasn’t a complete surprise when Dean gave me the bad news. The front floors needed to be replaced, as well as the inner sills, outer sills and unique reinforced floor panels used in Baur versions, and the jacking points had to be repaired as well.

I gave the green light to have the work done.

Soon the pictures were coming through, and they didn’t look pretty. Even more rust on the inside of the wings, as well as in the footwell just above the sills.

But it was good to know, because I am only the present, temporary custodian of the car and the repairs will extend its life well beyond my days.

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OCTANE CARS / Running Reports

Below Battery-swap and the fitment of a Dis-Car-Nect device make the Model T more secure and made use of three old leather belts that Mark had ‘outgrown’.

Belted in 1927 FORD MODEL T MARK DIXON

ONE OF THE mysterious side-effects of getting older, if you’re a bloke, is that you accumulate a collection of trouser belts that no longer seem to go the full distance around your waist.

They’ve all somehow become too short but, obviously, that’s only a temporary situation and it would be foolish to throw them out.

Such misplaced optimism was rewarded when I swapped over the tired, too-small battery in my Model T for the larger and fresher one from my Alvis. The bigger battery actually fitted its cradle beneath the bed of the pick-up body better than the small one, but it needed some means of securing it.

I rooted through my (sadly) extensive collection of redundant belts, and picked out three that were roughly the same length and style; inevitably, the holes for the belts’ prongs were in the wrong positions, but that was quickly sorted with the aid of a set of metal leather punches bought

some time ago from ‘the middle of Lidl’.

I also took the opportunity of adding a Dis-Car-Nect battery immobiliser to the terminal of the negative lead, one of a boxful that I liberated many years ago during an Octane office clear-out. I’m a big fan of this very simple device, which basically is a metal sandwich separated by an insulator: one plate clamps onto the end of a battery lead while the other is clamped to the battery terminal. A removable plastic knob with a brass core screws through the sandwich, thus bridging the metal plates to complete the circuit.

It’s not that I worry about someone stealing the Model T – huge kudos to any car thief that knows how to drive one – but I like the peace of mind that an unseen wiring fault cannot cause a fire, or even a simple battery drain, when the car’s unattended. I’ve been using these things since, I think, the early 1990s on all my cars and they still cost only a tenner.

A spell of gloriously warm weather impelled me to take the ‘T’ out on a run around my local lanes, because there’s nothing more life-enhancing than puttering along deserted roads between high banks of cowparsley and wild flowers, peering over the hedgerows from its

elevated driving position. The car ran well most of the time, but occasionally it seemed to stutter a little at lower revs and I’m wondering whether the fuel has started to go ‘off’, which seems to be a well-documented trait of today’s ethanol-diluted petrol.

Thinking back, the last time I gave the car a proper run was in

early January. I’ve read that modern fuel starts to deteriorate after three months or so, which fits the time frame well.

Unfortunately, there’s still quite a lot left in the tank – so I need to do some serious mileage fairly soon before I can fill-up with fresh fuel. Better go for another drive, then. What a pain.

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OCTANE CARS / Running Reports

Club converts 1965 AUSTINHEALEY 3000 MkIII MARTYN GODDARD

IT WAS A cold, wet January, and the postman had just shoved the latest Austin-Healey Club magazine RevCounter through our letterbox. Despite owning our ’Healey 3000 MkIII for 36 years, we had never attended any club events. I remain a member mainly because it’s a condition of my classic car insurance policy.

While flicking through the glossy pages of the magazine, my attention was drawn to an ad for a gathering over the May Bank Holiday weekend in the Yorkshire Dales. We didn’t have a road trip planned for ‘171 YNO’, so why not head north? We love the Dales, though wondered if we would survive a club bash, as we are not ‘clubby’ people.

The rain started as we left East Kent and headed north, top down, the motorways awash with surface water and spray from 18-wheelers. The ’Healey became distinctly twitchy under braking when traffic slowed to a crawl, and even cruising up the good old A1 at 55mph in overdrive top felt a bit sketchy. We were the last car to arrive at the Cedar Court Hotel in Harrogate to sign on and collect our welcome packs, after a 280-mile drive in the worst conditions we have experienced in more than three decades of classic car ownership.

First impressions, as they say, are everything. Looking through the weekend’s route book, with its tulip road instructions, reminded me of my first Classic Marathon in 1991. Morale rose after the day’s hammering, when we joined the other crews of around 50 cars for our welcome dinner.

Come Saturday morning, I zeroed the trip meter and we left

the hotel, my wife Beverley clutching the road book as a first-time navigator. All went well until a road accident in Pateley Bridge forced a U-turn and rapid diversion, our back-up Waze navigation app sending us plungeing down a one-in-six hill to re-join the route. All good, but our trip readings were out of sync and Beverley had to rely on the route descriptions.

We continued across the Dales on narrow Postman Pat roads flanked by dry stone walls, a beautiful and unique landscape but often shrouded with mist, which made this gentle tour more like an edition of the Monte Carlo Challenge.

Passing the Falcon public house in Arncliffe and seeing a classy

Healey Abbot and a pre-war MG parked outside, a group of enthusiasts with their heads under the bonnet, we stopped for lunch. Duly refreshed, we continued on our way with wipers and lights on, driving gently south to Malham in convoy with other ’Healeys on the tour, at one point having to open a gate to pass through a farmyard. That was the conclusion of the fun Dales drive, after which it was fast A-roads back to base, 95 miles in total.

On the Sunday we skipped the second road tour to enjoy some R’n’R in Harrogate, as nearly 400 miles of ’Healey driving had given me a touch of cramp. I still had to run around the car park judging cars for the concours, which was

not quite run on Pebble Beach lines as we were all judges. Most of the cars were covered with Dales dirt, and looked all the better for it. Like any good club event, the Sunday evening ended with a Gala dinner.

Conclusion? We had far more fun than we’d anticipated. The members were welcoming; Paul Johnson and his chums from the Northern Centre of the AustinHealey Club had organised an excellent event. Turns out that club membership means far more than just a magazine and discount on your insurance.

Below Eschewing the habits of 36 years’ ownership, Martyn joined an Austin-Healey Club tour.

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Where Great Cars Are Bought & Sold.

AVAILABLE 1951 ALLARD J2

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AVAILABLE 1957 DUAL GHIA

SOLD 1958 FERRARI 250

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OCTANE CARS / Running Reports

Bottom, from left, and top Oil separator buried under intake manifold; Rob pursuading the newer insulated ‘cold-climate’ parts into place; old vs new; cracked top mount; dissected gunk-filled oil separator.

Venting frustration 2004 BMW Z4 3.0i ROBERT HEFFERON

HEAT, AGE AND PLASTIC – no, not a stroll along Hollywood Boulevard, but a brittle mix of failing parts under the bonnet of my BMW (Bloody More Work!).

Having made contact with a couple of previous owners, I knew some of the older pipes had been changed, which is confirmed by the date stamps on the more accessible bits. I also knew that the crankcase ventilation system (CCV, for ‘crankcase vent valve’), which consists of several hoses and an oil separator, was still on the to-do list.

I’d previously noticed a puff or two of white smoke from the exhaust but hoped that the service I’d done would have cured all of that nonsense. It didn’t. A bit of Googling suggested that smoke can be a symptom of a failing CCV system, along with a small whine (which I have been hearing for some time now) and white deposits under the oil cap.

The CCV system takes air from within the engine and sends it to the oil separator, which returns liquid oil back to the sump via the dipstick tube and diverts the oil vapour to the intake manifold for combustion. Sounds clever, but in reality it’s an over-complicated, poorly designed weak point in an incredibly inaccessible place.

Cold climates and short runs create condensation in the unit,

which doesn’t get a chance to burn off and creates a thick, creamy gunk. Worst case is that it blocks the pipes and sucks the sump dry of oil and throws it into the air intake, causing hydrolock.

Sounds cool, but apparently it’s very bad. The solution? Wrap everything in chunky insulation to heat the oil quicker.

Without taking the whole of the intake manifold off, removing the old hoses is a pain, but doable.

Once I’ve removed the air filter, DISA (Differenzierte Sauganlage, or ‘intake manifold adjuster’) valve, throttle body, idle control valve and wiring harness, and unplugged about 20 cables, I can gain ‘access’. YouTube suggests breaking the hose clips and cutting the pipes for simplicity’s sake; I try to be non-destructive, but inevitably some are so brittle they just snap. Many shredded fingers and a few bouts of hand cramp later, and somehow the new heavily insulated parts are wedged and threaded into place.

The description accompanying the parts states that ‘Regular heavy acceleration and runs to the redline will help keep the system working properly.’ Unfortunately, that will have to wait because, just as it had all been put back together, I noticed something else: my top mount has a big split in it, and the car is not safe to drive. It never rains but it pours.

OTHER NEWS

‘I went to visit my Jensen for the first time in over a year.

No progress to report, but I was told that the welder is back in town and ready to re-start’ James Elliott

‘The Boxster’s roof came down – but now it won’t go back up.

It’s about to head off for MoT, service, and roof surgery’ Glen Waddington

‘My Tatra T87 would fire up but not run for long; dipping a stick into the tank revealed plenty of fuel but also a furry green sludge!

Ethanol fungus?’

Delwyn Mallett

‘The Moretti is now back home, and I have covered precisely eight miles in it, which is six more than I managed over the last five years’ Richard Heseltine

‘I’ve bought back another car that I owned previously, a 1995 Ferrari 456 in Verde Inglese.

Unsurprisingly, it has some issues’ Rowan Atkinson 134

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1913 ROLLS-ROYCE SILVER GHOST LANDAULETTE BY BARKER

A stunningly original car in a style that defines the Edwardian period. £ 800,000

1911 ROLLS-ROYCE SILVER GHOST TORPEDO TOURER

1914 ROLLS-ROYCE SILVER GHOST ‘SKIFF’ BY LABOURDETTE

1920 ROLLS-ROYCE SILVER GHOST ALPINE EAGLE

Well known and extensively toured. £ 640,000

Magnificent coachwork on a ‘L to E’ chassis. £ P.O.A.

Only covered 65,000 miles from new. £ P.O.A.

jonathan-wood.co.uk | info@jonathan-wood.co.uk | +44 (0) 1799 586888

by Octane staff and contributors

OVERDRIVE

Other interesting cars we’ve been driving

An unexpected winner 2024 FORD MUSTANG DARK HORSE BEN BARRY

THEY DON’T MAKE ’em like this any more… unless, that is, ‘they’ are Ford. Celebrating its 60th anniversary, Ford’s Mustang is now entering its seventh generation, stands alone following the death of Challenger and Camaro rivals, and remains more faithful to the original template than even a 911.

Viewed in a layby on the Route Napoleon near Cannes, its silhouette and details could be of nothing else, while the V8 – today unusual in retaining natural aspiration, and at 5.0 litres only a tad larger than the original ‘small-blocks’ – idles with a rich and urgent bob-a-bob-bob. Drive continues to go the rear wheels alone, both manual and automatic transmissions are available,

cramped rear quarters mean it’s still more 2+2 than four-seater… same as it always was.

What’s new is the Dark Horse nameplate we’re testing (we won’t mention whizzy infotainment screens that are more Mercedes than Mustang). Performance of 446bhp with 398lb ft is a mere blip over the entry-level GT, which also gets the same-size Coyote V8, Brembo brakes and 19in P Zero rubber. Rather, differentiation comes from visual trinkets (most obviously a Zorro-style black mask between the headlights), plus standard MagneRide adaptive suspension and a focus on track-ready durability thanks to additional oil and diff ’ cooling and a tougher Tremec gearbox.

It’s the next-best-thing to Mustang GT3s in the World Endurance Championship, Ford says, and at a serious £67,995 it’s more than £12k beyond the also-very-good GT (the only option if you want a convertible).

Fully 47bhp and some V8 thunder vanish during the Mustang’s journey to the UK – the lack of both proving palpable behind the wheel – but this is still a fabulous powertrain, with fizzy response, and a thrilling, progressive run through to 7250rpm quite unlike anything else at this price point.

Spec the ten-speed auto if you like – decent enough if lacking true mechanical grit – but if you’re going to hole up in a shack while this electrification thing passes, you might as well do it properly with the Tremec manual.

Shorter of ratio and more physical of shift than the Getrag in the GT, all things considered it’d be my pick, especially as a sound driving position and perfectly arranged pedals make heel-and-toe such a cinch.

So far, so ’Stang. The newsflash is that the Dark Horse handles superbly on these incredibly challenging roads, flowing over switchbacks with a fluency that’s far removed from the frankly

blancmange-like 2015 model that heralded the Mustang’s UK, right-hand-drive debut.

Faster steering is key. Quickwitted and nicely weighted, it helps shrink the Mustang’s 1837kg mass and two-metre girth, and while never particularly feelsome, it is remarkably free of kickback. The chassis is blessed with the control to live with that athleticism, not only biting well at the front for anything with a big V8 hung over the nose, but giving the multi-link rear axle enough support to promptly follow its lead. Nicely compliant, too.

Traction is pretty monstrous, the brake pedal remains crisp even after repeated big stops, plus it’s refined at speed and easy around town, with only the roughest urban tarmac getting lumpy beneath its wheels.

Sixty years on, the Mustang still bursts with more US flavour than mom’s apple pie, but now it’s better on European roads than ever before.

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‘The Dark Horse handles superbly on these incredibly challenging roads’

Above Certainly looks recognisably a Mustang on the outside, but it’s taken a Mercedes-like turn within; 5.0-litre V8 offers plentiful grunt, best matched to the Tremec manual transmission.

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OVERDRIVE / Other Cars

A week with a supercar 2024 MASERATI MC20 MATTHEW HAYWARD

ONE OF LAST year’s driving highlights was getting to sample the open-top Cielo version of Maserati’s supercar. Great fun for an hour or two, but it left me wondering: how well does a car like this actually function in the real world? You expect everyday usability when you drive something like an R8 or a 911, yet the MC20 feels considerably more bespoke, lightweight and raw in character. Cue a few days with this stunning Giallo Genio example, thankfully still on its winter wheel/tyre combo while the British climate continued to delay spring.

A quick glance at the spec sheet confirmed that the ground-kissing carbon front splitter is part of a £36,240 exterior carbon pack.

Yikes! Thankfully the car was specified with a front lift kit, which I was careful to deploy over local speedbumps. Then the drizzle turned torrential. Maybe not ideal conditions…

Despite the twin-turbo V6 engine’s 622bhp being funnelled directly to the rear wheels, there was never any hint of unpredictability or scariness. That was surprise number one, though in all honesty the winter tyres were earning their keep. The next surprise was the MC20’s civility.

Once you’re sitting in the low bucket seats, they’re genuinely comfortable and in GT mode the ride quality is outstanding for a car of this type. There isn’t an overload of tech in the cabin, but that really works in its favour: this

remains a driver’s car above all else. The perfectly judged steering feels almost Lotus-like, while the throttle mapping and confidenceinspiring brakes make it all seem rather easy.

Anyway, back to the matter in hand: a shopping trip. Admittedly the boot is relatively short in length, but it’s deep enough to swallow a couple of grocery bags with ease. Passing back through town on the way home, I noticed a lot of people staring at the Maserati with a certain curiosity.

Conversations with intrigued passers-by during my week with the MC20 confirmed that most were surprised to find out it was a Maserati.

At last I was blessed with a warm, sunny day. Time for a run on my local test loop: an awe-inspiring stretch of road with fast corners, lumps, bumps, undulations and even a couple of hairpins, it feels a long way from rural Leicestershire. The MC20 is endowed with so much consistency, feedback and outright capability that you quickly learn to trust it.

Finally, albeit in very small bursts, I was able to make the most of the engine’s 8000rpm rev-range. It’s got decent reserves of low-down torque, but as the revs build it takes on an altogether more savage character. And it’s properly addictive.

Above Not many Maseratis in the local Aldi car park, but this one was well up to the demands of a week’s motoring – peaking with a proper B-road blast.

Yes, the performance is genuinely breathtaking, but it’s the approachability and accessibility of a car capable of 0-62mph in 2.9sec and a 202mph top speed that impress the most – to the point that I would genuinely fear for my licence if I were to live with this on a more permanent basis. With a base price of £222,000, and after this car’s options and taxes an OTR price of £310,735, there’s little risk of that any time soon.

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A SELECTION OF OUR CURRENT STOCK

ASTON MARTIN DBZ CENTENARY COLLECTION

£3,750,000

Launched in October 2019, the DBZ Centenary collection, the pairing of a classic DB4 GT Zagato Continuation model with a contemporary DBS GT Zagato, carried a price tag of some £6.1 Million plus local taxes when launched, with production restricted to just 19 pairs.

Being brought to market for the first time, the pair are being offered at a considerable saving over the manufacturers launch price. Based in the USA, the pair are available immediately for purchase and delivery wherever required, with the assistance of our shipping partners.

The pair, configured in LHD, both finished in Caribbean Pearl, over Dark Blue interiors, have covered nominal miles from new and been professionally stored since being manufactured. Titled and registered in North America and available for the first time since being manufactured in 2019.

1961 Aston Martin DB4GT £POA

1960 Aston Martin DB4 Series II £425,000

1965 Aston Martin DB5 £595,000

1958 Aston Martin DBMKIII Drop Head Coupe £475,000

2004 Aston Martin DB AR1 (LHD) £225,000

1999 Aston Martin V8 Vantage V500 £199,950

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OVERDRIVE / Other Cars

Cayman: the twilight zone 2024 PORSCHE CAYMAN GTS 4.0 GLEN WADDINGTON

From top Cayman’s getting on in years, still looks sweet; old-fashioned interior all the better for it; roads like this are what it was made for.

IT SEEMS, IN one way at least, that leaving the EU has done us Brits a favour. Not so long ago, a little dream began to die inside me. Nothing major, just a potential (if unlikely) prospect that suddenly appeared to become more remote. You see, given the means, the car I’d most like to buy new and grow old with looked as though it was about to disappear from the price lists somewhat prematurely. It was being killed by EU legislation. Legislation that doesn’t apply in the UK. Soon you can no longer buy a Porsche Cayman new in Germany (or France, Italy, Spain…), yet you can in Britain. At least for a short while longer, until its electric replacement arrives and that little dream properly bites the dust.

Of course, I own (and regularly drive) one of the earliest Boxsters.

All of the above was brought home to me recently while enjoying a properly memorable moorland drive in the current Cayman GTS 4.0. I’ve raved in these pages about the insanely revvy GT4 RS, which is maybe a little too hardcore to recommend as a daily driver and (along with the Boxster Spyder RS) is granted an EU reprieve thanks to small-series type approval. But as I dropped to second (it was a manual, of course), planted the throttle and tapped a perfectly judged vein of torque towards a coruscating flat-six redline climax, I thought, yes, driving for its own sake doesn’t often get much better than this. And sorry if that comes across a bit Troy Queef.

The legislation in question is the EU’s adoption of UN regulations agreeing common standards in automotive Cyber Security Management System (CSMS) hardware. The aim is to keep cars safe from hackers.

Porsche reckoned the investment in upgrading the 718 twins’ decade-old electronic architecture couldn’t be justified: a new version is expected in the next year or so anyway, and annual worldwide sales are typically only around 40% of 911 figures (themselves dwarfed by demand for Porsche’s SUVs). That proportion will obviously now be reduced, but so long as there is sufficient demand in non-EU countries then the factory will continue to build the Boxster and Cayman beyond the 1 July 2024 cut-off in supplies to Europe.

And it’s that very old-fashioned nature that I find so appealing.

The 718 Cayman is relatively compact and narrow, based as it is on the 981 generation of 2012 that brought the Cayman’s second platform into play and, with it, electric power steering. You sit ensconced behind proper dials (and actual switchgear) in a perfectly judged driving position, legs straight, elbows bent, wheel vertical, view ahead over a curvaceous nose that could fool you into thinking it’s the 1960s out there. No over-reliance on touchscreens, manual transmission; even the ePAS feels good.

And on these quiet, sometimes patchily surfaced roads it is in its element: superbly balanced, quick enough to thrill yet never over-endowed, supple where needed, and sharp, always sharp, in response to every input. It’s the kind of car I’d happily drive all day (and night) to anywhere.

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1991 BRUN C91 3.5-litre Judd engine, carbon-fiber monocoque

A unique car in the world

Entirely restored

2005 COURAGE C65 AER LMP2

GULF livery at the 24 h of Le Mans in 2006

AER 2 litre Turbo engine

Entirely restored

www.ascottcollection.com Email: cars@ascottcollection.com Paris - France Xavier Micheron Phone: + 33 (0) 9 67 33 48 43 Mobile: + 33 (0) 6 17 49 42 50

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Gone but not forgotten WORDS DELWYN MALLETT

ALAMY

Left Clive Cussler started writing as a distraction in 1965, but hero Dirk Pitt enjoyed the finest cars. Cussler’s work did not translate well to the big screen.

Clive Cussler Author of Raise the Titanic, whose fictional hero ran a selection of niche cars that mirrored his own collection CLIVE CUSSLER WASN’T the first author to have his hero drive an unusual car. Ian Fleming gave James Bond a supercharged vintage Bentley followed by a custom-built Bentley Continental convertible and then an Aston Martin DB MkIII, all painted battleship grey. In the James Leasor spy novels, Dr Jason Love drives a 1937 Cord convertible, as the author did in real life. But Cussler took his hero’s taste in automobiles to a new level. No other character has had the eclectic taste and variety of mounts (motorised mounts, this is not James Bond!) as the marine engineer, adventurer and government agent hero of Clive Cussler’s series of novels featuring Dirk Pitt.

An Allard J2X, AC Cobra and a Jensen are among the less surprising bolides for an action hero, but a 1912 Renault Landaulette or a 1921 Rolls-Royce Silver Ghost are far from what one might expect. As are a Cord L-29, 1929 Model J Duesenberg, 1932 Stutz, 1932 Auburn V12, plus the odd Talbot-Lago and Delahaye. A 1936 Voisin, Maybach Zeppelin and Pierce-Arrow with its matching Travelodge trailer also border on the esoteric.

What’s more, when not on the high seas, Dirk lives in what many would consider the ultimate man-cave: a converted aircraft hanger that houses his car collection as well as his World War Two Messerschmitt 262 jet, a Ford Tri-Motor and a Pullman railroad dining car.

Cussler didn’t just pluck Dirk’s cars out of the air: he owned them himself, and over the years built up an impressive collection of classics.

The author was born in Aurora, Illinois, on 15 July 1931 but was raised in Alhambra, California, and recalled sitting on the kerb as a five-year-old watching passing cars – so far, so normal for a small boy, but it was the car that impressed him most that set the young Clive apart from his chums.

What knocked off his socks was a chauffeur-driven Town Car (Sedanca de Ville), that peculiar configuration that left the hired help in the open while the owner was cosseted in a luxuriously upholstered cabin.

Flash forward 30 years and that little boy was on the brink of becoming one of the world’s biggest-selling authors.

Like many Californian youngsters, Cussler bought his first car while still at high school, a Ford hot rod, but soon swapped it for an old Auburn limousine. After graduation he tried his hand at a variety of jobs, briefly owning a gas station, then served as a mechanic and flight engineer in the US Air Force during the Korean War before finding his metier as an award-winning advertising copywriter. In the mid-60s his wife started an evening job at a local police station and, to fill his time alone, Cussler tried his hand at writing novels, inventing his hero Dirk Pitt. With a longstanding passion for scuba diving, Cussler used the world’s oceans as a background theme for his stories and created the fictitious National Underwater & Marine Agency (NUMA) as Pitt’s employer. The first two books didn’t make much of an impact but in 1976 he struck gold with Raise the Titanic, his third of an impressive 27 novels featuring Dirk Pitt.

Cussler took against Hollywood after the debacle of the film adaptation of Raise the Titanic (about the cost overrun of which, producer Lew Grade famously quipped ‘It would have been cheaper to lower the Atlantic’) and it would be two decades before he agreed to another movie adaptation. But Sahara also bombed, being dubbed by the Los Angeles Times as ‘one of the most expensive flops of all time’. Cussler spent much of the following decade in bitter and protracted multi-million-dollar litigation with the production company for failing to honour an agreement that he had script approval.

In 1979 Cussler started a non-profit marine exploration organisation dedicated to American maritime and naval history, with particular interest in ships of the Civil War period – his fellow volunteer associates persuaded him to call it NUMA and fiction became fact. NUMA was responsible for discovering more than 60 historic shipwrecks, including the CSS Hunley, the first submarine to sink an enemy ship (see Octane 224). Cussler stated that his primary interest was in the search for wrecks and solving the mystery of where they might be before handing over the location and task of salvaging them to others.

A prolific wordsmith, he published more than 80 books, including several non-fiction works related to his passion for locating shipwrecks.

He made the New York Times bestseller list on 17 consecutive occasions, sometimes publishing four books in a year, and turned ‘Cussler’ into a brand, his name headlining novels produced in collaboration with other writers. It’s estimated that he made $120million.

Cussler caught the car-collecting bug before fame and fortune arrived when, on impulse, he bought a 1946 Ford Coupe from a farmer for $400 when his wife spotted it in the farmer’s yard and declared it had been her first car when she was in college. He restored it himself on the street, helped by his son Dirk (after whom he named his hero).

By the time Cussler died in 2020 at the age of 88, he had accumulated more than 120 beautifully restored classics – some fine Town Cars among them, naturally – and published two coffee-table books featuring them. His daughter Terri manages the Cussler Museum in Arvada, Colorado, which houses the collection.

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Icon

WORDS DELWYN MALLETT

Air Jordans NIKE

More than just a pricey pair of pumps

IN OCTOBER 1984 Nike struck a deal with a young up-and-coming college basketball player about to turn professional and play his first National Basketball Association game with the Chicago Bulls. The deal would make billions for the company, transform the nature of sporting endorsement, spark a cultural phenomenon and make Michael Jordan the highest-paid athlete in history. Oh, and provoke youths into violent assaults and even murder.

Founded in 1964 as Blue Ribbon Sports, it was not until 1971 that the company adopted the name of the Ancient Greek winged Goddess of Victory and introduced the now universally recognised ‘swoosh’ logo – drawn by graphic design student Carolyn Davidson for $35. However, victory in the competition to put shoes on the basketball courts had eluded them and in 1984 they were on the brink of bailing out of the sport due to poor sales.

The venerable Converse brand that invented the basketball shoe in 1916 still accounted for over 50% of the market, upstart Adidas had 29% and Nike trailed behind with 15%. Each season, manufacturers bid to put their boots

on the most promising college players to be promoted into the major league and the convention was to spread their promotional budgets across a roster of talents. However, Nike marketing executive Sonny Vaccaro, a compulsive gambler, talked Nike chairman Phil Knight into betting its entire budget on Michael Jordan, arguing that he was going to be one of the all-time greats.

A reluctant Jordan thought otherwise and wanted to sign for the much cooler Adidas.

Vaccaro wouldn’t give up and, after a series of phone calls to Jordan’s mother, Deloris, persuaded the family to travel out to Nike’s Oregon headquarters for a presentation.

Sounding as if he should be a hitman for the Mafia, Vaccaro might not have been a killer for hire but he certainly had a killer instinct for a deal, clinching the signing of the century.

Nike offered Jordan an unprecedented $2.5million spread over five seasons but the crucial point was that Jordan would not wear the same shoe as everyone else: Nike would build a shoe and a brand around him and he would receive a percentage for every pair sold.

It took three months to land Jordan, but this was the biggest fish in the history of sport.

Nike creative director Peter Moore designed the shoe, which was given its own name, Air Jordan, and featured the white, red and black livery of the Chicago Bulls’ strip. The design, however, infringed the NBA’s ‘uniformity of uniform’ rule that stated a minimum of 51% had to be white and immediately banned it.

Undeterred, Phil Knight pushed ahead after deciding that Nike would pay the $5000 fine levied by the NBA every time Jordan appeared on court and use the ban to Nike’s advantage.

The company soon had a TV ad on air, declaring: ‘On 15 September Nike created a revolutionary new basketball shoe. On 18 October the NBA threw them out of the game.

Fortunately the NBA can’t stop you from wearing them.’ Like all prohibition, the ban focused attention on Air Jordans, giving them instant street-cred. A cult was born. The NBA gradually relaxed its rules but it wasn’t until 2018 that it allowed basketball players to wear whatever colour shoes they wanted.

Moore also designed the ‘Jumpman’ logo, based on Jordan’s extraordinary acts of oncourt levitation before defecting to Adidas.

The Air Jordan sneaker went on sale on 1 April 1985 and, at $65, was around $25 more expensive than Adidas. Nike expected to sell 100,000 pairs in the first year but sold 450,000 in just one month. It had struck gold.

A further ad campaign, directed by and featuring Spike Lee as basketball fan Mars Blackmon, introduced the catchphrase ‘It’s gotta be da shoes’, further establishing ‘Jays’ as the must-have streetwear for rappers, actors, celebs and teenagers wanting to be cool.

And, of course, on court Michael Jordan was more than living up to the promise Vaccaro had seen in him, being well on the way to becoming the greatest player in the history of the sport.

Air Jordans are now on their 38th iteration and a new edition is launched every 1 April with as much fanfare as a new iPhone. The shoes are a status symbol among youths and particularly within drug culture; limitededition issues are so desirable that kids have been mugged and even murdered for them.

The obsession spawned a whole subculture of Sneakerheads, generally men (women are far more sensible) who collect and trade in sneakers. One guy boasts of owning 10,000 pairs, and they change hands for big money.

In April 2023 the Air Jordan 13s that Jordan himself wore in the 1998 NBA Finals Game 2, the so-called ‘Last Dance Season’, sold for an incredible $2.2million.

Michael Jordan retired in 2003, aged 40.

Over 15 seasons he earned $94million from the Bulls, but last year alone he earned $330million in royalties from the Air Jordan brand. Forbes estimates his worth at $3billion, making him the richest athlete of all time.

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The Ex-Works, Eddie Hall, 1934 Mille Miglia, 1934 MG K3 Magnette

1925 Vauxhall 30-98 OE Velox Tourer Please see website for more details.

Landline: +44 (0) 1440 841 447 Mobile: +44 (0) 7493 897 975

www.polsonmotorco.com

john@polsonmotorco.com

fv @polsonmotorco

Chrono

WORDS MARK McARTHUR-CHRISTIE

Collecting Heuer IN THE 1960s and ’70s, you’d have had to try hard to find a serious racer’s wrist without a Heuer strapped to it. Yes, other makers have produced chronographs, sponsored race series and worked with drivers as brand ambassadors, but as Jean-Jacques von Erlach or ‘JJ’ (Hubert Heuer’s grandson) says: ‘A Heuer watch has to smell like petrol.’ One suspects his grandfather – Jack Heuer’s uncle and business partner – would agree, before handing over another gold ref. 1158CH Carrera to a race winner as the chequered flag was rolled up and put away.

Founded in 1860 by Edouard Heuer, the firm specialised in chronographs. It’s a common complication today, but it’s worth remembering that Moinet’s compteur de tierces, the first chronograph so far discovered, had come off the bench less than a quarter-century earlier.

This was new tech, a sort of 19th Century smartwatch but designed to last longer than the next update. And, over the years, Heuer stuck to its chronographs, producing timers for everything from yachting to football.

So, to find out more about collecting Heuer, I buckled on my 1963 Carrera 2447S (see Octane 225) and ventured north to Bowcliffe Hall to meet Jonathan Scatchard and Guy Nelson-Bolton of vintageheuer.com. Jonathan’s been collecting Heuer since the 1990s, so is well-placed to give a bit of sage advice.

Heuer produced so many models and variations that it’s hard to know where to start, apart from the always sound advice ‘Buy what you like the look of.’ Jonathan explains: ‘You could start with the ’60s watches – obviously the Carrera, that’s a collection in its own right, there are so many dials and versions. But then you go into the early screw-back Autavias from the same period. Or you could go ’70s and choose the Monaco with its fat, solid look.’

And, as Heuer was part of the Buren/ Breitling/Dubois-Depraz partnership that produced the ‘Chronomatic’ automatic chrono (one of three vying for the title of ‘first’), you can choose your collection on how you want your watches powered – manual or auto.

VINTAGEHEUER.COM

Experts on the coolest watchmaker of the 1960s talk Octane’s man through the peaks and troughs

‘UNTIL RECENTLY, OLD DIGITALS WERE MORE CATS PROTECTION LEAGUE THAN BONHAMS CATALOGUE’ If you’re brave, you can go down the quartz route. Heuer was one of the first to take advantage of the new technology with the digital Chronosplit, Manhattan and Senator. If you’re nuts there’s the ref. 100.703 Chronosplit with combined LED/LCD display. Slightly less barking is the ref. 102.703, which ditched the power-hungry and unreliable LED for LCD. These early quartz models aren’t for the faint of heart. Until recently, old digitals were more Cats Protection League than Bonhams catalogue, so finding parts can be a challenge, but things are changing as values are rising.

Jonathan’s view is pragmatic: ‘It does worry us a bit. But again, there are specialists now who are either buying circuits or re-making them.’

Like any vintage watch, with a Heuer, condition is all. But it’s not as simple as ‘the better the condition, the better the watch’, as Guy explains: ‘If you get a really clean example, that’s always going to be desirable. But avoid polishing – it wrecks the character of the watch and takes the life out of it.’ So, worth looking for originality rather than being hoodwinked by a shiny case and an unmarked crystal.

Fortunately, unlike vintage Rolex collectors, Heuerists don’t need to be quite so alert to

fakes. Even a ‘franken’ (a watch made up from original parts but not at the factory) might be collectable in its own right. Guy adds: ‘JJ was telling us that, when Jack left and it all started to go downhill, a lot of the employees just took stock because they weren’t going to get paid.

For example, we’ve got a factory-fresh, genuine Monaco case, but it’s unsigned.’ Given the blizzard of variations and an attitude to recordkeeping that would give modern makers kittens, it can be hard to tell what left the factory and what’s been changed since.

And for anyone who wants to add to their Heuer watch collection with memorabilia, there probably isn’t a better maker to choose. If you’re a design aficionado, you’ll love the clear, detailed catalogues and technical manuals – Jack’s obsession with clarity spread way beyond dial design and manufacture.

Thanks to film and F1 links, Heuer is now as much an automotive icon as a horological one.

On the wrist of great drivers throughout the 1960s and ’70s, making perhaps the first automatic chrono, navigating the quartz crisis and emerging in a new form as TAG Heuer, there are few watches that can tell such great stories – or that smell quite so much of petrol.

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TA L A C R E S T

the world’s number one classic ferrari dealer

1971 FERRARI DAYTONA SPYDER CONVERSION Probably the UK’s best known Daytona conversion, and one possessing a fascinating history. #14397 comes complete with its Ferrari leather book pack, a large file of sundry invoices, old MOT certificates, two keys, a copy of the factory build sheet and copies of the original order form, Italian customs form, warranty booklet and Daytona toolkit.

tHREE other selected ferraris currently FOR SALE

1967 FERRARI 330 GTC

1989 FERRARI F40

1966 FERRARI 330 GTC

W W W. TA L A C R E S T. C O M +44 (0)1344 308178 | +44 (0)7860 589855 | john@talacrest.com

Chrono

WORDS MARK McARTHUR-CHRISTIE

ONE TO WATCH

Mühle SAR Rescue-Timer This search and rescue mule is tough as old boots

GLASHÜTTE HAS MORE watchmakers per square kilometre than anywhere else in the world. From Mühle’s workshop on Altenberger Strasse, you need to walk past Wempe, Lange, Nomos and the German Watch Museum just to get to the local cake shop.

And that’s in a town of barely 7300 inhabitants. Despite this, MühleGlashütte is hardly well-known outside horophile circles. This lack of knowledge needs redressing. Let’s start with its Rescue Timer.

If you were going to buy a single watch, this could be The One simply because whatever you do to it, it’ll be just peachy. There are Atlantic Wall bunkers that look flimsy in comparison. For goodness’ sake, even the crystal is thicker than a couple of 50p coins stacked on top of each other. All this grrr stuff is because the Rescue Timer is a watch with a job to do.

Designed for the German Maritime Search and Rescue Service, the brief was ‘make us a watch that we can run over with a supertanker, strap to a crash-diving submarine and we don’t care what it looks like, OK?’ So see that black band around the case? A rubber impact absorber. Four o’clock shrouded crown? So you don’t need to worry about snagging it on someone’s clothes when you’re pulling them out of the North Sea. Screw-in strap bars? You don’t want to lose your watch in 500m of water (and it’s good for twice that depth).

Mühle even replaced the screws in the movement, an automatic SW 200-1 Sellita, with blued versions because they’re more resistant to corrosion. Get a well-used watch from £900 up to £13,000 for the wonderfully daft 70g 18ct gold commemorative model.

NEW WATCHES

DAN HENRY RACING CHRONOGRAPH 1962

356 PILOT CLASSIC ANNIVERSARY

MASSENA LAB 1952 OBSERVATORY DIAL LIMITED EDITION

If you ever get the chance to listen to Dan Henry, do it. Yes, Dan really exists behind the brand and, over the 30-plus years he’s been combing antiques fairs and flea markets, he’s amassed an encyclopaedic knowledge that he loves to pass on, along with his enthusiasm.

His approach is unique: ‘I came up with a crazy project: make some beautiful watches such as the ones I was lucky to own, but accessible.’

This cracking-looking 1962 with VK63 mecaquartz movement evokes the 1960’s triple-register chronos, but costs just $260. $260. danhenrywatches.com

You’re probably more used to seeing the Sinn 365 with a triple chronograph display, powered by the Valjoux 7750 movement. This one uses the similar Sellita SW 510, but with a double register chrono (central chrono seconds and a minute totaliser at 3 – the sundial at 9 looks after running seconds). It’s a simple, uncluttered dial that doesn’t chuck information at you.

Because Sinn makes proper watches you could fly with, the crystal doesn’t just keep water out: it won’t pop out under negative pressure. Sinn plans only to make 500. More’s the pity. ¤2990. sinn.de

The new watches section this month is all about simplicity, but that’s not to say that simple comes cheap, as you can see from this 1952 Observatory Dial. Still, console yourself – the watch takes its inspiration from Patek Philippe’s unique Observatory-grade Ref. 2458 that the firm built for collector ‘JB’ Champion Jnr in 1952. That came in platinum and, when sold in 2014, set a record for the most valuable time-only wristwatch at auction.

It’s powered by Massena’s own manual-wind cal. M690. Another limited edition, of 99. $9575. massenalab.com

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Gear

COMPILED BY CHRIS BIETZK

LEGO APOLLO LUNAR ROVING VEHICLE It has a top speed of 11.2mph, a range of 57 miles and seats that look like lawn chairs, but the LRV is one electric car we covet, and the folks at Lego apparently love the Moon buggy, too. £189.99. lego.com

THE CARS OF MARCELLO GANDINI POSTER BY GUY ALLEN A poster seems a more fitting tribute to genius car designer Marcello Gandini than any of the obituaries published since his death in March; Gandini was, after all, every petrolhead’s favourite pin-up artist. £75. guyallen.co.uk

PETERSEN MUSEUM ‘OFF TO THE RACES’ SHIRT Inspired by the Californian racing scene of yesteryear, this is one of several limited-edition shirts being released in 2024 to celebrate the 30th anniversary of the Petersen Automotive Museum. $29.99. petersenstore.org

MONTBLANC MEISTERSTÜCK ‘ORIGIN COLLECTION’ 149 FOUNTAIN PEN The company we know today as Montblanc first used the name Meisterstück (‘Masterpiece’) on its range-topping, piston-filler fountain pens in 1924, and this special edition of the famous 149 model was created to mark the centenary of the Meisterstück line. £1105. montblanc.com 152

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RACER JACKET BY NORTON & SONS Among the stars of the recent Concours on Savile Row was PPE 101, the Jaguar XK120 featured in issue 237 of Octane and believed to have clocked up more miles in competition than any other Jaguar. At the time of writing the car is back in action in the Mille Miglia, its crew decked out in custommade racing jackets from Savile Row tailor Norton & Sons, which was run in the 1950s by the first owner of PPE 101. £1600. nortonandsons.co.uk

ANTIQUE MICHELIN ‘FIRST AID’ KIT BOX In the 130 years that now have passed since the idea for the Michelin Man first occurred to Édouard Michelin, countless items featuring the character have been produced, but none more delightful than this rarity, which dates from the 1930s or ’40s. A wall-mounting box that would originally have held everything needed to repair a puncture, it features artwork on both sides of the lid that shows one Michelin Man, wearing a Red Cross armband, patching up another. £1666. Winnemuller Antiek via pamono.co.uk

CALLUM 003 WHISKY BY ANNANDALE DISTILLERY Annandale Distillery has been drunk dry of Callum 529, the whisky that resulted from a collaboration between Annandale’s David Thomson and his schoolfriend, car designer Ian Callum – but the chums have cooked up a new single malt, this one with a palate described as ‘initially sweet, then nutty before giving way to cooked apple and golden syrup’. £350. annandaledistillery.com

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Books

REVIEWED BY OCTANE STAFF AND CONTRIBUTORS

Formula 1 Car by Car 2000-09 PETER HIGHAM, Evro, £60, ISBN 978 1 910505 86 1

Book of theh mont

JaguarSport XJR-15 PETER STEVENS, Porter Press International, £149, ISBN 978 1 913089 66 5

Yes, it’s about the XJR-15, the JaguarSport road-racer of which just 52 examples were made, but essentially this is a story about two people: the designer (and author of this book) Peter Stevens, and TWR boss Tom Walkinshaw. It’s the former’s interactions with the notoriously mercurial racer and businessman that are its most compelling feature.

Stevens is very much one of us, a total petrolhead, and the first chapter opens with a full-page 1965 image of him unashamedly posing with the 1942 Jeep that he’s just driven to Egypt; shortly afterwards there’s another full-page pic of him and his mates delving under the bonnet of the knackered 1929 MG M-type that he’d secretly bought at the age of 16.

Walkinshaw, on the other hand, while a skilled driver and team leader, was just as interested in making money, the arty Stevens less so (his parents were both painters). The two first met via saloon car racing in the mid-1970s – Stevens was a friend of Richard Lloyd, and Walkinshaw liked the graphics he’d done for Lloyd’s Camaro – and Stevens helped Walkinshaw clean out and prep the empty unit on a North Oxfordshire industrial estate that would be home to the nascent Tom Walkinshaw Racing.

Stevens tells some brilliant anecdotes about those early years: flying out to Italy to livery-up a Toleman Osella that Walkinshaw was due to drive at Le Mans, and finding that he had to buy his own spray gun, paint and some large handkerchiefs to act as face masks. ‘Without an air-pressure regulator, I had to squeeze the air line to get some kind of control of the

air flow,’ he recalls. Arriving for his flight home, he was asked to sit by himself because his hair, face, arms and T-shirt were covered in blue paint!

There was a long hiatus in the 1980s while, among other things, Stevens was head of design at Lotus, before he was invited over to TWR to discuss a Le Mans racer-based road car unashamedly inspired by Jaguar’s recently announced XJ220. It became the XJR-15, and Stevens gives a detailed account of the design processes and techniques used in these largely pre-computer days – plus unique insider info. For example, what influenced him to choose Mazda 626 Coupé rear lights for the XJR-15? Stevens had a 626 himself, and Walkinshaw owned a number of Mazda dealerships so could get the lights cheaply!

It’s not all about the design, and while this isn’t a chassis-by-chassis record – Stevens freely admits he has no interest in such anorakery – there’s plenty about the XJR-15’s race history and the cars’ subsequent stories in private hands. The book has been brilliantly laid-out by top book designer Martin Port and all-in-all is just a lovely piece of work.

Thoroughly recommended.

MD

Few people do a completist job on a book subject with as much authority and apparent ease as Peter Higham, as his previous efforts attest, including his seminal three-volume work on drivers. This heavy, 304-page book does exactly what it says on the tin, running through the decade a year at a time, detailing the grid car by car and ending each year/chapter with an appendix of key results. It is surprisingly interesting, given that the first half of the decade was all Ferrari and Schumacher, but by the end we have the joy of the Brawn dawn.

JE

America’s Greatest Road Trip TOM COTTER, Motorbooks, £28, ISBN 978 0 7603 8106 9

A road trip across the USA is a fantasy for many of us, and books like this only serve to fuel the fire. Tom ‘Barn Find’ Cotter and photographer Michael Alan Ross borrowed a new Ford Bronco and a ‘baby’ Airstream caravan – it looks like a hatbox on wheels – to drive 9000 miles from Key West, Florida, to the end-of-the-road town of Deadhorse, Alaska, recording the experiences they had and the characters they met en route.

There’s a generous sprinkling of derelict classic finds, too. A handsome hardback that is sure to stir your wanderlust.

MD

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Inside the Duesenberg SSJ The Special Speedsters ANGELO VAN BOGART, $75 from angelovanbogart@gmail.com, ISBN 978 0 578 65448 5

Duesenberg built only two examples of the short-chassis supercharged Model J – hence ‘SSJ’ – and each was loaned to an A-list Hollywood star in the hope that the resultant publicity would generate further sales to keep the company afloat. The irony is that not one photo survives of the recipients, Gary Cooper and Clark Gable, being presented with their Special Speedsters.

Cooper, at least, seems to have appreciated his SSJ. The deal was that each star would be loaned a car for six months and could then buy it at a hugely discounted price of $5000, but Cooper straightaway traded-in his own Duesenberg Model J Derham Tourster to secure the SSJ. Known to be something of a ‘car guy’, he kept it for four

years, 1935-39. Gable, on the other hand, handed his back – but only after managing to hold onto it for nine months.

Both cars survive and both have known histories, which are tackled in a very readable way in this 120-page hardback. Kerbside snaps of each looking shabby in the 1940s make a fascinating contrast to their present concours condition; the Cooper SSJ was sold for $22m by Gooding & Co in 2018. How ironic that their star associations mean so much more now than they did in 1935. MD

The History of Bentley Motors 1919-1931

Collector’s book

CLARE HAY, Number One Press, 2018, value £200

Originally published in 1993 by Osprey as Bentley Factory Cars, then re-issued in 1998, the 2018 edition was expanded and updated to become the definitive two-volume, slipcased history of Bentley and the worksowned or works-raced cars in the vintage era.

This ‘works’ element is what distinguishes it from Hay’s other magnum opus, Bentley The Vintage Years, which focuses on customer cars, so the two are complementary.

Volume One broadly covers the story up to the end of 3 Litre

production, while Volume Two begins with the 4½ Litre.

The images contained here are riveting, particularly the ones showing people at work in the factory. Colour printing has allowed some subtle variations in tone and tinting that really lift the aesthetics, while Hay’s authoritative text sustains over 780 pages.

With only 500 sets printed, these impressive books are currently a bargain at around £200 per set.

Ben Horton

Ferrari 550 Maranello Prodrive KEITH BLUEMEL, £550 from www.rallyandracing.com, ISBN 978 1 399957 83 0

Trophies and Scars RAY EVERNHAM, Octane Press, £29, ISBN 978 1 64234 146 1

First things first: this book’s US publisher has no connection with your favourite magazine.

With that out of the way, it’s a pacey autobiography of one of the biggest names in NASCAR and American motorsport generally. Ray Evernham had a hardscrabble start in life as a Jersey Shore railroad worker, but found he had a talent for racing, both behind the wheel and in the pits. Massively effective as a crew chief and a team leader, he built Evernham Motorsports into a NASCAR frontrunner, and this warts-andall story gives a fascinating insight into the realities of racing at the sharp end.

MD

‘If Ferrari takes a car racing, the purpose is to sell Ferraris.

But here the aim was to sell Prodrive’s ability to develop a track-focused GT competition car. In that respect, it was important that it looked convincing, professional and, most importantly, beautiful.’ These are the words of Peter Stevens, erstwhile design consultant to Prodrive, and Octane contributor. The car in question is the Ferrari 550 Maranello Prodrive, which went down in history as the last V12 Ferrari to win its class at Le Mans.

Costing £550 and limited to 550 numbered copies, this glorious slipcased twin-volume feast has been published by leading collector car specialist Girardo & Co in conjunction with Ferrari specialist DK Engineering. It is written by noted Ferrari historian Keith Bluemel, lavishly produced in 29cm square format with a total of 592 pages, and includes no fewer than 830 photos and graphics, many previously unpublished. There is input from Frédéric Dor, who commissioned the car following dissatisfaction with the Ferrari 550 Millennio that had been developed for GT racing, as well as Prodrive founder David Richards and its technical director, George HowardChappell. Stevens created the racing body, and the

drivers David Brabham, Darren Turner, Thomas Enge and Steve Zacchia also feature.

The Ferrari 550 Maranello Prodrive took part in 343 races worldwide from 2001 to 2008, achieving 60 pole positions, 69 victories and 151 podium places. Most famously, it scored a GTS class win at Le Mans in 2003 and overall victory in the Spa 24 Hours a year later, feats that led directly to Prodrive’s involvement with Aston Martin’s DBR9, all after the company had gained its outstanding rally reputation with the likes of Colin McRae and Subaru.

With one volume devoted to the development and construction of the car (ten in total), and the other to its outstanding and lengthy race career (which continues in historics), this is a true luxury of a book, brilliantly researched and superbly presented. GW

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Models

REVIEWS AND PHOTOGRAPHY MARK DIXON

Classic model WORDS AND IMAGE: ANDREW RALSTON

MERCEDES-BENZ 220

by Invicta

1:18 scale

2023 FERRARI ROMA SPIDER

By BBR Price £411.50 Material Handbuilt

Models of Ferraris, like the cars themselves, tend to come with premium price tags, and that’s certainly the case with this large-scale Roma Spider. Then again, if you’re going to buy a model Ferrari, you want it to be good – and this Italian-built limited edition is simply superb. It would have no trouble passing quality control at Modena, which is just as well, since manufacturer BBR is an official supplier to Ferrari.

Finished in Celeste Trevi Metallizzato, the replica Spider has an incredible level of detail, right down to an ‘illuminated’ touchscreen on the centre console.

Cast in resin and presented on a leather-trimmed base (a clear acrylic display cover is optionally available, if you want to keep the dust off ), it weighs a substantial 6kg yet also shows commendable subtlety in the delicacy of its shutlines. Expensive? Yes. But worth it.

1970 Ferrari 312B Looksmart £104.95 Driving Ferrari’s new 312B, Jacky Ickx won three GPs in 1970, and this fine model depicts his Austrian GP winner.

1931 Bugatti T51 Dubos Coupé Matrix £114.95 Absolutely flawless model of the beautiful, one-off Dubos Coupé that was converted from a Chiron racer.

1970 Porsche 908/02 Marsh Models £215.95 Made in England, this super model is of the Van Lennep/Laine Daytona entry; Hans Laine died only four months later.

1934 Mercedes-Benz 290 Cabrio Esval £101.95 Chinese-made, exquisitely detailed and in a striking two-tone finish, it’s hard to fault this model Mercedes.

2023 Cadillac V-Series.R TrueScale £119.95 Built by Dallara, these Cadillac sports prototypes use 5.5-litre V8s: all the real cars’ complexity is well-captured here.

1929 Duesenberg Model J Kess £102.95 Beautiful model of a beautiful car, the Clear Vision sedan by Murphy, with exceptionally fine brightwork.

156

Zarauz is a coastal town in the Spanish Basque country, not far from San Sebastián. Today it is a surfing and watersports venue, but in the 1930s a German immigrant called Enrique Keller started a toy factory there under the trademark Invicta. Initially his toys were of wood, and his best-seller was a harmonica.

Invicta later diversified into model railways and also made metal toys based on German Schuco and Gama designs used under licence, a way of getting round high import tariffs. But in about 1957 Invicta decided to venture into diecast toy cars, as there were few competitors in Spain. Only six subjects were made, the models closely resembling those of various French manufacturers – possibly explained by the proximity of the Basque region to France.

The least convincing of the six is a Peugeot 403, which may have been influenced by the French Dinky version.

Other French or British Dinky-inspired Invictas are a Citroën DS 19, Renault Dauphine and Volkswagen Beetle, while the other two subjects, a Mercedes 300SL and the 220 ‘Ponton’ saloon pictured here, were closely based on the French Quiralu and CIJ versions, respectively.

The choice of subjects may have lacked originality, but the standard of most of the Invicta models is just as good as that of their more established competitors. This ephemeral group of diecasts is now of legendary rarity and it is very seldom that a boxed example surfaces. An Invicta 300SL sold at a UK auction in 2016 for £580, but the Invicta Beetle that fetched ¤2400 in France in 2018 must surely be a record.

Models shown above are to 1:43 scale and are available from Grand Prix Models, +44 (0)1295 278070, www.grandprixmodels.com

REGULAR Models MD JE GW.indd 156

11/06/2024 14:09

Dino 308 GT4

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157

Edited by Matthew Hayward

The Market B U Y I N G + S E L L I N G + A N A LY S I S

TOP 10 PRICES M AY 2024 £6,586,362 (€7,655,000) 1979 Ferrari 312 T4 RM Sotheby’s, Monaco 11 May £4,759,118 (€5,530,000) 1962 Ferrari 250 GT Berlinetta SWB Artcurial, Monaco 9 May

RM SOTHEBY’S

£4,463,760 (€5,186,800) 1958 Ferrari 250 GT California LWB Artcurial, Monaco 9 May £3,278,684 ($4,107,500)

Dare to Dream raises $69.2m RM Sotheby’s sells the Toronto-based car and sneaker collection for a record figure

2022 Bugatti Chiron Pur Sport Bring a Trailer, Naperville, Illinois, USA 10 May £2,956,550 (€3,436,250) 1972 Ferrari 365 GTS/4 RM Sotheby’s, Monaco 10 May £2,327,382 (€2,705,000)

WITH A TOTAL of 107 cars, 31 motorcycles, and 857 pairs of sneakers, as well as hundreds of items of automobilia, the RM Sotheby’s sale of Canadian entrepreneur Miles Nadal’s impressive Dare to Dream Collection raised a wtotal figure of $69.2m – the largest number ever achieved by the company for a single-owner, on-site collection. The cars and motorcycles represented the biggest chunk, accounting for $65.5m of that total.

Top-seller came in the form of a 1972 Lamborghini Miura P400 SV (pictured above), which set a new auction record for the model derivative at $4,900,000 – $1.4m over its top estimate. Nadal’s collection featured one of each Ferrari ‘halo’ model, and all sold well. These were led by the 2003 Ferrari Enzo at $4,295,000, followed closely by its 1996 F50 predecessor at $4,240,000.

A $3,882,500 figure for the 1985 Ferrari 288 GTO was right on the money, as was the $3,470,000 final price for the 1990 F40.

Nadal’s collection features a significant number of other collector auction favourites, too, such as the ‘Holy Trinity’ of hypercars. The 2015 McLaren P1 ($2,095,000) and 2015 Porsche 918 Spyder ($1,875,000) made mid- and slightly above-estimate

results, while the 2015 Ferrari LaFerrari managed ‘only’ $3,690,000, slightly below its lower estimate.

Other Porsche highlights came in the form of a matching-numbers 1973 911 Carrera 2.7 RS Touring, selling for a market-correct $747,500.

A 930-generation 1990 Ruf BTR III ‘Flat Nose’ managed to shade that figure at $753,000. This unique-specification cabriolet was a genuine Ruf, one of around 25 built from scratch by the company, and it almost doubled its lower estimate. There was another particularly strong 911, in the form of an 895-mile 1989 Porsche 911 Turbo – one of only 62 flatnose models sold in the US. Estimated at $250,000-350,000, it achieved $500,000.

Of the two Mercedes-Benz 300SLs – one Gullwing and one Roadster – it was the drop-top that came out on top, with a very strong $2,095,000 figure, thanks to being finished in a rare, original shade of light blue. The Coupé, originally red, now silver, ended with a solid $1,655,000 price.

And what of the sneakers? Top lot was a pair of 1972 Nike Waffle Racing ‘Moon Shoes’, as previewed in Octane 252. They achieved $306,000, somewhat short of the then-record $437,500 figure paid for the same pair back in 2019.

Matthew Hayward

1954 Ferrari 625 F1 RM Sotheby’s, Monaco 11 May £2,278,985 (€2,648,750) 1981 Porsche 917 K-81 RM Sotheby’s, Monaco 10 May £1,846,503 (€2,145,600) 1966 Ferrari 275 GTB Artcurial, Monaco 9 May £1,722,413 (€2,001,875) 2022 Lamborghini Countach LPI 800-4 RM Sotheby’s, Monaco 11 May £1,692,620 ($2,145,000) 1966 Shelby Cobra 427 Mecum Auctions, Indianapolis, Indiana, USA. 17 May The top ten data is supplied courtesy of HAGERTY

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Market soars… market crashes Why the headlines don’t always describe the full story THE HEADLINE WRITERS just love that kind of phrase. Lump the values of everything together, from a Goggomobil to a McLaren F1, an Austin Seven to a Sierra Cosworth, and draw a definitive conclusion.

Then sit back and watch your online pages explode with keyboard warriors telling you how wrong or right you are, or that their uncle once owned a Morris Ital, which he sold for a tidy profit.

The problem with those headlines is that they are just plain wrong. As I’ve written about in these pages before, the ‘market’ isn’t a singular thing, more a network of interlinked automotive ecosystems that operate almost entirely independently. Talking about what the market is doing is like saying that, this year, humans are eating more eggs. Some are, some aren’t.

Some don’t even like eggs.

Here’s a great example: plot the average values of every car in the UK Hagerty Price Guide going back to 2015, and it looks like prices have been in a downward spiral since the peak in 2020. Other than a very brief dip in March 2022, the average value of £187,616 is the lowest it has been over the past nine years. Surely the bubble has burst?

Not really. As an example, I plotted another line: this time the mean values of every car in the Guide except the 16 cars of the Ferrari 250 family. This includes some of the most valuable production cars that Hagerty tracks, including the GTO, California and 250 LM. Suddenly, the chart looks very different: the new average of £120,667 is roughly where it was in June 2021 and within 10% of where it started in

May 2015. The Covid boom is still visible, as are the peaks at the end of each year (probably reflecting higher prices paid at the autumn auctions, where higher-value UK cars tend to be sold) but it’s much flatter. And with only one model family removed.

I chose the Ferrari 250 family not only because they are expensive cars, but they prove a point.

These are what Hagerty classes ‘global’ cars, models that ultra-high-net-worth buyers will travel the world to buy. That means they’re not just at the mercy of market volatility, but also currency fluctuations and, although we often take account of this during editing, the USD/GBP exchange rate has ranged from 0.71 in May 2021 to 0.93 in September 2022. That’s bound to have an effect.

More importantly, the change in value of any 250-series Ferrari will make absolutely no difference at all to the vast majority of classic cars; there are a handful of people on the planet with the means and motivation to purchase one, and this has very little bearing on whether the rest of us are able or willing to buy an E30 M3, an E-type or an Alvis Speed 25.

So, has the market crashed? Absolutely not. To be fair, what we saw during and just after Covid was a period of ‘soaring’ if you want to call it that, a unique global situation that very quickly changed a lot of people’s perspectives on life. Demand and prices rose. But then reality hit home, the buying frenzy fell away and prices subsided, back to a more stable place. That’s something you can generalise: it’s happened everywhere, from Allegros to Zondas.

John Mayhead Hagerty Price Guide editor, market commentator and concours judge

UK Hagerty Price Guide mean values, with and without Ferrari 250 values, 2015 to 2024.

UK Covid lockdown periods highlighted in orange.

T H E I M PA C T O F T H E F E R R A R I 2 5 0 FA M I LY

240k 220k 200k

WITH 250

180k 160k 140k

WITHOUT 250

120k 100k 80k 60k 40k 20k 0 2015

2016

2017

2018

2019

2020

2021

2022

2023

2024 159

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The Market Auctions

Better than staring at the TV Gooding & Company, Pebble Beach, USA 16-17 August

GOODING & COMPANY/MIKE MAEZ

OFFERED IN UNRESTORED condition, this very late Lamborghini – chassis 4614 – was previously virtually unknown to the tight-knit Miura community and as a result is expected to generate a huge amount of interest when it goes to auction at Pebble Beach.

Most amazingly, this alluring P400 S was not hidden away in some dusty barn, stumbled across on a backwoods farm by a classic car hunter: instead, it has proudly been the centrepiece in the living room of its long-term owner for the past 35 years.

The Miura is presented for sale still wearing its original shade of Luci del Bosco on its less-than-perfect bodywork, while the two-tone beige interior is a perfect match in both colour and condition. It also comes complete with its matching-numbers engine and correctly stamped body panels.

What should ramp up the bidding even more is that, being a later car, it boasts all the improvements brought in by the factory during the Miura’s production run. These include a strengthened chassis, revised suspension, and vented brakes.

Overall this ‘loungefind’ is a pretty rare proposition for buyers: all the charm of a barnfind, but the reassurance that it was kept in rather less punitive conditions. Along with its originality, that appeal has helped lift it to an estimate of $2,000,000–2,500,000 when it goes under the hammer. goodingco.com

Beautiful failure Broad Arrow Auctions 14-15 August AUTOMOTIVE FAILURES often yield interesting stories, not to mention interesting products, and the 1948 Tucker has always been one of the most fascinating. After financial and legal troubles, Preston Tucker built only 51 of these glorious cars.

All production models feature a Franklin O-355 flat-six helicopter engine at the rear, but this early example – the third production car – is one of only four that were converted to water-cooling. Acquired in 1982 by George Lucas, who would later executive produce the film Tucker: The Man and His Dream, it passed through a few more owners before it was restored in the early 2000s. It’s estimated at $1.5-2million. broadarrowauctions.com 160

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1965 Aston Martin DB Short-Chassis Volante

AUC T ION DI A RY

RM Sotheby’s, Gmund am Tegernsee, Germany 27 July, rmsothebys.com

Please confirm details with auction houses before travelling

Just 37 of these interim DB Short-Chassis Volantes were built, offering something of a DB5/DB6 hybrid – using up the factory’s remaining stock of DB5 chassis.

This US-spec car was originally Goodwood Green, but is today presented in red over cream, and is expected to sell for €1,000,0001,400,000 in Germany.

1966 Austin Mini Cooper S Mk1 1275cc

1997 Mercedes-Benz SL320 (R129)

1950 Aston Martin DB2 Team Car ‘VMF 65’

Historics, Berkshire, UK 20 July, historics.co.uk

H&H Classics, Derbyshire, UK 24 July, handh.co.uk

Bonhams, Goodwood, UK 12 July, cars.bonhams.com

This little Mini is a real international jet-setter, having been sold new into Florida in 1966, later exported to Japan and then repatriated to the UK in 2017. It has since been converted to righthand drive, at the same time as it received a nut-and-bolt rebuild. At £35,000-42,000, it’s ready to fulfil all your Italian Job fantasies.

With each year that passes, these fourth-generation R129 MercedesBenz SLs seem to become more appealing. This 320 model has the revised 220bhp straight-six engine, and has been with its current owner since 2011. With 74,000 miles and an almost exclusively MB dealer service history, it’s estimated at £7000-9000.

Although originally built to compete in the second post-war Le Mans 24 Hour race in 1950, this DB2 sustained serious damage en route. It couldn’t be repaired in time, returning to the factory to be rebuilt for many other important UK races, as well as serving as a press road-test DB2. It’s expected to sell for £800,000–1,200,000.

Also Look Out For… On his birthday in May 2022, Jason Cooper was asked by a friend what he’d like for a present. He replied: ‘A dinosaur.’ This, it turns out, is a perfectly reasonable thing to wish for when you live on top of the Morrison Formation, the most fruitful source of dinosaur fossils in North America. Cooper owns a little under 100 acres of land in Moffat County, Colorado, and makes his living digging bones out of his own back yard.

He and the aforementioned friend went out for a birthday stroll on the property, and as they were climbing a hill Cooper spotted a femur peeping out of the ground. Excavations revealed it to be one of 248 bones buried at the spot, together making up the skeleton of an 11ft-tall, 27ft-long Stegosaurus.

It took around 18 months to dig up the whole thing, but Cooper is set to be handsomely rewarded

for his work: the unusually complete Stegosaurus will be sold by Sotheby’s in New York on 17 July and is valued at $4-6m. Quite the birthday present.

27 June Charterhouse, Sparkford, UK Iconic Auctioneers, online 28 June Ewbank’s, Send, UK 29 June Artcurial, Gassin, France 30 June Bonhams, Cheserex, Switzerland 1 July Osenat, Fontainebleau, France 3 July H&H, Bickenhill, UK (motorcycles) 10-13 July Mecum, Kissimmee, USA 12 July Bonhams, Goodwood, UK 13 July Barons, Southampton, UK 20 July Cheffins, Cambridge, UK Historics, Datchet, UK Manor Park Classics, Runcorn, UK WB & Sons, Killingworth, UK 24 July H&H, Buxton, UK 24-26 July Mathewsons, online 24-27 July Mecum, Harrisburg, USA 25 July SWVA, Poole, UK 27 July Richard Edmonds, Showell, UK RM Sotheby’s, Gmund am Tegernsee, Germany 28 July Hampson, Oulton Park, UK 31 July – 1 August Brightwells, online 10 August Barons, Southampton, UK 10-11 August Mathewsons, online 14-15 August Broad Arrow Auctions, Monterey, USA 15-17 August Mecum, Monterey, USA 16 August Bonhams, Carmel, USA 16-17 August Gooding, Pebble Beach, USA RM Sotheby’s, Monterey, USA 17 August Cheffins, Harrogate, UK IN ASSOCIATION WITH

Thought you’d like to know: Nike Moon Shoes (see issue 252) sold for $306,000; Crosby-Schøyen Codex (issue 253) sold for £3.065m.

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The Market Data mining

MGB: still top of the tree

IN NUMBERS

And will the marque’s new Cyberster EV boost demand for the evergreen MGB? IT’S PARTICULARLY APT that, exactly 100 years after the MG octagon was first copyrighted, with the logo on the ascendancy once more and with MG Motor sponsoring this year’s Goodwood Festival of Speed’s central feature, the lowly MGB has come out on top of another significant list: Hagerty insures more 1972 MGB Roadsters in the UK than any other year, make and model of car.

The MGB’s ubiquity has also been the reason why many commentators have, over the years, put it down. It was too obvious a choice for a classic car when there are so many more exotic models to choose from,

Auction Tracker

Bugatti Chiron The Veyron’s successor debuted at the 2016 Geneva motor show, its 8.0-litre quad-turbo W16 now delivering 1479bhp and an electronically limited top speed of 420km/h. Total production was capped at 500, with the final car being unveiled recently.

RM Sotheby’s claimed the honours for selling the first Chiron at auction, achieving $3,772,500 (£2,960,500) in December 2017 at its Icons sale in New York. Unregistered and having covered only 250 test

some said. It was too predictable, too common.

But the MGB is popular for a reason, or more specifically, many reasons. Thanks to its monocoque design there’s a surprising amount of space inside, both in the cockpit and the boot, making it practical for road trips and comfortable to drive. The standard 1798cc B-series engine is relatively easy to maintain and the 3528cc GT V8 option makes it a really quick car for the era.

Parts are in plentiful supply and, most importantly for any prospective buyer, there are literally thousands to choose from: over half a million were built between 1962 and 1980.

Those numbers also provide something else that many classic car owners want: a sense of community. There’s a lot to be said about being among like-minded people.

In a few weeks, the next generation of MG roadster, the Cyberster, will hit British roads for the first time. The 2.1-ton EV may be more than twice the weight of its MGB Roadster ancestor, but MG Motor insists that it ‘draws inspiration from MG’s heritage, with signature design highlights including a long bonnet, low nose and curvaceous surfaces’. Time will tell if this new MG sports car will boost prices of the old one.

John Mayhead

miles, its sale price represented a healthy premium over the launch cost of €2.4million (plus tax and options). It didn’t take long for the next car to appear: RM’s Paris sale two months later saw a Europeanspec example (pictured) with 1000km fetch €3,323,750 (£2,830,000). Subsequent sales indicated a downward adjustment and prices have since levelled off.

Special-edition variants are an even rarer sight at auction, headed by the 1578bhp Super Sport 300+, which makes in excess of £4million; while the outright auction record was set by a one-off ‘pre-series’ Chiron Profilée at €9,792,500.

Tom Hartley Jnr comments: ‘A Bugatti Chiron is a fantastic supercar. For me, I think a Veyron is more important and in years to

come will become the more desired and valuable variant as it was the first Concorde-like car, but Bugatti did improve the build quality and driving experience when it produced the Chiron.

‘There are a handful of different variants, including limited editions, and all of those variants are very colour-sensitive. The most desirable is the Super Sport, of which only 30 were produced; these cars today are worth over £4,000,000. However, a normal “standard” Chiron can be picked up for a little over £2,000,000, which I think represents great value, and we have sold a few examples at this level and sold them relatively quickly.

‘History is very important.

Thorough and complete servicing documentation through the Bugatti

Chiron

Sport

Pur Sport

MGB PRODUCTION

JUNE 1962 – OCTOBER 1980

513,276 TOTAL MADE, ALL VERSIONS

920

KG

UNLADEN WEIGHT

RACING HIGHLIGHTS

CLASS WIN 1 964 RALLYE MONTE-CARLO 2ND IN CLASS, 11TH OVERALL 1965 LE MANS 24 HOURS CLASS WIN 1966 TARGA FLORIO CLASS WIN 1966 SEBRING 12 HOURS CLASS WIN 1967 SEBRING 12 HOURS

network is vital and the cost of such maintenance has always held these cars back. No matter how much money someone has, spending £20,000+ per year on an annual service, a similar amount on a set of tyres plus in the region of £250,000 for a new gearbox should something go wrong is not palatable.

‘I am a fan of the model and the brand and have previously sat down with Bugatti and pleaded with them to do something about their running costs as they sincerely don’t see the damage it does to the cars’ resale values. I feel they don’t see the advantage of their models performing well after delivery. That is something that is not lost on Ferrari, which is why people are always queuing up to buy the next model.’

Rod Laws

Super Sport 300+

£5,000,000 £4.000,000 £3,000,000 £2,000,000 Line charts the top prices for comparable cars at auction.

£1,000,000 2018

2019

2020

2021

2022

2023

Glenmarch is the largest free-to-access online resource for classic and collector car auction markets.

Visit glenmarch.com to keep up to date.

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ROLLING INTO SUMMER For sales enquiries call our sales manager Jonathon Webb on 07442 897 760 or email jonathon@carbarn.co.uk

PROUD TO BE BASED IN COUNTY DURHAM

2009 AUDI S8 5.2 V10 63,196 miles

£24,950

MERCEDES BENZ 380SL 54,234 miles

£34,950

2013 AUDI R8 V10 SPYDER S-TRONIC 41,236 miles

£55,950

1998 TVR CHIMAERA 500 76,430 miles

£19,950

LANCIA FULVIA ZAGATO 80,436 miles

£35,950

2006 CATERHAM 7 CSR 260 15,414 miles

£39,950

2019 LOTUS ELISE SPORT 220

7,478 miles

£41,950

2018 PLUS 4 15,703 miles

£41,950

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The Market Dealer News

SHOWROOM BRIEFS

1974 Maserati Quattroporte Frua, POA This is one of two Frua QPs built, and was ordered new by the Aga Khan. Restored 2014-2019, it has since taken part in various European events, and is ready to be driven and enjoyed. mcgrathmaserati.co.uk (UK)

1959 MGA Twin Cam Roadster £59,995 from The Hairpin Company, Wiltshire, UK BORN OUT OF a desire not only to elevate the MGA to new performance heights, but return the MG name to motorsport at the end of the 1950s, the 1958 Twin Cam achieved both for the British manufacturer. It boasted 108bhp thanks to a heavily reworked B-series engine with a new aluminium twin-cam cylinder head. Other changes included Dunlop disc brakes and centre-lock wheels.

Although performance was fantastic, the highcompression pistons fitted to early cars caused reliability problems – something the original owner of this stunning example had to deal with. Mr Wilkinson used the Twin Cam for multiple Continental jaunts in his first year, covering over 8000 miles. After numerous complaints of excessive

oil consumption, MG eventually fitted a set of redesigned pistons for him in April 1961. Muchloved, the car remained in his care until his death in 1983. It remained in the family until 1991, then passed through a couple more owners until it found its way to Twin Cam expert Bob West.

West sold the car, and the new owner commissioned him to carry out a concours-level restoration – with the instruction that no reproduction parts were to be used. In fact, all of the car’s metalwork is still original. The only modification is the fitment of a five-speed gearbox, and the original is included. Having covered only 1100 miles since, it’s offered in excellent condition with an amazing history. thehairpincompany.co.uk

1987 Alfa Romeo 33 1.3S €15,000 Like the Alfasud that it replaced, the 33 is a real rarity today. This flat-four-powered 1.3S is a genuine survivor, with 18,800km, and is offered in extremely good original condition. thebackyardgarage.be (BE)

1995 Ferrari F512 M POA One of just 75 US-spec F512 Ms built, this Nero example has covered 28,000 miles and comes with Classiche certification. The ultimate evolution of the midengined, flat-12 Ferrari family. milestonemotorcarsllc.com

The Insider WE’VE HAD MORE visitors in the months since completing our showroom renovations here at our Oxfordshire HQ than in the four years since we moved in.

I like to think the farm has improved the experience for our clients and, in turn, led to our most important recent sales – the Ferrari 250LM, F512 M and 375MM. Playing on my mind… A Ferrari 275 GTB ‘Short Nose’. Starburst wheels. In yellow.

Is that a mid-life crisis I hear calling?

Bang for buck? Late-90s/early-2000s rally cars. The works Peugeot 206 WRC we’re offering is a good case in point, raced by three World Champions to victory in three World Rallies. At £360,000, more affordable than the new Ferrari Dodici Cilindri…

Overlooked? Ferrari 365 GTC/4. They are so good to drive.

You can’t go wrong with… Whatever you love. Buy the best you can afford and don’t look back.

Max Girardo Expert in sourcing collector-level classic cars; makes great coffee. girardo.com

1949 Delahaye 148L Convertible $420,000 AUD Thought to be the only convertible-bodied 148L, this car’s striking bodywork is by Guillore. An Australian car all its life, it’s being offered publicly for the first time in 72 years. brooklandscc.com (AU)

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www.clelio.ch Pillonstrasse 5 3785 Gsteig - CH

FERRARI 330 GTS N°4 of 99 ever produced

Delivered in December 1966, this Ferrari Classiche Certified 330 GTS features a fully documented nut-and-bolt restoration and original matching numbers.

Full documentation and pricing available upon request.

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The Market Buying Guide

THE LOWDOWN

WHAT TO PAY While there is some variation in value between basic and higher-spec models, condition is the deciding factor. You can pick up a decent ‘going concern’ from around £4000-6000, with much rarer excellent and close-to-perfect cars commanding anywhere from £12,000 to north of £20k.

The left-hand-drive-only GT/E remains the pick of the bunch, so add roughly 20% for one of these.

LOOK OUT FOR

Opel Manta A Better to drive than a Capri, and significantly cheaper, too – if you can find a good one THE EVERYMAN COUPÉ was something Ford had sewn-up in Europe with the advent of the Capri in 1968 – itself inspired by the success of the Mustang in the USA. Other manufacturers were obviously keen to get in on the action and, while Vauxhall had the Viva-based Firenza in the UK, German GM counterpart Opel had its own plans to capitalise on this explosive new market in the form of the stylish Manta.

Although it was engineered and built in Rüsselsheim, Germany, the Manta was styled by George Gallion, an American. There are clear US influences in its look, following on from the earlier Opel GT, often known as the ‘baby Corvette’. The Manta was more grown-up, sharing its platform with the upcoming Ascona saloon. Although externally it was unique, under the skin it was almost identical.

Sharing major mechanical components, floorpan, dashboard and even the front seats meant that – like the Capri – it was very competitively priced.

When the Manta was launched in 1970, it was offered with a 68bhp 1.6, 80bhp 1.6 ‘S’ and a 90bhp 1.9-litre version of Opel’s ‘cam-in-head’ engine, hooked up to a four-speed manual or optional three-speed automatic transmission. The Ascona’s suspension layout featured double wishbones and coil springs up-front, and a live axle, trailing arms, coil springs and a Panhard rod at the rear.

Two trim levels were offered, the Deluxe the more basic 1.6-powered version, with the SR bringing wider wheels and tyres, stripes, an uprated gauge cluster and, most importantly, the 1.9-litre engine.

Better-equipped Berlinetta and Luxus models appeared in late ’72 and ’74, respectively.

Saving the best for last (and sadly never offered officially in the UK) was the 1974 Manta GT/E, featuring a fuel-injected version of the 1.9-litre engine, producing 103bhp. Lowered suspension, Rostyle wheels, an additional gauge pod and a lower front valance completed the package. Later in the Manta A’s life, a 1.2-litre Kadett-engined version was also offered in some European markets.

The Manta was one of the few Opel models that was officially sold in the USA. Offered via Buick dealerships, the Manta was sold only as a 1.9-litre in this market alone, with a few alterations such as a heavy-duty cooling system and slightly different badging. A sportier-looking model, known as the Rallye, was also offered.

Increasingly stringent emissions regulations saw power output drop over the years, making the Manta less appealing after 1973. Bosch fuel injection came in for the 1975 model year, as did the large 5mphimpact bumpers, just before all imports of Opel models to the USA stopped in 1975, around the time Manta A production finished.

The Manta A lasted just five years before it was replaced by the Manta B – a model that lived on until 1988. Yet in those five years, almost 500,000 Manta As were built! Finding a good example today will take some searching though – especially in the UK. There are many more cars in the US and Europe.

Prices remain very tempting, and are considerably lower than for a Capri of a similar age. The humble underpinnings make this a relatively trouble-free proposition, too, with sensible running costs and easy maintenance. Make sure to buy a solid example, and enjoy a slice of 1970s joy. Matthew Hayward

Structurally, there are several areas that must be inspected on any Manta. Corrosion below the battery tray is common, and not a difficult repair in itself, but the chassis rail and inner wing below this area is also a common area of extensive corrosion, and repair is more involved.

Sills, wheelarches and suspension mounting points must be carefully inspected – it’s likely they’ve been repaired on a UK car, so you’re checking for the quality of repair more than anything.

Availability of panels is almost non-existent, so finding a solid car to start with is always best.

Opel’s CIH family of engines is generally very reliable, and they’re chaindriven, so maintenance is generally straightforward.

These engines respond well to old-school tuning, with more power easily attained via an uprated camshaft and better breathing through twin carburettors and exhaust modifications.

The Manta was a sharpdriving car from the factory, so treat any wayward handling with caution. It may need replacement bushes, or potentially a full overhaul.

Modified cars are less common than they once were, but you might still find the odd example with a larger engine fitted. We’d avoid anything too radical.

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PETER BRADFIELD LTD PETER BRADFIELD BRADFIELD LTD LTD PETER

1967 Maserati Mistral Maserati’s Modena factory built over 800 Mistrals but only 23 in right hand drive. This matching number example has the super rare alloy body and its impressive spec includes1964 a 4 Litre, six cylinder, twin3000 plug engine that can trace its heritage back to the legendary 250F. Works Healey Lightweight Delivering of low range torque smooth high revs its performance is impressive andCompetition well matchedDepartment to the 5 speed “767 KNX”lots is an important historicand racing car.power It 1967 wasathand built by the Healey Company withZFa Maserati Mistral Motor gearbox and all-round disc brakes.

The current owner commissioned a complete restoration that took over four years and was recorded lightweight chassis and an all-aluminium body.

It was the only ‘Works’ entry for the 1964 “Sebring 12 Hour” driven by Paddy Hopkirk Maserati’s Modena factory built over 800 Mistrals but only 23 in right hand drive. This matching number example has the super rare in of its detailed The car was Works stripped to the bare chassis andthat meticulously rebuilt throughout.

The engine owner had andhundreds then byphotographs.

Ted spec Worswick in the Targa Florio with Alan Minshaw and intrace 1968 its with Richard Bond.

The current 1964 Healey 3000 Lightweight alloy bodycampaigned and impressive includes a 4 1966 Litre, six cylinder, twin plug engine can heritage back to the legendary 250F.a new crank and rods, triple 45DCOE Webers replaced its asthmatic fuel injection system and a new wiring loom was fitted.

The body was 1964 Works Healey 3000 Lightweight acquired it in 2015 and Jeremy Welch thoroughly race prepared it.

KNX is very fast and handles well.

The high performance 3 litre “767 KNX” important historic car.

It was builtitsbyperformance the Healey Motor Company with Delivering lotsisofanlow range torque andracing smooth power at hand high revs is impressive and Competition well matched Department to the 5 speed ZF a stripped to bare metal and repainted in Maserati blue with the Borrani alloy wheels in black and Oxblood leather to the interior.

Offered “767 KNX” is an important historic racing car. was hand built by the Healey Motor Company Competition Department with engine with three 45DCOE Webers and all round disc brakes give it a very nice edge.

It has a fuel cell, fire system and safety cage anda lightweight chassis and an all-aluminium body.

It was the only ‘Works’ entry for the 1964 “Sebring 12 Hour” driven by Paddy Hopkirk gearbox and all-round disc brakes. The current owner commissioned a complete restoration that took over four years and was recorded in exceptional lot more car than anAlan E Type and lot less money than aown Ferrari. lightweight chassis an all-aluminium body.

Itacabinet. was the only ‘Works’ entry for theameticulously 1964 “Sebring 12 Hour” driven Paddy Hopkirk overand four years has condition, filled trophy Comes with sets of wheels, spares etc, buy your cabinet. and then campaigned by Ted Worswick theits 1966 Targa Florio with Minshaw and in 1968 with Richard Bond.by The current owner in hundreds of detailed photographs.

Theain car was stripped to the bare chassis and rebuilt throughout.

The engine had a and then

by Ted Worswick inthoroughly thereplaced 1966 Targa Florio with Minshaw andand in 1968 Richard The current owner acquired it inrods, 2015triple and Jeremy Welch race prepared it.Alan KNX is very fast and well.loom TheBond. highfitted. performance 3was litre new crankcampaigned and 45DCOE Webers its asthmatic fuel injection system a handles newwith wiring was The body acquired it bare in three 2015 and Jeremy Welch thoroughly prepared it. itKNX iswheels very fast and handles The system high performance 3 litre engine to with 45DCOE Webers all round disc brakes give a very nice edge.

It has aOxblood fuelwell. cell, leather fire and safety Offered cage and stripped metal and repainted inand Maserati bluerace with the Borrani alloy in black and to the interior. engine with threeover 45DCOE Webers and all round disc brakes give it a very nice edge.

It has a fuel cell, fire system and safety cage and four years has filled a trophy cabinet.

Comes with sets of wheels, spares etc, buy your own cabinet. in exceptional condition, its a lot more car than an E Type and a lot less money than a Ferrari. over four years has filled a trophy cabinet. Comes with sets of wheels, spares etc, buy your own cabinet.

1954 Frazer Nash Le Mans Mk II 1925 Bentley In 1949 retired motorcycle racer, Norman Culpan announced his intention3-4½ to “have Litre a go at sportscar racing”. He bought a Frazer Nash, entered

1952theFrazer Targa Florio “KYN 9”Model” the “Le Mans Replica” and a legend companyNash promptly renamed their “Competition the Le Mans 24hrs. and finished 3rd. As a result, YK 1360 is a Short Chassis Speed Model still fitted with its original Vanden Plas coachwork.

It has has been uprated with a perky perky The Targa Florio was designed as a sports car with competition potential combined with just enough comfort and bootuprated space forwith touring.

YK 1360 a Short Chassis Speed Model still with its original Plasof coachwork.

It was born.

These is high quality cars were hand-made andfitted bloody expensive.

ThisVanden is the last the 29 built and hasbeen the highest spec ofathe lot. It has “KYN 9”engine is unique because it good was the onlyofFrazer Nash built with the 2.6feels litre Austin-Healey derived engine and was the 1952 London 4½ litre giving it a turn speed and mechanically good on the road.

The talented Mr. Getley at Kings4½ litreMkII engine givingitsitengine a goodisturn of speed and mechanically feels good onthan the road.

Themodels talented Mr.a Getley atrear Kingsthe light-weight chassis, mounted 5 inches rearward and 1 inch lower previous with De Dion axle, larger Motorshow car. It was sold to Louis1952 Keller in the USA Nash who competed withFlorio it in the 1954 Golden Gate Park Race in San Francisco. In Frazer Targa “KYN 9” bury Racing has hasMM maintained it.

However, a number of previous owners have taken a dogged delight in willfully ignoring the 1925 Bentley 3-4½ Litre Speed Model bury Racing maintained it.

However, a number of previous owners have taken a dogged delight in willfully ignoring the radiator and brake drums. body is unique with a Plas longer bonnet andItInwider cockpit.

1986 the is cara was discovered theAlfin famous British actor,The John Rhys-Davies and brought back to the UK. 2008 KYNuprated 9 was fully race YK 1360 Short ChassisbySpeed Model still fitted with its original Vanden coachwork. has been with a perky

1925 Bentley3-4½ 3-4½ Litre 1925 1925 Bentley Bentley 3-4½ Litre Litre

The Targa was designed as athe sports carstill with competition potential combined with just enough comfort and space for touring.

Chassis 1066 was delivered with desirable Plas coachwork and both chassis and numbers areboot stamped in the right YK 1360 is aaFlorio Short Chassis Speed Model fitted with its Vanden Plas coachwork. has been uprated with aa marks perky paintwork and it has has accordingly developed depth of patina patina you could drown in.

Its body bears itsIt battle-scars and witness marks paintwork it accordingly developed aaVanden depth of you could drown in.

Its bears its and witness YK 1360 isand Short Chassis Speed Model still fitted with its original original Vanden Plas coachwork.

It battle-scars has been uprated with perky prepared by Blakeney Motorsport and the car has been campaigned by2.6 three subsequent competitive owners.

The current owner bought 4½ litre engine giving it a good turn of speed and mechanically feels good on the road.

The talented Mr. Getley at Kings“KYN 9” is unique because it was the only Frazer Nash built with the litre Austin-Healey derived engine and was the 1952 London places.

It was uprated to 4½ litres in 2010 with new crank and rods giving it a good turn of speed and reliability.

That Mr. Getley has been Delivered new to the USA, its second owner kept the car for 36 years and competed in races, sprints and hill-climbs.

It returned to the UK in 2004 4½ litre engine giving it a good turn of speed and mechanically feels good on the road.

The talented Mr. Getley at Kingsas badges of honour and has appeared with distinction on at least three Flying Scotsman Rallies and raced at the Goodwood the car in 2021 and had BMS prepare the car to the highest standards.

Presented in beautiful condition, “KYN 9” is one of the finest postas4½ badges of honour and has appeared with distinction on at least three Flying Scotsman Rallies and raced at the Goodwood litre engine giving it a good turn of speed and mechanically feels good on the road.

The talented Mr. Getley at KingsMotorshow It maintained was soldatonumber Louis Keller in the USA who competed with it in the 1954 Golden Gate Park Race inwillfully In the looking aftercar. iton but clearly offor previous owners have taken aLitre dogged delight intaken ignoring the paintwork and itSan hasFrancisco. accordingly bury Racing has it.

However, a number of previous owners have a dogged delight in ignoring 1925 Bentley 3-4½ Speed Model with just 24,000 miles the clock.

Offered sale in exemplary condition, in its original colour scheme, with matching number integrity and war Nash’s and is offered in race ready condition with current HTP papers.

A weighty history file accompanies the car with magazine bury Racing has maintained it.

However, a number of previous owners have taken a dogged delight in willfully ignoring the Revival.

Concours types and ‘try-hards’ need not apply but will suit any number ofhasbounders, bounders, blaggards orignoring cads.

Revival.

Concours types and ‘try-hards’ apply but will suit any number of blaggards or cads.

1986 the car was discovered by famous British actor, John Rhys-Davies and brought back to the UK. In 2008 KYN 9 was fully race bury Racing maintained it.the However, aBentley number of previous owners have taken aIts dogged delight in willfully the 1925 3-4½ Litre Speed Model developed ahas depth ofdelivered patina you could drown in.

Itneed bearsnot its battle-scars ascould badges ofchassis honour and appeared on at least three Flying Chassis 1066 was with the desirable Vanden Plas coachwork and both and body numbers are stamped in the right paintwork and it has accordingly developed a depth of patina you drown in. bears its battle-scars and witness marks a service history that reflects its cherished nature.

Weighty paperwork, new wheels and tyres.

Eligible for everything, impeccable road manners. articles, photos, bills and letters documenting all its owners and competition history. paintwork it has accordingly developed aaVanden depth of patina you could drown in.

Its bears its and witness marks prepared by Blakeney Motorsport and the car has been campaigned by three subsequent competitive The current owner bought Chassis 1066 was delivered with the desirable Plas coachwork and chassis and body numbers are stamped in the right Scotsman Rallies and raced at Goodwood.

Concours types, ‘try-hards; and number need not enquire will suit any places.

Itand was to 4½ litres in 2010 with new crank rods giving itmatching aboth good turn of speed andowners. reliability.

That Mr.but Getley has been paintwork and ituprated has accordingly developed depth ofand patina you could drown in.

Itszealots bears its battle-scars battle-scars and witness marks asthe badges of honour and has appeared with distinction on atgiving least three Flying Scotsman Rallies and raced atthe the Goodwood Also available car in 2021 and had BMS prepare the car tonew the highest standards.

Presented in beautiful condition, “KYN 9” israced one ofitGetley the finest postas badges of honour and has appeared with distinction on at least three Flying Scotsman Rallies and at Goodwood places.

It was uprated to 4½ litres in 2010 with crank and rods it a good turn of speed and reliability.

That Mr. has been blaggard, bounder or cad. looking after it but clearly a number of previous owners have taken a dogged delight in ignoring the paintwork and has accordingly as war badges of honour and has appeared with distinction on at least three Flying Scotsman Rallies and raced at the Goodwood Also available 1925 Bentley 3-4½ Litre 1934 Invicta Sweighty Type Carbodies Revival.

Concours and not apply but will suit any number of bounders, blaggards orcads. cads.

Nash’s and is offered in race ready condition with current HTP history file accompanies car with magazine looking after but clearly atypes number of‘try-hards’ previous owners have taken apapers. dogged delight ignoring the paintwork and it least has accordingly Also available developed aitConcours depth of patina you could drown in.

Itneed bears its battle-scars as Abadges ofinby honour and has appearedthe on at three Flying Revival. types and ‘try-hards’ need not apply but will suit any number of bounders, blaggards or Revival.

Concours types and ‘try-hards’ need not apply but will suit any number of bounders, blaggards or cads.

See Website for more details 1954 Bentley R Type Continental articles, photos, bills and letters documenting all its owners and competition history. developed a depth 1925 of patina you could 3-4½ drown in. 1931 It bears Invicta its battle-scars as badges1931 of honour and has 4½ appeared on at least three Flying Bentley S Type Bentley Blower

Scotsman Rallies and raced at Goodwood.

Concours matching zealots need 1925 Bentley 3/4½ Litretypes, 1933‘try-hards; Invicta Sand Type 1965number Alfa Romeo TZ1 not enquire but will suit any Scotsman Rallies and raced at Goodwood. Concours types, ‘try-hards; and or matching Also available blaggard, bounder cad. number zealots need not enquire but will suit any bounder or cad.

1925 Bentley 3-4½ blaggard, Litre Also 1934 Invicta S Type by Carbodies available

See Website formore more details AlsoRInvicta available See Website for 1954 Bentley Type Continental 8 REECE MEWS 1925 Bentley 3/4½ KENSINGTON Litre 1933 S Typedetails 1965 Alfa Romeo TZ1LONDON SW7 3HE See Website for more details 1925 Bentley 3/4½ Litre 1933 Invicta S Type 1965 Alfa Romeo TZ1 peter@bradfieldcars.com Tel: 020 7589 8787 www.bradfieldcars.com REECE MEWS KENSINGTON LONDON SW73HE 3HE 888REECE KENSINGTON LONDON REECE MEWS MEWS KENSINGTON LONDON SW7 SW7 3HE peter@bradfieldcars.com Tel: 0207589 7589 8787 www.bradfieldcars.com peter@bradfieldcars.com Tel: www.bradfieldcars.com peter@bradfieldcars.com Tel: 020 020 7589 8787 8787 www.bradfieldcars.com 00135515_CSC_010224_D_PeterBradfiled.indd 22 00135515_CSC_010624_D_PeterBradfiled.indd

15/12/2023 12:27 14:15 10/04/2024

We are finding and restoring original classic Alfa Romeo’s

1960 ASTON MARTIN DB4 GT (Chassis no. #0137/R)

1 of 75 cars produced, finished in snow shadow grey with red leather interior.

This is an original matching numbers car with its original registration number. A full body off restoration was carried out in 2015 by marque experts Post Vintage, Bodylines and Spraytec. This car has an extensive race history and comes with a comprehensive history file. £POA

The leading specialist in sourcing the rare and unobtainable. We are always looking to buy interesting cars.

+44 (0) 1772 613 114

WL_June2024_Octane_222x285.indd 1

sales@williamloughran.co.uk

www.williamloughran.co.uk

04/06/2024 11:40

C HARLES P RINCE

Le Mans

Worldwide Collector Car Sales

1923 BENTLEY 3 LITRE TT OPEN TOURER

An exceptionally attractive early 3 Litre. Matching numbers. Uprated to Speed Model specification by the factory in 1926. Full and interesting history. One family ownership for over 60 years

1926 Sunbeam Super-Sports Uprated rally prepared 3 Litre Twin Cam

1965 Aston Martin DB5 Convertible Restored to the highest standard. Uptated to 4.2 Litre. Full history

We are always eager to buy important collectors cars.

Valuations and advice always available.

Int T 0044 (0) 79 85 98 80 70 sales@charlesprinceclassiccars.com charlesprinceclassiccars.com

2024-06-10_Octane_Aug-24_converted.indd 1

10/06/2024 13:17

THE CLASSIC ASSIC

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1978 FERRARI 512 BB KOENIG TWIN TURBO

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1962 ASTON MARTIN DB4

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£845,000

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2006/56 Mercedes Benz SL55 AMG Roadster - LOW MILEAGE

Iridium Silver * Blk Leather & Soft Top * Panoramic Roof * Carbon Interior Trim Phone/Navigation * Bose * CD/TV * Books in Wallet * Both Keys ** 13,799 Miles Only**

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1995 Porsche 911 993 Carrera Tiptronic Cabriolet - ONE OWNER

Auto * Midnight Blue Metallic/Grey Leather * Sports Seats * 17” Alloys * 10-Stack CD Full Documented Service History * Original Books/Wallet * One Owner ** 33,220 Miles Only ** £74,995

1977 Ferrari 512 Berlinetta Boxer - UK RHD - UNRESTORED

Argento Silver Metallic - Red/Blk Insert Daytona Seats * Factory Air Con & Stereo * Service History File Genuine Unrestored Example * Recent Service inc C/Belts * 3 Owners ** 19,533 Miles Only ** £299,995

Our collection represents the finest examples of automotive excellence.

We are the premier destination for Low-Mileage, Unique Automobiles Backed by Years of Industry Expertise.

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2016 Lamborghini Aventador V12 LP 750-4 Superveloce

1 owner, Gloss carbon exterior, Carbon fibre interior package, Sports exhaust system, 20/21” Dianthus centre lock alloy wheels. 6,800 Miles. £349,990

2019 Porsche 911 991 GT3 RS

Gloss black over a full Black interior, Front lifting system, Sports exhaust, Light design package, Bose sound system, Magnesium wheels finished in Satin black. 5000 Miles. £209,980

2019 Lamborghini Huracan V10 LP 640-4 EVO

2020 Ferrari 812 Superfast V12

Suspension lifter, Adaptive headlights with SBL function, Scuderia shields, Rear privacy glass, Titanium exhaust pipes, 20” forged diamond alloys, Ferrari main dealer history. 2,400 Miles. £279,990

2007 Lamborghini Murcielago LP640

Lamborghini Aventador LP740-4 S Roadster Fully electric seats, Branding package, Transparent engine cover, Lifting system, 20/21” Dionne alloy wheels finished in Gloss black with Diamond face. 12,500 Miles. £239,990

2008 Lamborghini Murcielago LP640

Extensive preperation has been carried out including a major service, new clutch and actuator, steering rack refurbishment as well as cosmetic enhancements. 12,500miles. £189,990

A full specification car including Hemera alloy wheels, ceramic brakes, Lifting gear and a Transparent engine cover. comprehensive service history. 19,000 miles. £184,990

2013 Lamborghini Aventador V12 LP 700-4

2014 Lamborghini Gallardo LP570-4 Performante Edizione Tecnica

Carbon twill interior package, Front lifting system, Multi functional steering wheel in alcantara, Cruise control, Branding package. Full Lamborghini main dealer history from new. 11,000 miles. £182,990

Fully electric and heated seats, Branding package, Dione forged alloys finished in Gloss black and comprehensive Lamborghini main dealer service history from new. 3,200 miles. £174,990

Carbon fibre interior package, Branding package, Full body PPF, 19” Superleggera alloys finished in Titanium. 12,500 miles. £139,990

2017 Porsche 911 991 GT3

2020 Aston Martin DBS V12 BiTurbo Superleggera Fully electric and memory front seats, Bang and Olufsen surround sound system, 360 degree camera, Blind spot monitoring, Privacy glass, Smoked tail lights. 16,000 miles. £132,990

Sports seats with 4 way adjuster, Guards red interior trim, Sliding panoramic roof, Sports exhaust system, Aero kit in gloss black, 20/21” Turbo S alloys in gloss black. 2,300 miles. £124,990

Carbon fibre bucket seats, 6 point racing harnesses, Carbon ceramic brakes, Guards red Seat belts. Full Porsche main dealer service history from new. 4,700 miles. £139,990

2023 Dodge Charger Hellcat Jailbreak

Fully electric, heated and ventillated front seats, Apple carplay/Android auto, Harman Kardon sound system, Blind spot assist, Heated steering wheel, Wide body package. 1,750 miles. £114,990

2010 Ferrari 599 GTB Fiorano V12

Carbon fibre interior package, Carbon fibre driving zone with LED display, Carbon ceramic brakes, Carbon fibre shields, F12 alloy wheels finished in titanium. 13,300 miles. £99,990

2022 Porsche 911 T 992 Carrera 4 GTS

2013 Lamborghini Gallardo V10 Coupe

Electric comfort seats, Heated seats, Uprated Kenwood infortainment system, Lifting system, Branding package, Transparent engine cover, Arancio brake callipers. 25,000 miles. £81,990

BUYING OR SELLING LAMBORGHINI MOTORCARS T +44 01580 714 597 E sales@vvsuk.co.uk W www.vvsuk.co.uk (Viewing by appointment only) Address: VVS UK LTD PARK FARM, GOUDHURST ROAD, CRANBROOK, KENT, TN17 2LJ www.lamborghinibuyer.com Additional Websites: www.justlamborghini.com

SPEEDMASTER SPECIALIST IN HISTORIC AUTOMOBILES Tel: +44 (0)1937 220 360 or +44 (0)7768 800 773 info@speedmastercars.com | speedmastercars.com

1981 Williams FW07B Built for the early races of the 1981 season, chassis 10 was driven to victory in the South African GP

by Carlos Reuterman, and was used by Alan Jones in Long Beach and Brazil. Retained by Williams until 2004, this car has more recently been raced with great success in Historic Formula 1 races in the USA and Europe as well as the recent Monaco Historic Grand Prix where it finished an impressive 4th overall. Maintained to the highest standards by OC Racing in the UK, the Williams FW07 was the benchmark car F1 racing in the early 1980’s and is still the car to beat today.

Please call for more information.

SM Octane JUNE 24.indd 1

14/06/2024 11:32

MILESTONE MOTORCARS

1995 512 M

561 509 7251

For our current inventory please visit our website

www.MilestoneMotorcarsLLC.com

Awarded Platinum twice at Cavallino Classic.

One of only 75 made for the US, & 3 delivered in black.

Last of Ferrari’s Flat-12 Supercars.

Low mileage, fully documented, books, tools & luggage

177

17 7

AC HERITAGE

1957 AC Ace Bristol 3 owners. SCCA race history. Matching numbers. Goodwood and Mille Miglia eligible. Current FIVA and FIA papers. £315,000

1990 AC Cobra MKIV Lightweight Ordered by Drambuie Liqueur Company in corporate colours, 16,300 miles from new. Retains full factory specification. £215,000

1970 AC / Allard J2X 1953-1963 AC Ace project Thames Ditton 428 rolling chassis. Prototype J2X fitted by ‘Emery Cars’. POA Thames Ditton unnumbered chassis, AC engine & gearbox for rebuild. £69,995

For more information about any of these vehicles, please contact our sales team.

AC Heritage · International Broker of Historic & Classic Motorcars · Brooklands Motor Circuit, Surrey, UK Telephone +44(0)1932 828545 · Mobile +44(0)7557 878123 · www.acheritage.com

Trusted purveyor of rare & historic automobiles for 45 years Avidly and passionately involved in motorsports Buy • Sell • Consign • Trade

EXPERIENCE THE SERIES 1 E-TYPE

1965 JAGUAR E-TYPE SERIES 1 4.2L OTS CHASSIS No. 1E10570

1967 JAGUAR E-TYPE SERIES 1 4.2L OTS CHASSIS No. 1E13274

1962 Abarth Simca 1300

Highly original and historically signi�icant Abarth Simca.

Known as “Giant killer” major victories were scored by Simca 1300 GTs in 1962.

Excellent maintained by marque specialist.

1967 JAGUAR E-TYPE SERIES 1 4.2L OTS CHASSIS No. 1E13011

£Call

180

180

£69,990

Correct 3.4 260bhp car 1959

Correct 3.4 260bhp carJAGUAR from longXK150S term own3 1959 Matching Correct 3.4 260bhp 1959 car from long term ownership and presente JAGUAR XK150S 3.4 Matching numbers with PAS u Correct 3.4 260bhp car from long term ownership and presented in fi rst class con 1959 JAGUAR XK150S 3.4 £149,995 Matching numbers with PAS upgrade Correct 3.4 260bhp car from long term ownership and presented in fi rst class condition with a wa £149,995 1959 3.4 numbers with PAS upgrade 1959JAGUAR JAGUAR XK150S XK150S 3.4 Matching 1965 Correct 260bhp car fromlong longterm termownership ownership and and presented presented in a warranty.

Correct 3.43.4 260bhp car from infifirst rstclass classcondition conditionwith with a warranty. £149,995

ROLLS ROYCE Matching Matchingnumbers numbers with PAS PAS upgrade upgrade £149,995 £149,995 car used in film and presented in SILVER CLOUD III. Stunning

faultless condition with no advisory MOT and warranty £275k

Lotus 23b FIAHTP, good history and on the button ready to go ¬£90k Triumph TR2 race car FIAHTP ex Goodwood and Le Mans Classic ¬£40k 1965 Rolls Royce Silver Cloud III DHC Jaguar XK150S 3.4 DHC matching numbers UK RHD, BRG sold with warranty ¬£130k On the button UK registered from 1965 Rolls Royce Silver Cloud III long DHCterm ownership MGB GTV8 current owner 45years+, original V8 with 250+bhp outstanding ¬£25k On the button UK registered from We have 2 o 1965 Rolls Royce Silver Cloud III long DHCterm ownership 1970 Triumph TR6 u Porsche 912 LHD red, immaculate original car with great history ¬£52k On the button UK registered from We have 2 outstanding UK RHD CP mo SALES 1965 Rolls Royce Silver Cloudlong III DHC 1970 Triumph TR6uprated and ready to go term Triumph TR2 ‘ex works’ in restoration soon toownership finish. IncredibleWehistory ¬£POA On the button UK registered from have 2 outstanding UK RHD CP model carsFrom our Ba SALES SERVICE to be drive 1965 Rolls Royce Silver Cloud III DHC 1970 Triumph TR6 long term ownership uprated and ready to go400iA 1965 Rolls Royce Silver Cloud DHC Triumph TR6 Ferrari AudiIIIS2 Coupe 70k miles Cosworth1970 beater.

Sensational ¬£20k From our Bath400iA location we have o On III the button UK registered fromWe have 2 outstanding We outstanding UK RHD CP model cars On the button UK registered from UK RHD CPhave model2 cars 1965 Rolls Royce Silver Cloud DHC 1970 Triumph TR6 Ferrari FOC c FOC concours winner, £49,995 SERVICE SALES STORAGE to be driven.

Viewing is by appoi longUK term ownership uprated andUK ready toCP go model and ready to&go On the button registered fromlong term have 2 outstanding cars Triumph TR6ownership 2 cars bothWeuprated and best ofRHD their kinduprated available ¬£23 ¬£26k FOC concours winner, £49,995 From our Bath location we have over 20 collector cars

uprated and ready to go STORAGE SALES SERVICE to be driven.TRANSPORT Viewing is by appointmentT: only.

All the c +44 (0) From our Bath location we have over 20 collector cars serviced, tested by SALES TRANSPORT SERVICE STORAGE SALES FINANCE to be driven.

Viewingtested is by appointment only. All(0)7794 the cars are 477 detailed on T:serviced, +44 78 From our Bath location we have over 20 collector cars serviced, by us and SALES From our Bath location we have over 20 collector carsready tested by us and ready SERVICE to our be driven.

Viewing we is byhave appointment only. All the cars are detailed onbyour website From Bath location over 20 collector cars serviced, tested and ready FINANCE STORAGE TRANSPORT SERVICE to be driven.

Viewing is by appointment only.

Allusthe cars are detailed onE: ourNEIL@F website WWW.F T: +44 (0)7794 477 785 / SERVICE to be driven. Viewing is by appointment only. All the cars are detailed on our website STORAGE STORAGE TRANSPORT FINANCE T: +44 (0)7794 477 785 / E:WWW.FENDERBROAD NEIL@FENDERBRO STORAGE TRANSPORT T: +44 (0)7794 477 785 / E: NEIL@FENDERBROAD.COM FB-001 Octane advert MAR 23.indd 1 FINANCE TRANSPORT WWW.FENDERBROAD.COM T: +44 (0)7794 477 785 / E: NEIL@FENDERBROAD.COM TRANSPORT FINANCE T: +44 (0)7794 477 785 / E: NEIL@FENDERBROAD.COM WWW.FENDERBROAD.COM FB-001 Octane advert MAR 23.indd 1 FINANCE WWW.FENDERBROAD.COM FINANCE WWW.FENDERBROAD.COM long term ownership

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181

181

Ogilvy Speed Special for sale 5 litre V8 engine, 5 speed manual box. Constructed in August 2010.

Currently seats 5 but can be modified to carry 8. Wheels are 6.00 – 21.

Headlights are Lucas P100 Bullseyes, converted to halogen.

info@murrayscott-nelson.com

01723 361 227

MURRAY SCOTT-NELSON

MGB GT V8. Rebuilt into a new heritage body shell in 1998/1999 fitted with a 4.8 litre 300 BHP Rover V8 Engine built by John Eales fitted Ford Cosworth T5 5 speed gearbox and RV8 Running gear.

This car was built as a road legal track car extremely quick and sounds fantastic. Finished in British racing green with black leather trim and fitted with minilite style alloy wheels. The car runs and drives very well, the body and paint are in good order. £18,950

AUS $145,450 ono.

Located in Perth, Western Australia and is fully road licensed.

Dr N. M. Vincent, Email: docnova@docnova.com.au Mobile: (+61)-0468–583–580 Website: www.ogilvyspeedspecial.com.au

Austin Healey 3000 MK 3 BJ8 phase 2. Original RHD Healey blue car dispatched to Edinburgh 1964.

Extremely well maintained with upgrades including electronic ignition, electric cooling fan, halogen headlights, spot lights, hi-torque starter motor, stainless steel wire wheels, Dennis Welsh sports exhaust system. JSS 666B is in very nice useable, reliable condition with a recent blue vinyl hood with original Blue Ambla vinyl trim. Numbers matching car down to the key and it still retains the registration mark JSS 666B. £49,950

Austin Healey 3000 MK 3 BJ8 phase 2. Ex US Car, an older restoration well maintained by Marque specialist, in lovely condition throughout, recent full interior re trim. Fitted with power steering, overdrive & chrome wire wheels.

Now in… please contact us for further information. £54,950

Murray Scott-Nelson, Beaconsfield Street, Scarborough YO12 4EL

R AW L E S M O T O R S P O R T LT D

Austin Healey Restoration - Upgrades - Sales - Service - Upholstery - Concours Prep - Engine Build & Rolling Road

Austin Healey 3000 MkIII | Original RHD, Original Healey Blue Barn Find/Project. Available to your speciication. A rare opporunity to restore a holy grail nd original RHD & Healey Blue Metallic MkIII project in good restoratable condition. Fully complete. £POA.

Austin Healey 3000 MkIII | Immaculate Rawles Paint Healey Blue with Ivory Duotone, Phase II model. Rawles Motorsport paint and much restoration work by us.

Stunning to look at and drives exactly how a late MkIII should. Very much recommended. £95,000.

1965 Austin Healey 3000 MkIII, Fast Road, Bilstein Dampers Fantastic looking BRG late car. Restored very well in Australia, dry climate car. Beautiful tan interior.

Well developed, great to drive with nice reenements to a good original car . £75,000.

1955 Austin Healey 100, UK RHD, Very Original. Price reduced. Ivory White, Navy interior. Long term special family ownership, Le Mans modiications installed, very nice paintwork and condition throughout, great to drive.. £62,000.

1966 Austin Healey 3000 MkIII, UK RHD, Leather, Rare Dark Green, Finished in the rare Dark BRG this is a very original car with fantastic original panels, original oors, all in very good shape. Driving superbly and ready to go. £59,000.

Austin Healey 100/6 | UK RHD with Ultimate Road 3000 Engine, 210HP! Black with Black interior, original UK car with a very nicely tuned engine on triple 2” SUs, long history with ourselves and with the bonus of a hardtop added in too. £49,950.

1961 Austin Healey 3000 MKII UK RHD Centre Change in Stunning Primrose Yellow. John Chatham built engine with great performance, extremely smooth gearbox, brightwork refurbishment works by us. Very original with some great history. £46,500.

Austin Healey 3000 MkII Tri-Carb, Price Reduced!

Colorado Red, well known to ourselves with great history back into the 80s here at our workshop. Low mileage car, superb to drive with good power and presenting well. £37,500 ONO.

Rawles Motorsport Ltd, Alton, Hampshire, GU34 4JR

182

182

01420 23212

Enquiries@RawlesMotorsport.com

www.RawlesMotorsport.com

1974 Alfa Romeo Tipo 33-3/Flat 12: Rare, fantastic race record, Ickx, Stommelen, Reutemann, Monza, Nurburgring, Imola.

All orig., fresh rebuild, race ready.

WE WILL BUY AND CONSIGN ALL FERRARI AND ALL VINTAGE SPORTS RACING & GT CARS PARTIAL TRADES CONSIDERED - FINANCING AVAILABLE

1966 Porsche 910-001: First of 29 910 1951 Ferrari 212 Inter: Vignale / Drogo, racers built. Full frame-up restoration.

Mille Miglia 1952, 1954. Ground up restoHistorical, FIA and title papers. Driven by ration. Race and Rally ready.

Niki Lauda, Hans Hermann.

1968 Fiat Dino Spider: Rare. Frame-up resto; bare metal repaint. Driveline & suspension rebuild; new interior top & chrome. With photo docs. Stunning!

1974 Jaguar XKE V12 Roadster: One of a kind, uniquely built. Bare metal repaint, new interior, 5-sp, Webers, SS headers, Alloy radiator, Two tops.

2001 Aston Martin DB7 Coupe: 26k mi, 6 sp, 400 hp, 7,000 rpm, V-12, 18" alloy wheels, flawless, black w/ Cuoio leather interior. Classic good looks propelled by V-12 symphonic sound and power.

1958 MGA Twin Cam: Rare, disc brakes, Dunlop competition wheels, frame-up, show quality restoration on an iconic sports car.

1962 Lotus Super 7: 22 year ownership.

Super well developed; quick and easy to drive. Known for its winning provenance.

Everything has been rebuilt or replaced.

1963 Alfa Romeo Giulia 1600 Spider: Excellent, orig. condition. Rust & accident free, matching #s, 26k miles, fully vetted, new shocks, brakes, chrome.

www.MotorClassiCCorp.CoM 350 ADAMS STREET, BEDFORD HILLS NEW YORK 10507 914-997-9133 • SALES@MOTORCLASSICCORP.COM

1970 Porsche 917:5 liter, flat 12.

Total comprehensive rebuild by ex-factory 917 specialist. Driven

by Derek Bell, Vic Elford, Jo Siffert; used in the making of Steve McQueen’s movie “Le Mans”.

MtrClassicJuly24octaneHalf.indd 1

5/17/24 8:15 AM

1963 Ferrari 250 GT “Recreation” Built 2001-2010 by Roelofs/Hietbrink based on 250 GTE Presented in outstanding condition and freshly restored.

FIA HTP papers possible. EEC papers.

Call us at +31 252 218980 or visit www.vsoc.nl

www.vsoc.nl 183

183

Aston Martin V8 Vantage Roadster

Ferrari 360 Modena F1

Onyx Black 25,772 Miles

Rosso Corsa 37,551 Miles

£42,995

Stock Number - 22586

£56,995

Stock Number - 22616

Ferrari California 30/30 2 Plus 2

Ferrari 355 Spider Manual

Bianco Avus 17,539 Miles

Giallo Modena 24,838 Miles

£73,995

Stock Number - 22526

Ferrari F430 Spider F1 Rosso Corsa 9,926 Miles

£94,995

Stock Number - 22596

Ferrari 512 TR ABS Rosso Corsa 41,745 Miles

We WeWe perform We perform We perform perform Service perform Service Service Service Service &&Renovations &Renovations &Renovations &Renovations Renovations of ofallall oftypes ofalltypes ofalltypes all oftypes ofclassic types classic of ofclassic ofclassic cars. cars. classic cars. cars. cars.

£89,995

Stock Number - 22179

£164,995

Stock Number - 22547

ROLLS-ROYCE ROLLS-ROYCE ROLLS-ROYCE ROLLS-ROYCE ROLLS-ROYCE SILVER SILVER SILVER SILVER SHADOW SHADOW SILVER SHADOW SHADOW SHADOW TWO TWO TWO DOOR TWO DOOR TWO DOOR DOOR DOOR DROP DROP DROP HEAD DROP HEAD DROP HEAD COUPÉ HEAD COUPÉ HEAD COUPÉ COUPÉ COUPÉ

by by H. H. J.by Mulliner J.H. by Mulliner J. H. byMulliner J. H. Park Mulliner J.Park Mulliner Ward, Park Ward, Park 1968 Ward, Park 1968 Ward, VIN: 1968 Ward, VIN: 1968 CRX VIN: 1968 CRX VIN: 6598.

CRX VIN: 6598.

CRX 6598.

CRX 6598.

6598.

A really A really Anice really Anice really car A nice really car innice excellent in carnice excellent car in excellent car inused excellent inused excellent condition. used condition. used condition. used condition.

It came It condition. came Ittocame ItRohdins tocame It Rohdins tocame Rohdins toClassic Rohdins toClassic Rohdins Classic Classic Classic CarCar ABCar AB for Car AB for anCar AB an extensive forAB extensive for an for extensive an repair extensive anrepair extensive during repair during repair during repair thethe during years during years the2019 the years 2019 the years –2019 2021. years – 2019 2021.

–2019 The 2021.

–The 2021. entire – The entire 2021.

The entire The entire entire hydraulic hydraulic hydraulic /hydraulic brake / hydraulic brake /system brake /system brake /system was brake was system renovated. system was renovated. was renovated. was renovated.

Everything Everything renovated.

Everything Everything from Everything from brake from brake from pumps brake from pumps brake pumps to brake to pumps pumps to to to thethe level level thecontrol. the level control. the level control.

The level control.

The big control.

The big 10-year The 10-year bigThe big 10-year service big 10-year service 10-year service waswas service done. service was done. was The done.

The was done. front The front done. suspension The front suspension The front suspension front suspension suspension waswas renovated was renovated was renovated was and renovated and renovated theand the springs and springs theand the springs and the springs and shock springs and shock and absorbers shock absorbers and shock absorbers shock were absorbers were absorbers replaced. were replaced. were replaced. were The replaced.

The rear replaced.

The rearThe rear The rearrear suspension suspension suspension suspension received suspension received received new received new bushings received new bushings new bushings new and bushings and new bushings and new shock and new shock and new absorbers. shock new absorbers. shock absorbers. shock A absorbers. lot A absorbers. lot ofAwork oflot Awork of lot Awork of lotwork of work on on thethe on electrical on the electrical on the electrical the system. electrical system. electrical system.

New system.

New system. windshield New windshield New windshield New windshield and windshield and rubber and rubber and rubber seals, and seals, rubber many rubber seals, many seals, lamp many seals, lamp many lamp many lamp lamp lenses lenses were lenses were lenses also were lenses also replaced. were also replaced. were also replaced.

New also replaced.

New replaced. radio New radio New and radio and New speakers radio and speakers radio and speakers asand speakers well as speakers well as electric well as aselectric well as well electric antenna as antenna electric as electric antenna antenna antenna were were installed. were installed. were installed. were The installed.

The AC installed.

The AC compressor The AC compressor The AC compressor AC compressor was compressor was alsowas also replaced. was also replaced. was also replaced. also All replaced.

All these replaced. these Allrepairs All these repairs All these repairs are these are repairs repairs are are are documented. documented. documented. documented.

The documented.

The total The total cost The total cost The was total cost was total approximately cost was approximately cost was approximately was approximately approximately SEK SEK 860,000 SEK 860,000 SEK 860,000 SEK !! 860,000 !! 860,000 !! !! !!

TheThe carThe car is The now is carnow The car isbeing now car is being now is sold being now sold being at sold being the at sold the very at sold very the atreasonable the very atreasonable the very reasonable very reasonable price reasonable price ofprice of SEK price SEK ofprice 545,000.

SEK of545,000.

SEK of545,000.

SEK 545,000.

545,000.

(Euro (Euro 47.500 (Euro 47.500 (Euro 47.500 (Euro or £40.000) or 47.500 £40.000) 47.500 or £40.000) orLOCATION: £40.000) orLOCATION: £40.000) LOCATION: LOCATION: LOCATION: Trollhättan Trollhättan Trollhättan Trollhättan Trollhättan

FöljFölj ossoss på FöljFacebook! på oss Följ Facebook! på oss FöljFacebook! på ossFacebook! på Facebook! www.tfcgb.com Industrigatan Industrigatan Industrigatan Industrigatan Industrigatan 4, 46137 4, 46137 4, 46137 Trollhättan, 4, Trollhättan, 46137 4, 46137 Trollhättan, Trollhättan, Sweden Trollhättan, Sweden Sweden Tel. Sweden Tel. +46520-18800 Sweden Tel. +46520-18800 Tel. +46520-18800 Tel. +46520-18800 +46520-18800 Industrigatan Industrigatan Industrigatan Industrigatan 4, Industrigatan 461 4, 461 37 4, 37 461 Trollhättan, 4, Trollhättan, 461 37 4, 461 Trollhättan, 37 Trollhättan, Tel: 37 Tel: Trollhättan, 0520-188 0520-188 Tel: Tel: 0520-188 00 Tel: 0520-188 00 0520-188 00 00 00 Följ Följ oss oss Följ på Facebook! på Följ oss Facebook!

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T r u e F e r r a r i C o n n o i sIndustrigatan sIndustrigatan eIndustrigatan uIndustrigatan r sIndustrigatan 4, 461 4, 461 4, 37461 37 4, Trollhättan, 461 Trollhättan, 4, 37461 Trollhättan, 37 Trollhättan, 37Tel: Trollhättan, Tel: 0520-188 Tel: 0520-188 Tel: 0520-188 Tel: 0520-188 00,anders@rohdinsclassiccar.se, 00, 0520-188 anders@rohdinsclassiccar.se anders@rohdinsclassiccar.se 00, 00, anders@rohdinsclassiccar.se 00, anders@rohdinsclassiccar.se anders@rohdinsclassiccar.se anders@rohdinsclassiccar.se, anders@rohdinsclassiccar.se, anders@rohdinsclassiccar.se, anders@rohdinsclassiccar.se, www.rohdinsclassiccar.se www.rohdinsclassiccar.se www.rohdinsclassiccar.se www.rohdinsclassiccar.se www.rohdinsclassiccar.se Follow Follow us Follow on usFollow onus Follow on us on us on anders@rohdinsclassiccar.se anders@rohdinsclassiccar.se anders@rohdinsclassiccar.se anders@rohdinsclassiccar.se anders@rohdinsclassiccar.se

Cavallino Building, ME15 9YG

184

184

185

185

speedsport gallery Sketch Study No 1

Graham Hill - Rheims 1964 Ferrari 250LM

Dexter Brown Gouache on board 2013

­ ­ ­ ­

­ ­ ­­

­ ­

­ ­

£1,350.00

An extensive variety of original motor racing paintings, photographs and autographed items for sale.

T: 01327 858 167 E: info@speedsport.co.uk www.speedsport-gallery.com Key Repairs & Personalisation for all Marques Worldwide

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Derby Plating PlatingServices ServicesLtd LtdEst. Est.1979 1979 Derby Derby Plating Services Ltd Est. 1979

Specialist electroplaters, polishers and Specialist electroplaters, polishers Specialist electroplaters, polishers and metal finishers. and metal finishers. metal finishers.

Re-chroming to Re-chroming to theconcours highest and Re-chroming to the the highest highest concours and show standards show concours andstandards show standards 148 148 Abbey Abbey Street, Street, Derby Derby DE22 DE22 3SS 3SS Tel: 1332 382408 148 Abbey Street, Derby DE22 3SS Tel: +44(0) +44(0) 1332 382408 Email: Email: info@derbyplating.co.uk Tel: info@derbyplating.co.uk +44(0) 1332 382408 www.derbyplating.co.uk www.derbyplating.co.uk Email: info@derbyplating.co.uk

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Lockton

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Clutch KitPressure Assembly Kit Assembly SUPressure High Pressure Fuel Pump Fuel PumpHub Assembly Splined Splined Hub Assembly Hub Assembly SUClutch High Fuel Pump SU High Splined 38CLTCHKIT# 38CLTCHKIT# Negative Earth -Earth AZX1308EN - AZX1308EN Rear C20890 Rear C20890 / C20889 / C20889 Negative Earth - AZX1308EN Negative Rear C20890 / C20889 42CLTCHKIT# 42CLTCHKIT# Dual Polarity Dual Polarity - AZX1308# - Front AZX1308# C19225 Front C19225 / C19226 / C19226 Dual Polarity - AZX1308# C19225 / Front C19226

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www.martinrobey.com | info@martinrobey.co.uk www.martinrobey.com | info@martinrobey.co.uk | info@martinrobey.co.uk | +44(0)| 2476 +44(0) | +44(0) 386 24762476 386 903 386 903 903

All prices include vat. All prices All prices subject All prices include include to vat. change Allvat. prices All prices without subject subject to change prior to change without notice. without prior notice. prior notice.

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10/09/2020 10/09/2020 10/09/2020 10/09/2020 15:13 15:13 15:13 15:13 Automotive brands represented here remain the property of their respective owners.

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Autobiography

INTERVIEW JAMES ELLIOTT PORTRAIT CHARLIE MAGEE

The recreation of the prototype I FIRST DROVE a car when I Countach will remain a one-off was ten. I drove a Citroën 2CV on because it took 25,000 hours, but, a private road at my uncle’s house. as well as being an important part He lived in the middle of nowhere of company history, it was a great in the countryside in Tuscany. I showcase for what Polo Storico remember it so vividly, even today. could achieve. This is very But then I was always passionate important when you are entering a about cars, which is something I market that has been well-served inherited from my father. He was a by others for decades. That project doctor and was crazy about cars was crucial in making Polo Storico and motorcycles his whole life. the reference point.

When younger he had an Alfa Our selling point is not volume Giulia Spider and used to regale but the quality of what we do. We me with tales of the freedom of have all the documents and the driving it in the 1960s. He also had drawings and spec sheets and we a pretty little Lancia Fulvia coupé, can check every single component and Porsches and BMWs, though to say whether it is original or not.

I think BMW was his favourite That authority is what sets us because he had several when I was apart. We currently remanufacture growing up in Sienna, Tuscany.

150 parts a year, which involves I was always fascinated by much more research than you engines and rebuilt Vespa engines might imagine, especially if we can in the 1980s when it was popular Head of Lamborghini Polo Storico track down the original tooling or to take them apart and upgrade and global after-sales director supplier and if it can be reproduced them. One time when I was 14 we in exactly the same way it was finished an engine and when we made at the time. went to start it, nothing happened.

Polo Storico merges all the creativity and Our philosophy is that the car must be It was only when we retraced our steps and craftsmanship of the past – when rules and exactly how it was produced originally. As a took it apart that we realised that I had put the regulations were less prescriptive – with today’s result, a lot of our work is undoing work that piston in the wrong way around. That little more organised industrial and business culture. customers have had done on their cars which setback didn’t stop me going on to study Pure creativity can result in amazing cars, but has not been to factory standards and specs. mechanical engineering at college! you need organisation to prioritise customer We are inside the factory but, as Lamborghini My first job was with an Italian company needs, like reliability and zero issues between did originally, we use a few outside suppliers making buses and coaches and I worked there service intervals. At the end of the day, though, and some are the same people. We also have for two years in after-sales. I started at the very to give new life to these cars that have already consultants who worked for Lamborghini in bottom checking warranties and investigating had a brilliant life must come from the heart. period, including one guy who was with the technical issues on the buses.

Since Polo Storico was launched in 2015, we company in ’64.

After a couple of years I moved to BMW as a have certified about 150 cars and done 40 or so I would like us to do more with the LM002. technical engineer in Italy. I had responsibility full restorations but, if you consider that in the When it came out nobody knew what was to for what was going on in the field, and did a first 40 years of the company we produced come but nowadays it is looking pretty couple of years there, then a couple more more or less 10,000 cars, that is our potential. pioneering, the first super-SUV. With the Urus responsible for the parts and accessories There is a ten-strong team split evenly between now being so important to Lamborghini, the business, but still in the field. Then I moved to workshop and the office and we do between LM002 seems more relevant than ever.

BMW’s HQ in Italy to run after-sales for the five and ten restorations a year. We currently Having been with major manufacturers all MINI brand, and stayed there for six years cater for everything up to the Diablo, and the my working life, I have always had company before moving to Lamborghini in 2006.

Murciélago will be next, in six years or so when cars – I currently drive an Audi A7 – but I My first job was still on the technical side, as it has been out of production long enough. harbour the desire to properly restore a car head of service, but in 2010 I was promoted to My favourite Lamborghini is the Countach. myself from the ground up. The problems are head of after-sales and in 2014 I moved to the The 350 and 400GTs were extremely elegant where and with what time.

USA to run the Lamborghini business in the cars and, of course, the Miura was a milestone The other challenge is what car, but that’s Americas, which accounts for about 35% of all in the industry, but it was the Countach’s DNA easy. I have always been in love with the production. In 2021, after Covid basically, I and design language that have stayed central to Countach. I still have very clear in my mind came back to Sant’Agata as after-sales director the company ever since. Even if you take our the poster that was on the wall in my room; it and also to be in charge of Polo Storico. It has current design, it started with the Countach. looked to me like a spaceship. The poster was been a really exciting time to be part of the Take the Revuelto: if you squint you see only of the 5000, but for me the very first cars are company as it transformed to be three-model the one silhouette, one line that has barely more desirable because they were the purest, based and has experienced a seismic change in changed since the Countach. with very clean and sharp lines. terms of culture and customer base.

Alessandro Farmeschi

Octane (ISSN 1740-0023, USPS 024-187) is published monthly by Hothouse Publishing Ltd, UK. Airfreight and mailing in the USA by agent named World Container INC 150-15, 183rd St, Jamaica, NY 11413, USA. Periodicals postage paid at Brooklyn, NY 11256.

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1983 FERRARI 512 BBI One of 42 UK RHD examples. Lovely original spec, matching numbers, 43,000 miles with fully documented history from new. All books, tools. Exceptional.

1967 MUSTANG 390 GT CONVERTIBLE Featuring the rare and most powerful 390ci S code engine option. Finished in period Springtime Yellow with black Deluxe option interior. A very original example.

1970 MERCEDES 280SE 3.5 CABRIOLET Supplied new to racing legend Roy Salvadori and one of 68 UK RHD examples.

Refurbished to a high standard in 2009 and remaining in very nice order throughout.

1962 JAGUAR E-TYPE SERIES 1 3.8 FHC A very special E-type restored to the highest standards by CMC Jaguar and Evolution E-types featuring many upgrades from the latter including their 5-speed gearbox.

1972 PORSCHE 911 2.4S One of 77 UK supplied RHD examples. Original spec, Gemini Blue with black leather Recaros and matching numbers. Fully documented restoration completed in 2003.

T E L : 0124 9 76 0 6 8 6 • T H E H A I R P I N C O M PA N Y. C O . U K T H E H A I R P I N C O M PA N Y C O M P T O N B A S S E T T W I LT S H I R E S N11 8 R H

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