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 PORSCHE 911 3.0 RSR FLAT-OUTIN A STUTTGARTLEGEND

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How amillion-dollar Mercwas smuggled
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8 Classic & Sports Car October 2020
 THE BIG PICTURE
The glamour of Errett Lobban Cord’s cars – not to mention their hefty prices – made them
magnets for the rich and famous. The magnificent Cord L-29 was beloved by the elite, from
movie stars to celebrity architect Frank Lloyd Wright – who famously owned (and crashed)
one – and that tradition continued with the 810 and 812 (see p122). Aviator Amelia Earhart
had an 812 and the model was a hit among the Hollywood set, with owners including Clark
Gable, Vivien Leigh, Gary Cooper, Sonja Henie and cowboy turned Western star Tom Mix.
But it wasn’t only bought by those who worked in front of the camera: here, director Cecil B
DeMille sits at the wheel of his Cord 810 Phaeton with actress Marsha Hunt in 1937. AC
GETTY

October 2020 Classic & Sports Car 9

 EAGLE
S I NC E 19 8 4

Eagle Speedster No.4

A V A I L A B L E I M M E D I AT E LY

E A G L EG B . CO M
+ 4 4 (0 ) 1 82 5 83 0 9 66

Welcome
L
earning about the private
people behind our public
figures is always fascinating,
never more so than in the classic
car world. For me, it’s endlessly
intriguing to discover the passions
of people whom we usually only see
in an official context. This month’s
interview with David Whale, Federation of British Historic Vehicle
Clubs chairman and regular C&SC columnist, is a perfect example
(p152). While Whale’s Rosengart SuperSept might not have won
over Jon Pressnell – or indeed many buyers in period! – its owner’s
enthusiasm for the importance of preservation, both of the car itself
and our hobby as a whole, is truly infectious, and we’ll be learning
more by delving further into his collection in the coming months.
Talking of the FBHVC, this seems like the perfect opportunity
to remind you all about the 2020 National Historic Vehicle Survey.
The Federation’s previous major survey was undertaken in 2016 and
revealed the importance of the classic movement to the UK economy,
boasting an annual worth of £5.5billion and directly supporting the
employment of more than 34,000 people. The next update had been
planned for 2021, but the devastating impact of COVID-19 and the
cancellation of so many historic vehicle meetings persuaded the
Federation to bring it forward, using 2019 as the base year.
The answers we give will direct the future focus of the FBHVC on
behalf of its member organisations and all UK enthusiasts, so it’s vital
that we get involved. The core of the survey is vehicles of at least 30
years of age, but there are also sections covering more modern classics,
too. The survey only takes 15 minutes, so head to www.fbhvc.co.uk/
2020-enthusiast-survey and fill it in before it closes on 12 October.
ALASTAIR CLEMENTS
Editor in chief
WHERE TO PICK UP THE NEXT ISSUE OF C&SC
Not everyone is able to get out to the shops at the moment, as the world battles to get back to some
kind of normality in the grip of the COVID-19 pandemic, so here’s how to make sure you can still get
your hands on your favourite classic car magazine without leaving your house.
The first route we would recommend is subscribing, to ensure you get the latest copy delivered
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Autoglym Wash & Protect Kit. Turn to p158 for full details.
You can also buy single copies and back issues via
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or at magsdirect.co.uk/classic-sportscar/
Finally, if you fancy going digital there are several
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(see themagazineshop.com/classic-sports-car/ for rates),
or on services including Readly, Exact Editions and Zinio –
just head to your device’s app store, and happy reading!
OCTOBER 2020 • VOLUME 39, NO 7
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October 2020 Classic & Sports Car 11
“After the purchase, export
proved to be the next major
hurdle: how should we get
the Gullwing out of Cuba?”

96 104

128
180

12 Classic & Sports Car October 2020

 Contents
NEWS STING IN THE TAIL 112
The big picture 8 Greg MacLeman reunites the greatest of
London Concours 2020 14 all 911 racers, the 3.0 RSR, with one of its
News & events 20 former drivers, ‘Mr Porsche’ Nick Faure
Sport 25 AHEAD OF ITS TIME 122
Lost & found 29 The innovative, stylish, but ultimately
doomed Cord 810 under the microscope
REVIEWS
Motoring art 36 AVANT-GARDE HOT ROD 128
Books 39 Driving a rapid rallying Citroën Traction
Models 43 SMALL BUT MIGHTY 134
Garage gear 44 Mick Walsh samples a supercharged
MG that took on the big boys… and won
COMMENT
Mick Walsh From the cockpit 47 LIFE IS A ROLLERCOASTER 140
Simon Taylor Full throttle 49 The ups and downs of pilot, speedboat
Martin Buckley Backfire 51 racer and Le Mans winner Luis Fontés
Letters 53 TINY DANCERS DO BATTLE 146
Next month 55 Honda Beat tackles Suzuki Cappuccino
PRESERVED LEMON 152
FEATURES A rare survivor reveals why Rosengart’s
KIDNAPPED IN PLAIN SIGHT 86 SuperSept failed against France’s finest
The incredible story of how a determined
enthusiast managed to get a Mercedes LIVING WITH CLASSICS
86 300SL Gullwing past Cuban customs Our classics 160
Your classic Austin-Healey Sprite 166
LAGONDA vs BRISTOL 96
Also in my garage 169
Martin Buckley compares two dropheads
The specialist 170
from a bygone era, when money was no
object where quality was concerned
BUYING AND SELLING
A PASSAGE TO INDIA 104 The marketplace 175
Two intrepid British adventurers brave Buyer’s guide TVR S-series 180
the Bharat roads by buying a Hindustan Classified picks from 191
Ambassador and striking out cross-country Future classic Lotus Evora 234

146

112
LONDON CONCOURS 2020

LONDON LAYS
ON THE CHEER
Britain’s prestige classic calendar was
kick-started in style in the capital, with
the first major event since lockdown
WORDS TOM EVANS PHOTOGRAPHY TOM EVANS & TIM SCOTT/FLUID IMAGES

It is a measure of the upheaval of Evans explained, “It’s not been

this year that any organisation
managing to put on any event can
reasonably claim hero status. That
is what Thorough Events achieved,
managing to stage the rescheduled
London Concours on 19-20
August at the Honourable Artillery
Company in the City of London.
It was the UK’s first major
automotive event to take place
since February – six whole months
of shows large and small cancelled.
And, as event director Andrew
straightforward by any stretch:
we’ve asked our sponsors to trust
us, and many have; we’ve asked the
venue to trust us, and they have
enthusiastically hosted us once
more, with 25% more space, a cap
on visitors, sanitising stations,
bespoke socially distant hospitality
and single entry and exit points.”
It helps that the London
Concours is held in the open air,
and social distancing is reasonably
easy to carry off. So air-kissing and

14 Classic & Sports Car October 2020

 elbow-bumps were the order of
the day. But other than that, the
traditional jaunty ambience of this
staple of the classic-car calendar
was largely retained. More than 80
cars were on display, ranging from
the interesting to the very valuable.
Unseasonably rainy weather
hindered the opening day, but still
hundreds braved it, before the sun
properly got its hat on for the finale.
Pursuit of Speed honours were
hotly contested, with the green-
and-white Jaguar XK120 rallied
by Stirling Moss, a Lamborghini
Countach LP400 ‘Periscopio’ and
a one-owner Ferrari F40 among
the runners – but the V12 Jaguar
XJ220 was nowhere to be seen,
except for in the programme.
Fittingly, the ex-Moss Jaguar was
awarded the class wreath.
Most classic fans find deceased
car firms inherently interesting, so
the eclectic Lost Marques class was
welcome, replete with names that
were inevitably tragic in one way or
another. And often because the
world didn’t always love them in
their day, let alone today. The
eponymous company founded
by Giotto Bizzarrini is among the
most captivating, because it had the
engineering and design credentials
to at least challenge the status of
Clockwise from main: ‘The reasons fans love Aston
sprawling 80-car socially
Martin were on display in
distanced set; 1933
Talbot 110 Alpine rep; their very own class – the
Bizzarini P538; Muldoon
and striking Ferrari Dino
highlight was perhaps a
handsome 1956 DB2/4’
Maserati, if not that of his former
firm, Ferrari. But it wasn’t to be.
Perhaps the highlight of the
140 cars Bizzarrini produced is
the P538, as displayed by owner
Nicholas Gatehouse. This thrilling
low-slung racer built for Le Mans
looked resplendent, and in this car’s
case features a Chevy 327cu in
smallblock V8; other, later cars
house Lamborghini V12s. The
class honours went the way of an
impressive Facel Vega HK500.
Purple is a colour rarely seen on
any Ferrari, but it looks lovely on
the 1974 Dino 246GTS owned by
Cecilia ‘Cici’ Muldoon. The Dino
story is, of course, a tragedy in
reverse: looked down on in its day
for not wearing a Prancing Horse
badge, and when other Ferraris
were becoming larger, faster and
at times more brutal, the dainty
Dino’s look and reputation have
only improved with time, along
with values totally off to the races.
So well thought of now, in fact, that
it comprised its own class this year.
Mexico-born Muldoon has lived
Hot rods in the City
The Speed of Sands class turned the spotlight
on to the beach at Pendine, the Welsh shoreline
that helped pre-war performance merchants
1929 FORD MODEL
A ROADSTER
Lil’ MissFire’s body and chassis show
signs that it was hopped up many years
ago, with a classic late-’50s ‘high-school’
style, fenderless and stripped down,
with a chopped ’screen. Ford steels with
big ’n’ little crossply tyres, buggy springs and a dropped ’n’ drilled front
axle give stance. It runs a choice of two different early Chevy V8s: a ’64
283cu in smallblock and a larger, mildly tuned 1960s 350cu in. It entered
the 100mph Club at 106.46mph, and can run the quarter-mile in 14 secs.
1930 FORD MODEL
A TUDOR SEDAN
Originally rodded by Jay Gordon of
Blackout Signs and Metalworks in
Texas, the Tudor was imported in
2017 and subsequent changes include
chopping 4in from the roof and adding
a 1932 Coupe ’screen surround. The body sits on a ’32 chassis, with an
upgraded 1960 Buick 6.6-litre ‘nailhead’ V8. It entered the 100mph Club
at the first attempt in 2018, with a quarter-mile best of 13.3 secs.
1932 FORD MODEL
B ROADSTER
Now featuring a 324cu in flathead V8,
a Weiand supercharger with electronic
fuel injection and a custom intake
manifold, this vibrant Model B runs on
ethanol, methanol or petrol. In 2006 it
did a 12.7 secs quarter-mile at 109.8mph – a World Record for a street-
driven flathead. The Ford has held or still holds many more titles, and
was the quickest vintage engine at Pendine in 2016, ’17 and ’19. It’s held
the class record since 2013, which now sits at 116.79mph.
1932 FORD V8 FIVE-
WINDOW COUPE
This 1932 car boasts a 409cu in
Chevrolet W-series big-block V8, and
fitted with a Z11 Super Stock cam
it produces around 460bhp, teamed
with a manual four-speed Muncie
transmission and a Champ quick-change rear axle. As with the other
entrants in this class, the Ford is a member of the VHRA’s coveted
100mph Club, having gone through the traps at Pendine at 107mph.
1947 FORD
DELUXE COUPE
This whitewalled coupe was restored
to factory spec in 2002, incorporating
a 2.6-litre flathead V8 engine producing
78bhp, coupled to a three-speed
manual gearbox. Two years of fettling
led the flathead to be modified and blueprinted to incorporate fuel
injection and a supercharger. This hugely boosted the power output
to 320bhp and, running with a host of gearbox and axle upgrades, the
car currently holds its class record, timed at 102.57mph.
October 2020 Classic & Sports Car 15
LONDON CONCOURS 2020
in the UK for 14 years, and has
owned her Dino since 2018. It lived
in California for most of its life
before she imported it from
Houston, and is one of just 31
produced in Viola Metallizzato.
“I come from a family of Ferrari
addicts, and the Dino is the most
fun you can have with so little
horsepower,” she laughed. “I love
the fact that its V6 engine has such
great heritage, starting with its use
in F1 and F2 cars in the late ’50s.”
Muldoon uses the Dino most
weekends around her Cotswolds
home, when she isn’t driving her
1934 MG PA or a 1955 Triumph
TR3: “All my cars are impractical!”
Aston Martin has not been in a
great place recently, underlined by
its disastrous stock-market listing
and ensuing CEO defenestration,
but the reasons fans love the firm
were on display in their very own
class at the concours. The highlight
was the winning 1956 DB2/4
owned by Philip Torr, originally
purchased by Count Charles de
Salis who, with Captain Gregor
MacGregor, instantly entered the
Alpine Rally. De Salis sold the car
in 1957 and it then appeared at
the 1970 London Jubilee Parade
and Concours at Alexandra Palace.
It was laid up from 1983 until 2015,
when it was sold to the current
owner as a barn-find. A 30-month
restoration followed to return it to
its original, rally-ready condition.
A fine selection of more modern
Astons was also shown, including
the ‘wedge’ Lagonda owned by
Rodger Dudding, one of 24 in his
400-plus car collection; the Series
IV was the last made, in 1990.
Lancia also had a class of its own
in the concours, Lancia Legends,
with dealer and collector Max
Girardo bringing no fewer than
four of his Group B Lancia 037s
to the event. Designed to take
advantage of then-new regulations
in rallying, the combined Lancia,
Abarth and Dallara project
16 Classic & Sports Car October 2020
Simon Thornley with the earliest B20 GT S2
demonstrated the capacity of
Lancia’s supercharging technology
with a 2-litre ‘four’ rated at 205bhp
in its most basic state of tune.
The 037s featured were a 1984
Evo2 (one of only 20 made), an
ex-Fabrizio Tabaton and Carlo
Capone 1983 example, the 037
driven to sixth place by Miki
Biasion in the 1984 Rallye Monte-
Carlo, and the 1985 Rallye des
1000 Pistes-winning Evo1.
Several of the Lancias on display
were restored by class sponsor
Thornley Kelham, and Simon
Thornley brought along his lovely
1952 Aurelia B20 GT to the event.
His is the first Series 2 Aurelia ever
made, featuring subtle design
changes and altered valve angles for
more power. A development car
Class victor Lancia Stratos is dwarfed by the 037s.
Below left: rally regular Aston DB2/4 of Philip Torr
Lamborghini Espada beat its stablemates
owned by the factory for five years,
it also has racing pedigree: the car
received the Alpine Cup in 1952 for
completing the Coupe des Alpes,
piloted by Ferdinando Gatta and
Jacques Ickx, father of Jacky.
“I love the car,” admits Thornley.
“It’s in very original condition –
though I did rebuild the engine,
perhaps boosting the horsepower
to around 100bhp.” He took the
car on the 2019 Coupe des Alpes,
where it wore the same race
number – 220 – as it did 67 years
before: “The Aurelia was a true
groundbreaker, being the first V6
production car, with transaxle and
inboard rear brakes to boot.”
Why does he love Lancia? “It
had an amazing mix of building
great race cars and amazing road
cars at the same time. We restore
lots of cars, but I think in terms of
engineering, from the war until
the early 1960s no one could really
touch it. And despite the rust-prone
reputation the marque sadly
acquired in the 1970s, many of
the later cars were also great. I’ve
now owned three Delta Integrales,
Gorgeous 330GTS claimed overall victory
and they were all bulletproof.”
Lamborghini was the third
manufacturer to be honoured with
its own set, featuring the 400GT
that was apparently once used by
Paul McCartney and can be seen
outside the location of the famous
rooftop gig in London in The
Beatles Anthology. It was restored
between 2012 and 2015 to concours
standard, and is one of only five
right-hand-drive examples built.
Other highlights included an
Espada upgraded to Miura SV
spec, and one of only two with
a panoramic roof, plus a rare
Silhouette and the beastly LM002
featured in last month’s C&SC.
Each year one collector takes
centre stage, and following in the
footsteps of C&SC’s own Julian
Balme was Ian Callum, former
Jaguar design chief and father of
the Aston Martin Vanquish. Rather
than celebrating the many cars he’s
had a hand in, the group was from
behind his own garage door (p18).
Bragging rights for Best in Show
was eventually secured by the
Ferrari 330GTS that reigned in
the spectacular Convertibles: The
Golden Era class. Displayed at the
Turin motor show in 1967, the car
came to the UK 50 years later.
With cars of this quality brought
together under such trying
circumstances, 9-10 June 2021
and a return to the City is a date
to pencil into diaries now.
LONDON CONCOURS 2020

Inside Ian
Callum’s
private car
collection
Former Jaguar design
chief Ian Callum brought
along six cars from his
personal motor house,
and the ever-affable
Scot took time to take
us on a tour of his
eclectic garage
PORSCHE 911 (993) CARRERA 2
“I’ve always loved the classic 911 shape, and the 993 is my favourite. It benefited from being in the middle of 911 designs
– the 964 and 996 – that were less successful to my eyes. I had to have one. Prices were going up, but after 18 months
I finally got a call from Williams Crawford in Cornwall. I bought it unseen, on 65,000 miles. A Carrera 2, it had already had
the perfect modifications from Germany’s Roock Racing, who’d chopped a fair bit of weight out of it by removing the rear
seats, among other things. It had an engine rebuild at 30,000 miles, split-rim Cup wheels and it’s lowered, with a track
set-up that gives it just the right handling. I’ve driven it a far bit recently between my homes during the crisis.”

FORD MODEL B
“I’ve always been a hot rod fan, and John Golding in Southend has put it through
three renovations to get it to this, with the 1970s-period look – my favourite
trend. The original had a four-cylinder, and I think it was built in Cork. Most of
these feature Chevy engines, but being a Ford it should have a Ford engine – and
as I worked there at the time I got a nice discount on a 351cu in Windsor crate
engine. It’s good for c400bhp and, weighing c1200kg, you have to treat it with
respect. I’ve taken it to 120mph on strips, but I reckon it could do a bit more.”

JAGUAR XJ 4.2C TRIUMPH TR6 ASTON MARTIN MINI COOPER

“I always wanted one. The pillarless
design is exquisite – I’m not surprised
it was Lyons’ favourite. I tracked it
down in St-Tropez and swapped it to
right-hand drive. The vinyl roof went
in its restoration by Miles Classic,
which added sportier suspension and
18in alloys that look like steelies.
I gave it fatter 225 tyres, which
with a smaller 14in steering wheel
communicates a surprising amount
but conserves that effortless XJ
experience. I like the XJC so much
I looked at giving the X350 XJ the
coupé treatment as a one-off, but
pillarless would have been tricky to
say the least so I dropped the idea!”
“I bought it on a whim while trawling
the internet. I’ve always wanted one,
but so many are rotting away now
that I searched far and wide until
I found one in 2013. It originally
lived in Canada, but had already
been converted to right-hand drive
when I got it, and then put through an
extensive rebuild. I slotted in triple
Weber carbs, which boosted power
to around 150bhp. I use this one the
most; it’s perfect for a sunny Sunday.
I’ve only ever driven it once with the
roof up, when I got caught in the rain.
It’s a fair-weather car, and so much
better than the TR7; that was over-
bodied and hasn’t aged very well.”
VANQUISH S
“I realised one morning that I’ve never
actually properly owned any of the
cars I designed. So I settled on my
favourite, the Vanquish. Part of it was
that it was quite a concise, precise
design process. Buying it brought
back memories, and when I drove it
I was surprised by how good it was.
It didn’t feel old. The hydraulic ’box on
the earlier cars was less than perfect,
but the issues had largely been solved
by the time my 2005 example was
produced. Driving it, I thought of ways
it could be better, and that process
ended up becoming a business with
the launch of the Vanquish 25.”
“This is the car I’ve had for the
longest. I bought it 25 years ago when
it was 18 months old and had 18,000
miles on the clock. My children utterly
loved it when I brought it home, and
one of them owns one today. I’ve only
put 7000 more miles on it since. It’s
a brilliant design. The shape derived
out of efficiency is perfect. Wearing
the right wheels it has one of the
best stances of any car.”
…and his favourite of all?
“I don’t like that question but, if
forced, I’d have to go for the 911.
Oops – I suppose I was meant
to say the Vanquish!”

18 Classic & Sports Car October 2020

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NEWS & EVENTS
The 2020-’21 classic calendar is
moving through the gears, with
more events confirming their dates.
Doors to museums have been
unlocked, too, with the British
Motor Museum expanding its
opening hours to now include
weekends, and Mercedes-Benz
World at Brooklands welcoming
visitors from Friday to Sunday.
Transport Museum Wythall
opened for the first time since
October 2019 on 8 August, with
plans for opening Wednesdays and
Saturdays throughout September.
Booking is essential at each, with
reduced capacity being managed.
The National Motor Museum at
Beaulieu has been open since 4 July,
and has run a series of its ‘Simply’
20 Classic & Sports Car October 2020
CLASSICS SET FOR
2020 GATHERINGS
events already. September’s
editions include Vauxhall (12th),
Ford (13th), British (20th) and
Porsche (27th), with the BMW
outing held on 4 October. The
Autojumble and MX-5 Show and
Shine have been delayed to 2021.
The Milano AutoClassica has
pulled its event forward by two
months, to 25-27 September, and
Auto e Moto d’Epoca in Padua,
Italy, expects to run from 22-25
October. In Blighty, the Sywell
Classic will be on 19-20 September,
Bicester’s Sunday Scramble returns
on 4 October and clubs continue to
sign up to the NEC Classic Motor
Show from 13-15 November.
More than 80 confirmed within 48
hours of bookings being open.
Other events remain affected,
including Retro Classics Stuttgart
moving once again – for the final
time, organisers say; it will now be
held from 25-28 February 2021.
Auto Royale, which was expected
to launch this summer, will
now hold its inaugural British
International Concours d’Elegance
on 16-18 July 2021 at Waddesdon
Manor near Aylesbury. Hosted by
C&SC’s Alain de Cadenet, 120
years of Sir William Lyons and the
‘More than 80 classic clubs
confirmed within 48 hours
of NEC Classic Motor Show
bookings being open’
Luton local heroes on show
Vauxhall is opening its treasure-
trove Heritage Collection to the
public for the first time outside of
open days, with significant models
on display at Luton’s Stockwood
Discovery Centre from 5 September.
‘Vauxhall – Made in Luton’ will
feature 10 important cars from
the marque’s 115-year history,
bookended by the first produced at
the Kimpton Road factory, a 1905
7/9HP, and the last passenger car
to roll off the line, a Vectra in 2002.
Complementing this primary
display, each month a different
career of Juan Manuel Fangio will
be among the concours classes.
Mark Woodward Classic Events,
which puts on shows at Ripon,
Leighton Hall and more, has
postponed its meetings until 2021,
but the Newbury 4x4 & Vintage
Spares Day will still go ahead on
4 October, so too the Malvern
4x4 Spares Day & Land Rover
Autojumble on 25 October.
Meanwhile, The London to
Brighton Veteran Car Run, now
backed by RM Sotheby’s, has been
given the go-ahead for 1 November
to Madeira Drive. The traditional
destination remains locked in local
dispute, having been closed since
April, but is expected to be open to
special events at the very least.
‘hero’ car will fall under the
spotlight, kicking off with a 1959
PA Velox. This will be followed by
an HP Firenza ‘Droopsnoot’, a
Mk1 Astra GTE, a Lotus Carlton,
the 1966 XVR concept, the 2003
VX Lightning concept and the
UK’s first 100mph car, the OE-type
30-98, among others.
‘Vauxhall – Made in Luton’ runs
until 11 April 2021, open Thursday
through Sunday from 11am
until 5pm. Admission is free, but
booking is essential. Visit www.
culturetrust.com/vauxhall

Fast Fords power
first Manx meeting
After a long wait, the Isle of Man
Motor Museum hosted its first
event of 2020 on 26 July. The Ford
Festival and Classic Car Show
celebrated 50 years of the Mk1
Escort RS1600 and there were six
Mk1s Escorts in attendance, along
with a pair of Mk2s.
Also present was a wide variety
of Fords through the ages, ranging
from a 1914 Model T all the way to
a 2018 Ford GT supercar and just
about everything in between,
including a Model A, an American
Customline, four Capris, MkII
and MkIII Cortinas, a Consul and
BLENHEIM
PALACE
BONANZA
Star Le Mans cars will be at
the Salon Privé Concours
d’Elégance at Blenheim Palace
from 23-26 September to
headline the Milestones of
Endurance Racing class. Two
Alfa Romeo Tipo 33s are
expected, one being the 1975
Targa Florio-winning V12.
Touring Superleggera will
be in attendance, with a 1948
166 Inter coupé expected in
the Ferrari celebrations. The
166MM that won Le Mans
and the Mille Miglia in 1949
returns to the UK, too.
Just 250 tickets went on
general sale on 1 September.
See salonpriveconcours.com
a Prefect. The modern classic
models were well represented, with
a number of Focus STs and RSs,
along with Fiesta STs and an Escort
Cosworth as well as a pair of Mk2
Fiesta XR2s. Among the muscle
cars were different generations of
History books from Hethel
Classic Lotus owners have been
given a boost by the Hethel
factory, with the Norfolk marque
announcing a new Certificate of
Provenance programme. And to do
so, it demonstrated the benefits on
its latest acquisition: the Esprit
owned by founder Colin Chapman.
The metallic Silver Diamond
Lotus, UVF 464X, was Chapman’s
company car and sold on his death
in 1982. It was the first Esprit to
have power steering, and the boss
requested lower suspension, better
brakes and BBS Mahle alloys.
STEVE GLYNN
From far left: A meets Cossie;
Escort timeline; ’61 Consul 375 DIAMOND HELP FOR CHARITY
Blue Diamond Riley Services has
joined the list of Starter Motor
the Mustang, plus a selection of supporters, passing on the joy of
interesting Ford-powered classics old cars to younger generations.
such as a Rover 75 V8 estate and a The firm will maintain the charity’s
fabulous De Tomaso Pantera. collection of classics that are
Elsewhere, the event attracted a loaned to budding enthusiasts.
large number of other classics and
supercars including a Lamborghini
Aventador and a Mercedes-AMG
GT R, plus a brace of Nissan R33
GT-R Skylines, a Toyota Supra,
a Triumph Dolomite Sprint,
several Austins, a rare Honda Civic
Jordan and a Maserati Biturbo
Spyder to name but few.
“It was a welcome sight to see
the display area so full of cars,” SINGER’S NEW SONG
says event organiser and museum Hoping to reach a younger
volunteer Steve Glynn. “We audience, the Association of
counted more than 70 in total, just Singer Car Owners has changed
under 40 of which were Fords, and its name to the Singer Motor
everyone had a great time catching Club and launched a new tiered
up and sharing their stories about membership scheme. Packages
their pride and joy.” start from £10 for those aged
18-35. Visit singermc.club
Margaret Thatcher even drove the
car around Hethel on a visit in 1981.
Its heritage is now preserved
to demonstrate the provenance
package, which provides owners
with a presentation box that
includes documents, an aluminium SUPER SALE AT THE PALACE
plaque engraved with the owner’s Gooding & Co’s first European
name, a keyring, carbonfibre sale, Passion of a Lifetime, has
bookmark, four badges and a pen. been rearranged for 5 September,
Most important, though, is the swapping Somerset House for
contents of those documents. Hampton Court and the Concours
Included on the certificate is the of Elegance. The sale features a
VIN, paint code and production Bugatti T57 Atalante (est £7m+)
date, while the ‘Build Specification and more. See goodingco.com
Letter’ details the vital information
and options where known.
Finally, Lotus CEO Phil
Popham thanks each customer with
a personalised letter. “What better
way to launch our Certificate of
Provenance than by showing how it
has validated the history of a unique
Turbo Esprit,” he said. “The Lotus
archive is a catalogued database of
information and can provide a MEMBERS ONLY
wealth of facts on any Lotus car Organisers of the
from any era. It’s the perfect gift postponed MotoFest
for every Lotus owner.” event in Coventry have created
The Certificate of Provence a club for fans to join. Members
will set UK-based owners back will be invited to four club events,
£170, with prices varying overseas. receive discounts with sponsors,
For details, see www.lotuscars. see a virtual concours and more.
com/certificate-provenance/ Visit coventrymotofest.com
October 2020 Classic & Sports Car 21
NEWS & EVENTS

Diamond days in store for Jaguar

Federation
The world’s first
update
glimpse of the E-type
Recruiting for the Federation
Roadster. Right: ‘new’ team is always challenging
factory examples but, like buses, in recruiting

JDHT
One of the classic world’s most the cars signed-up are the first
important models turns 60 years roadster, 77 RW, and the last,
old in 2021, and preparations HDU 555N. The entry recently
are already under way to make reopened, so email etype60 @
it a birthday to remember. jaguarheritage.com if you fancy
On 12-13 June, the Jaguar joining the £6500 tour.
E-type Club will mark the 60th As a final birthday present to
BEN WOOD
for a legislation director I was
delighted when two highly
capable candidates came along.
The challenge was to retain
the interest of both.
Enter Lindsay John Irvine,
our new legislation director.
Irvine was called to the bar and
entered private practice before

anniversary at Shelsley Walsh
Hill Climb in Worcestershire.
Owners are expected from across
Europe for a weekend of tributes
including a ‘Hall of Fame’
presenting a cavalcade of important
cars such as the Geneva press
launch coupé, 9600 HP, and the red
roadster from The Italian Job.
Cars will do battle on the hill,
with demonstrations by famous
examples and personalities, while
off-track there will be music, film
Jaguars will congregate at Shelsley in 2021
and art with a ‘Swinging Sixties’
theme. See www.etype60.com
Not to be outdone, the factory’s
E-type 60th Anniversary Tour
travels from the JDHT Collection
at the British Motor Museum
in Gaydon to Switzerland from
6-14 March to coincide with the
anniversary of the launch. Among
itself, Jaguar has also announced committing to a career in the
the launch of an E-type 60 Edition. Royal Air Force for more than
Six matched pairs will be built at 30 years, holding the positions of
Jaguar’s Classic Works facility, each director of legal services and head
using donor 1960s 3.8-litre E-types
restored to 60th-anniversary
tribute spec: a Drop Everything
Green ‘77 RW’ roadster and a Flat
Out Grey ‘9600 HP’ coupé. Each
will be finished with design details
created in conjunction with Jaguar
design director Julian Thomson.
See www.jaguar.com/classic
The bus adage of waiting for one and
getting two rings true for the FBHVC

MOSS AND JENKS WIN AGAIN Big screen of the legal branch in the rank

at Bicester
of air vice marshal.
The W196S Mercedes-Benz 300SLR ‘722’ in which Stirling Moss and Cars have been a lifelong
Denis Jenkinson famously won the 1955 Mille Miglia has been crowned interest: he owned an MGB,
Best in Show at the inaugural Concours Virtual, a particularly poignant followed by a Riley 4/72 while
win following Moss’ passing in April (C&SC, June 2020). H o l l y w o o d ’s posted to Cyprus and has had his
Bertone’s stunning, fully functional Lancia Stratos HF Zero best and most Riley RME for more than 25 years.
concept of 1970 claimed the runner-up spot ahead of the 1970 iconic car films Our second candidate, Peter
24 Hours of Le Mans-winning Porsche 917K. – including The Spours, was very enthusiastic
The free-to-view online concours d’elegance had raised more Italian Job and about supporting our work and,
than £30,000 for Unicef’s pandemic appeal at the time of writing, Le Mans ’66 – with his senior roles at BT and
with 245 cars falling under the judges’ scrutiny. Just one was will be shown TomTom on the cutting edge of
honoured twice: Robert Kudela’s spellbinding 1948 Talbot-Lago at Bicester technology, law and commerce,
T26 Grand Sport by Figoni et Falaschi (C&SC, December 2019), Heritage for a was perfect for a new and exciting
which claimed the People’s Choice Award and the Hagerty Junior special series of role of environmental director.
Judges’ Award. drive-in cinema I’ve written before about working
The National Motor screenings on the weekend of towards net-zero emissions; we
Museum’s 1960 Bluebird CN7 18-20 September. The Classic Car need a credible, robust path that
scooped The Spirit of Speed, Drive In Weekend will show six will serve the test of time.
the British Motor Museum’s films a day across two screens, Spours has owned various MGs
1963 Rover-BRM Gas Turbine along with a Bonhams MPH – PA, TC and B – and now devotes
topped the Most Ingenious Car auction, trade stands, club displays his time to a Lotus Elan.
category, while the contest and a 25th-anniversary celebration
for the Most Historically of Colin McRae’s famous home
Significant Car was won by a win on the RAC. Cars will hammer DAVID WHALE
1907 Thomas Flyer Model 35. around the figure-of-eight track FBHVC CHAIRMAN
For a list of all the winners, to add an evocative soundtrack to The FBHVC lobbies in Westminster and Brussels.
Sensational 300SLR won online concours see https://bit.ly/34ojDdM proceedings, too. To book tickets, Call Emma Balaam on 01708 223111, email
visit theclassiccarshowuk.com secretary@fbhvc.co.uk or see www.fbhvc.co.uk

22 Classic & Sports Car October 2020

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Mark Holme and Jeremy
Welch capitalised on the
misfortune of Ben Adams
to win the GT & Sports Car
Cup in their Austin-Healey
HISTORICS ARE A HIT IN HAMPSHIRE
There was drama from the off
at the Thruxton Historic on 15-16
August – and hard driving, too,
despite the Pre ’63 GTs opener
being an hour-long endurance
rather than a sprint.
James Cottingham established
a large lead in the Jaguar E-type he
later handed to Harvey Stanley but
the pair retired, likewise the other
front-running E-type of Paul
Pochciol and James Hanson.
British Touring Car Championship
ace Rory Butcher took to the front
in the E-type he’d taken over from
Jon Minshaw and crossed the line
48 secs clear of the similar car
of Oliver Bryant. Further back,
C&SC’s Julian Balme was delighted
with eighth place in ‘Chuck’, the
Triumph TR4 he shares with
James Mitchell, despite incurring
a penalty for too short a pitstop.
Having led Saturday’s Royal
Automobile Club Woodcote
Trophy and Stirling Moss Trophy
contest from pole to win by 12.4
secs, Lola Mk1 racer Ben Adams
was denied in Sunday’s GT &
Sports Car Cup. Driving solo in the
90-minute, two-pitstop epic, the
polesitter ran out of fuel with a
minute to go, allowing early leaders
Mark Holme and Jeremy Welch
SPORT
(Austin-Healey 3000) the spoils
ahead of Keith Ahlers and James
Bellinger (Morgan Plus 4 SLR).
It was a damp, safety-car-affected
race one for the Historic Touring
Car Challenge, in which leader
Ric Wood (Nissan Skyline GT-R)
fought back to reclaim victory. His
retirement in race two meant that
in the final combined
classification, a second
and a first put Patrick
Blakeney-Edwards
and Gregor Fisken
(Rover SD1) on top.
Blakeney-Edwards
won again in Pre-War
Sports Cars, battling
through to victory in Clockwise from above:
the Frazer Nash Super Adams’ Lola Mk1; Coyne’s
Sports he shared with Ford Mustang; Merrell’s
Mike Grant Peterkin. victorious Junior; Wood’s
Richard Merrell snarling GT-R; Pre-War
(Alfa GT Junior) took Frazer Nash winner
top honours in the
Historic Racing Drivers Club’s
Classic Alfa Challenge, while the
Ford Mustang of Dave Coyne
powered to Jack Sears Trophy glory.
Coyne couldn’t score the double,
coming home 28.3 secs adrift of
STEVE HINDLE
David Smithies (Cobra Daytona)
in the HRDC’s race for pre-’66
sports, GT and touring cars.
October 2020 Classic & Sports Car 25
SPORT
Matching times seal Shelsley win
Consistency was the key at the
Vintage Sports-Car Club’s first
competitive post-lockdown event,
held at scenic Shelsley Walsh in
Worcestershire on 8 August.
James Baxter recorded a fastest
time of 34.80 secs on both runs up
the hill in his 1935 Riley TT Sprite
to beat Ian Baxter in his 1937 Alta
61 IS, whose best was 35.12 secs.
SPECIAL
HILL WIN
Oliver Tomlin (below) was
the top classic finisher at the
British Automobile Racing Club’s
Harewood Speed Hill Climb in
West Yorkshire on 2 August.
Tomlin was the sole runner in
class 6B – for sports and saloon
cars made up to 1972 – in his eye-
catching Chapman Mercury 3,
a special built in 1954 by Phil
Chapman and originally powered
by a Mercury engine with an Ardun
overhead-valve conversion, but in
the overall standings he finished
one place ahead of the other
classic category winner, Thomas
Robinson in his MG Midget.
Robinson led the way in class
6A (for sports-racing and racing
cars built up to 1971) from the
Mini 1275GTs of Richard Derrick
and John Askew.
JCB PHOTOGRAPHY
26 Classic & Sports Car October 2020
HOWARD FIELDING/YMSF
YORKS EVENTTAKES SHAPE
CAPTURE YOUR CAR PHOTOGRAPHY
The all-new Yorkshire Motorsport
Festival will finally make its debut
Clockwise from main:
in Holmfirth from 25-27 June
spectacular Baxter in
Riley; Bowyer Jnr pushes 2021 with a bigger event than
hard in LeaF; Leigh was planned for 2020, including
aboard historic GN engineering and retail villages
alongside competitive action. See
yorkshiremotorsportfestival.co.uk
CLUB MAN TAKES CHARGE
Having raced with the Historic
Sports Car Club for more than
Notable was the class of Shelsley Bowyer in a ’28 Lea-Francis P-type two decades,
Specials, including the 97-year-old shared with her father, Simon. Roger Bevan has
GN Spider that in 1926 claimed the A number of competitors stayed been elected
hillclimb’s outright record in the for The Reg Phillips Memorial chairman. He
hands of Basil Davenport. Fresh Trophy on Sunday, where David recently retired
from an engine rebuild and now and Allan Warburton made it a from racing his
being driven by David Leigh, its family one-two in their Gould ex-Emerson
42.71 secs best was enough for GR59, on a day when ’bikes were Fittipaldi Lotus
third in class. Several first-timers also in action and the Commercial 69 F2 car and has been key to the
were out, too, including Charlotte Vehicles class made its UK debut. Historic Formula 2 series’ success.
WILL BROADHEAD
Paddock profile
BILL CLEYNDERT
Luck’s BMW holds off Cars 1928
KERRY DUNLOP
XJ12. Below: Hall Cortina Ford Model A
chases Greenhalgh Falcon special, 1925
Bentley
3/41/2 Litre,
Tin-tops tackle Brands Indy 1966 Mini
Cooper ‘S’
Series HERO-ERA and others
At the Classic Touring Car Racing
Club’s second meeting of 2020, “I’ve been involved in motorsport
on Brands Hatch’s Indy circuit on for many years, having started in
1-2 August, James Janicki took his sprinting with a Westfield I built.
Nissan Skyline R32 from eighth “Inspired by the events that
on the grid to win the first Classic the late Philip Young organised,
Thunder contest ahead of Andrew I signed up for the ERA’s 2013
Wilson’s 7-litre Holden Monaro. Peking-to-Paris Rally in my Ford
Janicki didn’t start the second, Model A Special and had the
which was won by James Card in two by beating Stephen Primett adventure of a lifetime. That
(BMW E46 M3) from Andy (Ford Escort Mk1) in the second. changed my life and I became
Robinson’s ex-Paul Radisich Ford Rod Birley (Honda Integra) won hooked on classic rallying.
Falcon. The grid’s Blue Oval Saloon both the Pre ’93 and Pre ’03 races, “I have an ex-works Austin
Series wins went to the Escorts of despite pressure from the BMW 1800 that was used as a recce
Piers Grange and Martin Reynolds. M3s of David Griffin and Ian car on the ’67 London to Sydney,
David Howard (Jaguar XJ12) led Bower. Alan Greenhalgh (Ford so one ambition is to compete in
the opening laps of the Pre ’83 race Falcon) doubled up in the Pre ’66 a re-run of that event in that car,
until Mike Luck (BMW E21 320) event, shadowed throughout by so it has its chance to shine!”
passed for victory, and made it two David Hall’s Lotus Cortina.
 RH I

RH I

The Heritage Collection

Photo courtesy of Tom Hartley Jnr Ltd Archive

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COMPILED BYMICHAELWARE LOST & FOUND

Below: the unique BB frame as

purchased. Right: the rolling chassis
back in blue after refurbishing

BUCKLER STAYS
IN THE FAMILY
Buckler Cars of Crowthorne was and it later passed to a Gerard
founded in 1947 and its debut Gilligan. At around that time,
model was named the MkV because Ambrose’s uncle Malcolm Buckler
Derek Buckler didn’t want people was running the other backbone
to know that it was actually the car, often commuting in it from the
firm’s very first design. Among Isle of Man to Bristol. Gilligan
Buckler’s claims to fame was the removed some parts from his BB
fact that it was only the second and passed them on to Buckler to
company to design a car with a keep his car running, bu
spaceframe chassis – just pipped by they were never used The BB100 under restoration with
Cisitalia – and the first to offer a kit and instead were put Wilbert McKee. Below left: Ambrose
car. The firm’s eponymous founder away in a shed. collects the Buckler, Christmas ’05
designed cars, chassis, tuning kit The prototype, by
and more, concentrating mainly that stage a non-run
on the 1172 sidevalve formula passed on to Bob Hal
when many others were hotting- nothing with it before selling it to work. Simon Isles helped with the
up Austin Sevens. a delighted Ambrose. “I rescued repair of the bodywork, some of
Due to failing health, Buckler’s the car and reunited it with all of which was pretty dented – it had
last car was the BB100, a radical the missing parts,” he explains. no inner wheelarch protectors, so
design featuring a fully triangulated “She has the original 1172cc stones would pepper and dent the
backbone chassis (hence the BB) engine, the original seats, steering underside of the wings.”
and a beautiful aerodynamic body wheel etc. Wilbert McKee had The car is now finished, but
built in-house by Jonnie Offord. worked on both backbones at the there are still gaps in the history
A scuttle height of just 22in was factory and offered to help me with and Ambrose would love to hear
achieved by canting over the the restoration. He was the perfect from anyone who remembers it,
1172cc Ford engine, and it weighed man for the job – he had a fantastic especially Leonard Smith; email
in at just 7¼cwt (368kg). Only memory and did some amazing simon@bucklercars.com
two examples were built: the 1960
prototype and one other, which
was sold to private owner Murray
Major. The prototype was spruced
up, with the engine bay painted
electric blue and the body fire-
engine red, and displayed at the
January 1961 Racing Car Show.
Today, the car is owned by Simon
Ambrose, Buckler’s grandson. After
his grandfather fell ill, the BB100
was parked up at the works. “When
Grandad died, the little car was sold
to one of the apprentices, Leonard
Smith,” says Ambrose. “He dusted
her off and drove around Reading,
even fitting a full-width windscreen
PETER MCFADYEN

Simon Ambrose competes

for what must have been a very in his grandfather’s old
loyal girlfriend!” After that there car at Prescott following
was an owner in Sevenoaks, Kent, the rebuild, October 2019
LOST & FOUND
Forklift readies
the Compagno for
its carriage home
Pleased as punch with Suffolk Daihatsu find
Daihatsu enthusiast Jayk Allen has
discovered a super-rare example
of the marque’s first model to be
imported into the UK, the stylish
Compagno. Allen heard about the
Daihatsu via friend Pipey McGraw,
who bought a Toyota Century from
a vendor in Ipswich in 2018 and
spotted the Compagno in the yard.
After a year of unreturned
messages and calls, Allen was finally
able to contact the owner. A deal
was done, sight unseen, and he
headed to Ipswich with a friend’s
trailer for the 500-mile round trip
DESTINATION CANADA, ORIGINS UNKNOWN
Clockwise from above:
stickers hint at past track
action; profile similar to G4;
redundant front engine bay
30 Classic & Sports Car October 2020
Surprisingly good
interior. Above: work
begins on Daihatsu
to collect the car: “I didn’t really complete and absolutely stunning,
know what I was hurtling through and finding the back seat covered in
the countryside towards – all I knew boxes of the parts that were missing
was that it was old and that it had elsewhere was a godsend.”
a Daihatsu badge… I didn’t even The vendor popped the
know if it had an engine!” Daihatsu on to the trailer with
Thankfully, the 1967 Compagno his forklift, which is when Allen
Berlina 1000 Deluxe was largely realised for the first time that the
complete, albeit in a sorry state. Compagno has a separate chassis –
“It had clearly not seen the road and it was in excellent condition.
in a significant amount of time,” “The engine turns over and the
says Allen. “The headlights were front footwells are rotten,” he says,
missing, and at first glance it looked “but the rest of the interior
terminally rotten, but I was far too metalwork is really solid. I’ve
excited to care. The interior was already started stripping the car in
Sometimes you can fall for
a car even when you don’t
know what it is. Denis Caron
of Ottawa, Canada, did
just that when he recently
bought a vehicle without any
obvious provenance. All he
knew was that he liked the
shape, which reminded him
of a Ginetta G4. “The former
owner told me that it was
built in the Toronto/Ontario
area, but it is unknown when,”
says Caron. “My intention was to recycle the body on a tubular
frame similar to the one built by Ginetta. It may be a G4 body,
but beneath it was built on two Mini front subframes with
the Mini engine previously installed in the rear.”
Several hundred G4 bodies were built in the 1960s and
quite a few were raced successfully, but could this be one
or simply a replica? “From the photographs there is a strong
possibility that this special was built using a genuine G4
bodyshell,” says Trevor Pyman, Ginetta Owners’ Club registrar
and author of History of the Ginetta G4. “There are several
similarities, but also obvious modifications such as the rear
deck, while the windscreen and surround are not Ginetta
items. Having said that, there are G4s out there with far
more body modifications than this car.
“Several were exported to the Montreal area in 1965-’66 –
so this body may well be from one of those cars.”
Body of rare Japanese four-door is
complete, but has seen better days
preparation for separating the body
from the chassis so I can do a full
nut-and-bolt restoration. Only the
bumpers and a couple of very odd
bits of trim are missing, which I will
likely have to make from scratch or
perhaps get 3D printed.”
The seller knew no history and
Allen would love to find out more:
“I’m yet to discover another four-
door, so could this be the last one?
Regardless, I’m super excited that
I’ve managed to acquire such an
interesting piece of automotive
history; I hope I can do it justice.”
’58 Daimler with watchful doll ‘driver’
SLEEPING IN
SUBURBIA
C&SC’s own Alastair Clements
was surprised to stumble across
this 1958 Daimler One-O-Four –
named for the top speed achieved
by a prototype of this 31/2 -litre
saloon – in Sutton, Surrey,
where it appears to have been
sitting for some time. “Beneath
the mould and the debris, the
Daimler appears to be sound,” says
Clements, “but the mannequin
behind the wheel is a bit creepy!”
We were unable to track down
the keeper of this rare car, one of
fewer than 600 built, but they may
also be the owner of the 1990
Range Rover V8 alongside, which
has been off the road for a decade.
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LOST & FOUND

Trike proves that ‘four’ into three does go

The BSA as bought by Armstrong.
The body appears to be sound, but
with the steel stripped off (bottom)
the frame is not looking too good

BSA when owned by Peter

Aldridge. Below: Scout ‘four’
replaces V-twin; neat tail

Club registrar and historian

Each September, The BSA Front
Wheel Drive Club attends the
Beaulieu International Autojumble.
In 2019, Richard Armstrong from
nearby Ringwood called in on the
stand with photographs of a BSA
three-wheeler that he was about to
restore. OU 8997 was registered in
Hampshire in June 1931, but little
is known of its early history before
Peter Aldridge from Southall
bought the car in October 1970; he
joined the Club, but was not an
active member. Aldridge had found
the car some years earlier in an old
barn near Finchampstead.
Graham Skillen was intrigued by
the pictures, so he went to see the
car. BSA built its own bodies at first,
with some later by Carbodies
(a BSA subsidiary) and the New
Avon Body Co of Warwick. Skillen
is unsure of who built this car’s
coachwork, but suspects it may be
by Avon. A previous owner had
taken out the air-cooled V-twin and the remains of the fabric in steel.
fitted a four-cylinder engine from “The car is largely very original,”
the four-wheeled Scout. BSA did says Skillen. “The seats, hood and
this itself to later cars, but also sidescreens are untouched, but the
increased the chassis by 2½in – scuttle, doors and rear body are all
which hasn’t been done to this car. skinned with steel sheet held on
As built, the frame would have with gimp [upholstery] pins, much
been skinned in ply and then fabric. slimmer than household tacks – and
In this case, someone had covered an absolute so-and-so to get out!”

Bonneville
Healey bitsa
A friend of Scott Moler of Illinois
told him of a car his wife inherited
from her late father. Moler was not
interested in buying until he saw it:
“It’s a racer, with aluminium panels
wearing stickers including a Grant
200mph membership and one from
Bonneville in 1960. It says ‘Weland’ The SE5A looks rough as it emerges from a 34-year slumber… …but it cleaned up remarkably well and is now set for a rebuild
on the bonnet and is also rumoured
to have competed at Pikes Peak.”
The car was bought in 1998 as
REBUILD IS BACK ON TRACK AFTER 34 YEARS
a non-runner; the chassis is 1953 or Jaki Heath runs a ‘noggin and natter’ for the Reliant south from Manchester to see the Scimitar and, having
’55 Austin-Healey, with a 327cu in Sabre and Scimitar Owners’ Club in the Bromley area. been shown pictures of the ivy-covered building in
Chevy engine and a Jaguar back Recently, she was contacted by a local lady asking for which it was kept, he arrived armed with garden tools.
end. Sadly there is no paperwork. advice on selling a 1973 Reliant Scimitar SE5A , CLJ After gaining access, he had to prop up the roof with
999L. Heath passed on the enquiry to David Speed, scaffolding and a wooden door.
the club’s SE5 registrar, who knew of the former owner For a car that had been sitting for 34 years it didn’t
after he contacted the SSOC for restoration advice. look too bad. Speed fitted a set of slave wheels and the
Sadly, he died of cancer before anything could be done. car was pushed outside. “The body is blistered badly
He had bought the car from its original owner in in places and the bonnet was stuck, but the biggest
1979 and ran it regularly until 1985, when his firm downer is that the engine has seized,” says Speed,
gave him a Ford XR3i as a company car and the Reliant who has since bought the car and plans to commence
was put away in a garage. Speed arranged to come restoration as soon as his present project is completed.
Fascinating Healey-based salt-flats racer

32 Classic & Sports Car October 2020

LOST & FOUND
Clockwise from right: Ace
nose reshaped to be more
Cobra-esque; likewise the
rounder tail; spaceframe is
showing its age and recent
neglect in California garage
First Ace 2.6 is found
to end mystery at last
An important long-lost AC has
reappeared in the USA to supply a
missing piece of the jigsaw puzzle.
Chassis number RSX 5001 was
the first production Ace Ruddspeed
2.6, but had not been heard of
by marque enthusiasts since it left
Clockwise from main: rugged-
looking Sports Foursome as
found; dusty interior; period
plate remains with the car
34 Classic & Sports Car October 2020
France, but it may have gone to the
United States. Either way, before
the current owner purchased it in
1979 it had already been extensively
modified in an attempt to make it
into a Cobra of sorts.
The original Ford 2.6-litre
straight-six powerplant with
Raymond Mays cylinder head, plus
gearbox and back axle, had been
replaced by a Ford V8, a Toploader
gearbox and a different rear end.
The project was later abandoned,
however, and the car has been
sitting in a garage in California
for the past 41 years.
As a result of this discovery, all
the AC factory in 1961 to go to the of the original 37 Ruddspeed 2.6
distributor, Rudds of Worthing Aces are now accounted for by the
Ltd. Unusually, there’s no factory AC Owners’ Club, and an amazing
record of the first customer’s name. 35 of those cars survive.
It had been assumed that the The Ace has since been bought
left-hand-drive car – hence the X in by an AC enthusiast and will be
the chassis number – had gone to returned to original condition.
LOOTED THEN
LOCKED DOWN
Andrew Braban from Peterborough, who is
the new editor of the Armstrong Siddeley
Owners’ Club magazine, Sphinx, recently
bought a car but has been itching to get his
hands on it, having been unable to collect
the vehicle during lockdown.
It is an Armstrong Siddeley 17hp Sports
Foursome, and factory records show that
the chassis was laid down on 20 January
1936. The car was later registered BRW
756 in Coventry. The history of the Siddeley
for the following three decades to 1966 is
unknown, but it was bought that year for
£20 by a student who ran it as a daily driver.
A decade later, in around 1975, the 17hp
failed its MoT test and was put away for
a rebuild that never happened.
The car has been in storage since then,
but latterly the garage in which it lived was
broken into and it was vandalised, with
one headlamp stolen. It was purchased in
2019 by a club member, but due to other
commitments he decided to sell it on and
the car was due to be displayed ‘as found’
at the NEC Restoration Show, which has
now had to be rescheduled for 2021.
Look
familiar?
Want to track down a lost love or
looking for history on your current
classic? Send details and pictures to
the p11 address or email your requests
to alastair.clements@haymarket.com
NAMES NEEDED FOR E-TYPE
At Bonhams’ 2018 Revival sale,
Colin Whitelaw bought a 1962
Jaguar E-type, 2171 WK. It was
sent to New York in August ’62 for
a PA Sayer, c/o American Express,
but only one other owner is known,
Hossein Bina of Michigan, in ’93.
Email colin@broomestates.co.uk
IS CORSICA ROLLS YOURS?
Following the story about the
Bugatti Type 57 Corsica (C&SC,
June), Peter Marshall is keen to re-
establish contact with the owner
of the Corsica-bodied Rolls-Royce
20/25 that he bought for £90…
delivered! If you have PG 6440
now, email ar.01177@yahoo.co.uk
COLOUR-CHANGING Mk2
Dubliner Richard Williams now
owns 294 ELT, a Jaguar Mk2 3.8
that was a Case history in C&SC
in February 2008 and was bought
from Nadder Valley Classics.
Today painted Indigo Blue with
red upholstery, the car’s original
colour was Opalescent Blue.
Williams is keen to fill in the car’s
history; email orlw@iolfree.ie
MICHAEL WARE
Former curator of the
National Motor Museum,
Beaulieu. Send submissions to
waremichael29@gmail.com
 Above: Le Mans, 12
years apart – 1954
(on left) and 1966
(right). Below: Mil
Millas Sport, 26º
Edición poster image

Varela’s vision of José Froilán González heading to Le Mans victory in 1954 in a Ferrari 375 Plus

Pre-war titans, such as these Silver Arrows, have become a favourite subject for the Argentine

36 Classic & Sports Car October 2020

 Up close with the Alfa
Romeo 8C-35, depicted
with Hans Ruesch at the
1937 Monaco Grand Prix.
Right: Varela’s work is
created on vast canvases
in the studio he shares
with his father, Angel
MOTORING ART
RAFAEL
VARELA
After a career as an industrial designer,
this Argentinian fulfilled his dream
In February, a new name was the
talk of the art village at Rétromobile
in Paris. A late first booking meant
Rafael Varela was tucked away in
a corner, but those who discovered
his display were taken aback by his
bold and expressive work.
To further confirm his talent,
Varela sketched with charcoals
throughout the event, producing
some impressive results.
Because his father, Angel, is
a painter Varela grew up in an
artistic environment, but during his
formative years it was design that
appealed most. “As a boy I drew
and modelled cars, planes, ships
and spaceships,” he says. “My
interest in transport led to studying
industrial design at the University
of Buenos Aires. Later I took a
masters in transportation design at
the Istituto Europeo di Design.”
Following university, Varela
completed an internship with the
Fiat Group and for many years
specialised in designing sports
shoes: “I loved design, but never
stopped drawing and painting. My
dream was to make a living as an
automotive artist, and 2002 was a
turning point with a commission
from a classic-car magazine for
a poster to feature on the back
cover. That spurred me on to start
painting professionally.”
South American master Alfredo
de la Maria remains an inspiration
for Varela, but Europeans Walter
Gotschke and Geo Ham are
also greatly admired. “Both have
a remarkably expressive style that
goes far beyond a representation of
the automobile,” enthuses Varela.
“But fine art is also a major
influence for me. For colour, you
can’t match masters such as Turner
and Joaquín Sorolla, but it’s abstract
artist Fernando Zóbel that inspires
me the most. I love the skilful way
he handles paint to produce such
beautiful expressionist works.”
A wide range of automobiles
have fascinated Varela, from the
early Fuerza Libre road races in
Argentina to Le Mans prototypes,
but the pre-war era best suits his
style: “Smoke, oil and splashes of
mud all help to capture movement
and drama, which is why I love
the titans of the 1930s.”
Varela will employ any medium
to achieve the best impression
of speed. “For design work I used
markers, chalk pastels and pencils,”
he says, “but now the materials
need to be more expressive and
charcoal is my favourite.”
Currently painting in a studio
shared with his father, Varela likes
to work big with his broad, 4m-
long canvases filling the walls. In
lockdown the illustrious career of
local hero Juan Manuel Fangio has
been a focus for him, in between
ingeniously devising a way of
making protective visors using
plastic carrier-bag handles to help
with the local shortage. Art and
design clearly continue to burgeon
with this talented man. MW
See www.rafaelvarela.com.ar or
follow Rafael Varela on Facebook
October 2020 Classic & Sports Car 37
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WWW.HORTONSBOOKS.CO.UK
‘Lyons was at Kyalami to
witness the first appearance:
“Debuts can be shimmering,
gay, delightful affairs. They can
also be disasters. It was both”’
Mercedes-Benz
W201 (190)
This book certainly delivers
on its ambitious The complete
story billing, charting the
history of the Mercedes-
Benz 190 from its development and launch
through to its 1993 finale, via racing success,
record runs, and concepts and development cars
that even the marque’s biggest fans might have
forgotten. Comprehensive technical details help
to make it a useful resource, while the buying
advice will be welcomed by potential owners,
especially because the earliest examples are now
not far off their 40th birthdays. LP
£25 James Taylor, The Crowood Press.
ISBN 9781785007330
Book of the month
SHADOW
‘The late American entrepreneur had imagination,
drive and daring. Also an air of cultivated mystique
mixed with courtly bonhomie, a saleman’s glib
palaver delivered in rather stately language,
perhaps an overly stubborn sharpness of a business
pencil. But an artist’s soul?’
Author Pete Lyons’ introduction to the life and
racers of Don Nichols hooks you instantly. Any title
written by the 80-year-old is required reading,
and this comprehensive study should sit with the
finest marque histories by Doug Nye, Mark Dees
and Denis Jenkinson. That Lyons witnessed this era
adds authority, but his style brings the story to life.
The enigmatic Nichols had intended to write
his autobiography, but conceded that Lyons was
the man for the task and in his final years gave full
cooperation including rare access to his warehouse,
which Lyons christened ‘The Wizard’s Cave’.
Key figures are interviewed, from Nichols’
daughter Penny to team drivers and engineers,
presenting a balanced portrait of the often taciturn
founder. His journey from a Midwestern farm boy
who lost his mother in a tornado to a motorsport
legend had many turns before the tiny AVS Mk1
made its debut at Mosport in June 1970. The highs
of Jackie Oliver’s ’74 Can-Am dominance, the single
Veteran
Motor Cars
Don’t be fooled, this isn’t a
blow-by-blow, model-by-
model account of veteran
machines. It’s an accessible,
informative and easy-to-
read history of the dawn
of the motoring, starting with the transition
from horse-drawn to horseless carriages.
Its bitesize format and short chapters are light
without being patronising, and never allow it to
be daunting. It’s not cheap for just 64 pages, but
the mix of new and period photos complements
the enjoyable prose for a solid package. JP
£8.99 Steve Lanham, Shire Publications.
ISBN 9781784424206
BOOKS
Formula One victory in Austria in 1977, and F5000
are covered in depth – so too lows such as the final
failure to qualify at the 1980 French Grand Prix.
The first F1 venture with the cool, all-black DN1
is vividly recalled with quotes from all involved,
including designer Tony Southgate and American
George Follmer on his first F1 sortie. The GP team
was Oliver’s idea, and when Southgate left BRM to
design the new challenger from scratch in October
’72 the equipe didn’t have a premises. Southgate
set up a drawing board in his home garage and
among his new recruits was John Barnard. “Tony
was continually emerging with new concepts and
wasn’t bound by what other people were doing with
their cars,” recalled Nichols. “That’s what I liked.”
The all-enveloping bodywork was a bold departure,
the sleek shape fine-tuned in the wind tunnel at
University College, but there were problems with
the vibration of the Cosworth engine fracturing
the car and massaging drivers at speed.
The team certainly had style, with its black
transporter, a logo inspired by the 1930s cartoon
crime-fighter and Nichols’ big black Cadillac,
registered AVS 1 and shipped from America.
Lyons was at Kyalami to witness the first
appearance, recalling: ‘Debuts can be shimmering,
gay, delightful affairs. They can also be
disasters. The South African GP was a
ttle of both.’ The saga involved cars going
missing in transit, airborne bodywork,
chassis breaking in half and driver tension.
The story of welding up the rear
bulkhead the night before the Spanish
GP, with the worry the fuel tanks might
explode, is one of the great F1 tales,
particularly when 39-year-old Follmer
finished third. The promising start even
tempted Graham Hill to order a DN1.
A pertinent tribute to Shadow. MW
£75 Pete Lyons, Evro Publishing.
ISBN 9781910505496
Rover P6
James Taylor brings to
bear his usual attention
to detail in his second
The complete story offering
for Crowood this month,
doing justice to the P6
saga while also providing
a fantastic reference to make cars period-correct.
The foreword describes the fun he had writing
the book and it’s easy to see why: as well as the
paint codes and trims, it’s bursting with pleasing
little details from the P6-branded cigarettes
at the press launch to crash-test photos. The
later chapter dedicated to the Rovers that saw
police service is a firm favourite. GM
£35 James Taylor, The Crowood Press.
ISBN 9781785007217
October 2020 Classic & Sports Car 39
 BOOKS
WWW.HORTONSBOOKS.CO.UK

Morgan Plus 8
As the Fifty years an icon subtitle
suggests, Michael Palmer’s new book
charts the history of Malvern’s range-
topping two-seater sports car from its
earliest days in the late ’60s through
to its 2012 revival and beyond, via
the slightly challenging cross-eyed
Aero 8 and its thankfully rather more
attractive reincarnation.
There’s an understandable focus on
the engines that have powered the
model through the years, with no fewer than three separate chapters
dedicated to the initial search for a powerplant, including a potted
history of Buick’s lightweight V8, the Buick-derived Rover V8 and
its many 3.5- to 4.6-litre variants, along with the 4.8-litre BMW N62
V8 that brought the model into the modern age.
There’s a detailed dive into the Plus 8’s early development and
its competition success. That’s meat and drink for Morgan fans, but
there’s also a lot to interest general automotive enthusiasts, with plenty
of entertaining peripheral history and fascinating segues ranging from
Harley Earl’s Buick LeSabre to Rover’s experimental turbine-powered
T4. A thorough, detailed and most of all engaging work. GM
£25 Michael Palmer, The Crowood Press. ISBN 9781785007255

Ferrari 250 GTE

Few products from the Maranello stable
have been so criminally underappreciated
as the GTE, a car once deemed only
good enough to act as a donor to replicas
of more exalted 250 models, so it’s
refreshing to see this heartfelt tribute
from long-term owner Yvo Alexander
partnered with author Ed Heuvink.

18-20 sep 2020

Featuring 288 superbly reproduced
pages and limited to just 954 numbered
editions – just like the car – it’s a labour of
love, the highlight being some fantastic period imagery and ephemera.

Bicester heritage
After a slightly indifferent foreword by Luigi Chinetti Jnr, the book
proper kicks off with the history of Enzo and his marque, before
moving on to the development of the Colombo V12 and the origins of
the Pininfarina design, leading to an in-depth look at the life of the car
and its press reception, along with spin-offs such as the 330 America.
Some welcome personal insight from owners follows, not least
Alexander, all delivered with plenty of enthusiasm. Recommended. AC
€125 Ed Heuvink with Yvo Alexander, 2Produce/McKlein.

CLASSIC CARS
ISBN 9789090325620

ON DISPLAY, The Fred Opert Story

ON SALE AND
Fred Opert is a name few but the most
devoted of motorsport enthusiasts have
encountered, but this hugely influential

ON THE SILVER SCREEN American was at the very epicentre of

the sport for more than 20 years.
His story began as so many did, with
dreams of driving his way to glory, but his
natural business talent shone brighter and

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he began to help other young hopefuls on
their way to greatness instead.
Buying and selling racing cars in a New
York garage isn’t the most obvious path to fame, but he soon had every
budding driver knocking on his door wanting the latest, fastest British
single-seater available. Opert obliged with a passion and enthusiasm
that led him to play a key part in many drivers’ careers, such as Keke
theclassiccarshowuk.com Rosberg and many other stars of the ’70s and ’80s Formula One grid.
He wheeled-and-dealed in a way that just isn’t possible now, and that
makes his story very readable – full of anecdotes and scarcely believable
tales of scheming his way to the top. Hugely entertaining stuff. DC
£16.99 Peter Hill, Veloce. ISBN 9781787115651
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Equipe 50s
Combining Production Sports Cars under
3.8 Litres and Sports Racing Cars under 2
Litres with classes split pre and post 1956.

Equipe 50s re-creates the vibrant clubman racing of the

period where fantastic classic sports cars can be driven
on track by passionate amateur enthusiasts.

Cars run on Dunlop Historic Tyres to FiA appendix K

VSHFL¿FDWLRQ )L$ 3DSHUV DUH ZHOFRPH EXW QRW PDQGDWRU\
Equipe 50s is a series of races and not a championship.

By carefully selecting eligible cars, the series delivers

close and exciting racing with an emphasis on competitive
Equipe 50s Calendar:
yet high driving standards.

The 1950s produced some of the most iconic racing cars.

With Club Racing at its heart, Equipe 50s is inclusive
and social.
Snetterton September 5/6th
Come and join us Silverstone National October 3rd

equipeclassicracing.com

Photos: Peter French ZZZÀ\LQJWLJHUVFRXN Dickon Siddall www.dsdigital.co.uk

 MODELS

el of the month

GAZ 16A
utoCult, 1:43, €94.95
om Pegaso fire trucks to the concours-winning
bot-Lago T26 Grand Sport ‘Zipper’ car (C&SC,
cember 2019), AutoCult continues to produce
intriguing range of unusual subjects. There
ve been several Russian vehicles from German
omas Roschmann and his talented team, and the
est is the bizarre GAZ 16A hovercraft.
Developed in secret by Sowjets, the
1962 design looked as if it was inspired
by TV producer Gerry Anderson’s
Supercar. The all-terrain vehicle
featured two motors to lift the GAZ,
while a pair of huge propellers generated
gh thrust to power it along. As with all of
s releases, the detailing and build quality
b. To order, see www.carmodel.com

1:18
1 BBR’s 1957 Le Mans Ferrari 1 2
315S, £269.99
2 Norev’s 1969 Mercedes-
Benz 280SE 3.5 Cabriolet,
£94.99
3 Cult’s 1955 Aston Martin
DB2/4 MkII ‘notchback’
coupé, £176.99
4
4 Tecnomodel’s 1971 Ferrari
312B2, £249.99
3
1:43
5 AutoCult’s 1950
Triumph TRX, €89.95
(www.carmodel.com)
6 AutoCult’s 1934
Škoda Popular Special
Sport, €89.95
7 Spark’s 1950 Le Mans
Panhard Dyna X84, £59.99 5 6 7
8 Spark’s 1963 Le Mans
Lola Mk6 GT, £59.99
9 AutoCult’s 1956 Pontiac
Club de Mer, €89.95
10 Spark’s 1970 Interlagos
1000km BMW 2002
Esquife Vodoar, £59.99
8 9 10
11 Matrix’s 1964 Jensen
P66 prototype, £95.99
12 Maxichamps’ 1991
Jaguar XJ220, £36.99
13 Matrix’s Ferrari 250GT
Cabriolet S1, £101.99

11 12 13
Edited by Mick Walsh. Unless
stated, all items are available from
Diecast Legends (08448 878888;
www.diecastlegends.com); 10%
discount for orders from C&SC
readers quoting ‘CS1020’

October 2020 Classic & Sports Car 43

GARAGE GEAR

WOOD
TRACK Bugs on
the button
RACER REP Aspinal of London has produced
delightful new set of cufflinks
Original pre-war ‘spindizzies’ or tethered nspired by the Grand Prix Bugatti
racers are now highly collectible, but Type 35. The £195 sterling silver
Meandmycar is offering a new Bantam esign features hand-fired blue
Midget-style replica. Constructed from namel over the bodywork and is
original ’30s blueprints, this compact beauty mounted on a swivel T-bar fitting.
features a wooden chassis platform, replica t’s also available in red (and rose
(but non-working) engine and an aluminium gold) to honour Ettore’s Italian
body finished in green. Measuring 48cm birthplace, with each supplied in
long, the handsome piece costs £350. an Aspinal presentation box.
meandmycar.co.uk aspinaloflondon.com

Time for Dakar Looking good with a Leyland Under pressure

Omologato continues
to strengthen its ties to
motorsport by teaming
up wth SRT Racing
for the 2021 Dakar
Rally. A special
new chronograph
will mark the
occasion, with a
42mm case, matt-
black dial and Super
Luminova indices,
while under the bonnet
it’s running a Japanese
quartz movement.
It is offered with a choice of
four coloured silicone straps –
our favourite is Navy Blue. The
watch is priced at £370.
omologatowatches.com
Following a high point in which his father owned a Ford Escort GT, RaceSense has launched a tyre
graphic designer, illustrator and author Roy McCarthy was, by his own gauge perfect for fine-tuning
admission, “Trapped in the back of a succession of old Austin Allegros, pressures at circuits. The
Triumph Acclaims and Rover 200s” – £280 precision tool has a
an ordeal that forged a lifelong rugged, water-resistant
interest in unloved British aluminium casing, and
classics. Following his for an extra £45 comes
beautiful book A is for with a thermocouple
Allegro, the designer probe to check both
has now turned his hand pressure and various
to T-shirts, bringing temperatures across
famous advertisement the tyre. Accurate to
lines for, among others, the +/-0.1psi, to 100psi,
Morris Ital, Wolseley 18-22 and data can be synced
Triumph 1300 back after a long to mobile devices or
hiatus. Our favourite is the Austin a computer. There’s
Allegro, ‘The new European car also a handy offset
with a secret British ingredient.’ mode to keep your
Each shirt is priced at £20. readings private.
everpress.com/allegro-tee fastmateracing.com

Tested this month DIAMONDBRITE INTERIOR CLEANER

It’s refreshing when a product has a simple
name and, quite simply, does what it says
SKÄRA GLOSS-ENHANCING POLISH on the tin – or the bottle, in the case of
Stjärnagloss is back, reborn as ‘a genuine Diamondbrite. Just screw in the spray
detailing brand, rather than a new-wave pretender attachment provided, grab a cloth and
or generic scene relabeller’, it says. Part of the you’re set. Tested on
Dodo Juice roster, it’s lost none of its shine. Ahem. vinyl upholstery, it
There’s a product for every step of your went on easily and
cleaning programme, including this gloss polish.
Easy to use and quick from application to grit- 8 10
did a fine job, with
no unpleasant smell,
free shine, it also cleans as it works – a boon for lifting both older and
less meticulous car washers. Good bottle design more recent stains.
means the clumsy among us can knock it over It comes as part of
without spillage, and you don’t end up with too Diamondbrite’s Car
much splattered on your pad. Best of all, you don’t Care Starter Pack
have to reach for trim gel every time it thinks 810 (£27.50), or you can
about touching any plastics. At £12 for 500ml buy it individually at
it’s good value, and 100ml testers are available a very reasonable
for a fiver. Perfect for my Scandi-barge. JP £4.75 for 500ml. LP
stjarnagloss.com diamondbrite.co.uk

44 Classic & Sports Car October 2020

 www.traveldestinations.co.uk

 3 & 4 star hotels close to the circuit

 On circuit pop-up hotel – en suite
rooms available
 On circuit glamping tents
Automotive greats in profile  Private camping at Porsche Curves
& Tertre Rouge
Illustrator and poster designer Brian James has changed his style during
lockdown to produce a series of dramatic profile artworks of his favourite
cars. The paintings so far feature the Alfa Romeo T33 Stradale, the 1957
 3J½GMEP LSWTMXEPMX] TEGOEKIW
Le Mans-winning Ecurie Ecosse Jaguar D-type and the Jean Bugatti-
styled Type 50 Profilée. The framed originals are offered at £1500 each,  All coronavirus CONDITI
but James is also producing limited-edition prints, sized 76 x 34cm, at GERGIPPIH FSSOMRKW O
OK
ING ON
S
£90 each. The artist is always open to commissions, too.

FO
EB
are transferable or REFUN

RD
· SE
brianjames.biz
GUARA D

ETAILS ·
EV E RY B O
refundable N T EE

D
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Handy haul

OK
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EC
G T

I
FIN RO
ANC IALLY P

Few things in
life are more
frustrating
than not
having the
correct tool

New Stag struts

for the job.
This new
£32.29 set
from Clarke
should make
that a thing of the past, comprising
17 screwdrivers in flathead, Phillips
and pozidrive configuration, from
75-150mm. There’s also a ¼in bit
driver with 10 assorted 25mm Hex
and Star bits, plus 16 metric and
imperial allen keys, all in a holder
to prevent them from going astray.
machinemart.co.uk
Stag owners will be interested in
the latest offering from supsension
specialist GAZ: replacement front
strut inserts with adjustable
rebound for £110.61, and rear
dampers with adjustable bump
rates for £72.79. Each unit features
a protective zinc-plated body and
is tested before leaving the factory
with a two-year warranty.
gazshocks.com

NEXTBASE 622GW DASHCAM

Dashcam specialist Nextbase has launched its much-anticipated flagship
model, which is widely hailed as being the most advanced of its type thanks
to crystal-clear 4K video recording and in-camera image stablisation more
only found in high-
digital cameras. The
49.99 622GW also
ludes ‘what3words’
chnology for easily
npointing your

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cation to emergency
ervices, and super-
ow-motion playback
at’s very useful for
10 king out numberplates
namic situations. A
traveldestinations.co.uk
10
uality 3in touchscreen
e and quick using the
built-in Wi-Fi and mobile phone app. One of the most straightforward,
easy-to-use and capable dashcams currently on the market. GM
www.nextbase.com
OFFICIAL AGENCY
 THE FINEST CARS. THE BEST EXPERIENCE

JOIN US
SATURDAY THE
AUTUMN
26 SEPTEMBER
TH

ASCOT
RACECOURSE
BERKSHIRE

SALE

GOODWOOD. JULY 2020

A MAJOR AUCTION
OF 160 FINE AND
VARIED CLASSICS
1953 AUSTIN-HEALEY 100
A very significant part of Austin-Healey history, ‘DNH 828’ is one of the very first RHD Austin-Healey
100s, uprated to 100M spec. with correct performance parts supplied by the factory well before the
100M was launched. This, the first privateer Healey 100 to compete at Goodwood has a wonderful,
authenticated motorsport history and is superbly presented after a 1,700 hour, five-year restoration
by the renowned marque specialist, Rawles Motorsport. Estimate: £220,000-£260,000.
SILVERSTONE. JUNE 1954
See website to view all entries and to register to bid, in person at the auction and online
www.historics.co.uk

+ 44 (0)1753 639170 auctions@historics.co.uk www.historics.co.uk

 FROM THE COCKPIT

Mick
WALSH
ramatic paintwork, be it
an Art Deco design on a
‘Nicolosi discussed the Unfortunately the livery no longer exists
because the Delaunay family, now a haute couture
coachbuilt pre-war coupé idea with the artist but fashion house, demanded after her death that the
or an inspired race livery Bugatti be repainted. The Type 35 is still driven
to stand out on the she died before seeing by the Nicolosi family, but the jazzy design is
grid, regularly draws my now hidden under a plain silver finish.
interest. That fascination the car, which I’m sure she As a Bugatti enthusiast and a Delaunay fan,
probably stems from my joint passion for art and
automobiles, so I’m intrigued when a decorated
would have applauded’ the unique Type 35’s paint scheme has double
appeal for me. I covet the fabulous Fontenelle
car turns up that combines both. 1:8 limited-edition miniature, but can’t justify
The most famous union of engineering the £6000 going price. Thankfully, this year
and fine art is undoubtedly the BMW Art Cars, Norev launched a 1:12 Type 35 and when I saw
when the work of Calder, Stella, Warhol and From top: 1931 Citroën the prototype I immediately thought of creating
Lichtenstein took on a new dimension spattered C6 coupé with fashionable my own Delaunay Bugatti. During lockdown,
by race dirt at the Le Mans 24 Hours. I’ll never body decoration by a Leigh Hobden at Diecast Legends called to
forget an evening back in 2012 spent exploring a Modernist painter; Norev say that a supply had arrived and, while waiting
near-deserted NCP multi-storey in Shoreditch, 1:12 Bugatti repainted by for the package, I made sketches and sourced
where the full set was moodily displayed. Walsh to Delaunay style enamel paints. It proved tricky to take apart the
That racing art concept was conceived by superglued components, but once wheels, lights
Artcurial’s Hervé Poulain, an auctioneer who and spare were removed, I began masking up and
loves motorsport and commissioned Alexander painting the design. Once finished, I distressed
Calder to paint a CSL ‘Batmobile’ for the 1975 the wheels and scuffed the seats to give some
Le Mans. Best known for his abstract mobiles, character. There’s still detail work to do, but for
the American sculptor created the first – and to a fraction of the price I think my conversion is
my eyes the finest – of the series on the Bavarian a fun tribute to heroes Delaunay and Nicolosi.
beauty conceived by Wilhelm Hofmeister. My ever-growing collection of ‘car stuff’ is
My favourite connection between cars and generally restricted to the home office, but my
artists could have inspired Poulain and Calder. partner Liz adores this miniature and it now sits
In the 1920s Sonia Delaunay, the brilliant in the living room, complementing her Art Deco
Ukrainian-born Russian artist, was a key figure bird sculpture and Terry Frost prints. Sometimes
of the Modern movement during the inter-war art and the motor car blend brilliantly.
years. Her bold, colourful ideas were expressed
through a wealth of media including textiles,
fashion, theatre design and exhibitions. In 1937,
together with her husband Robert, she created
a dazzling aviation-themed mural for the Palais
de l’Air at the Exposition Internationale des Arts
et Techniques dans la Vie Moderne in Paris.
Delaunay’s abstract designs also featured on
coachwork in the ’20s, but never on a racing car.
However, the late, much-missed Rétromobile
founder Marc Nicolosi discovered a sketch that
clearly represented a Grand Prix Bugatti. No
doubt encouraged by his wife Isabelle, who runs
Galerie Vitesse, Nicolosi hit upon the idea of
repainting his own T35 to celebrate Delaunay’s
design. He discussed the idea with the artist, but
sadly she died in December 1979 and never saw
the finished car, which I’m sure she would have
applauded. The talented restorer did a superb
job, starting with a scale model before realising
the full-sized version. When the Delaunay
Bugatti was finally unveiled at Rétromobile it
was the talk of the show, and Nicolosi continued
to race and rally the car for several years.

October 2020 Classic & Sports Car 47

Our Classic Live
Auctions return!
14 th OCTOBER 2020
IMPERIAL WAR MUSEUM DUXFORD

1952 HRG 1500 Estimate £60,000 - £70,000

1953 Sunbeam Alpine MKI Roadster Estimate £35,000 - £45,000

FURTHER ENTRIES INVITED

The Imperial War Museum is Europe’s largest historic aviation centre, it is not only home to some of the
most iconic aircraft ever made but also to many of the skilled engineers and fabricators who keep them in the air.

The magnificent AirSpace building makes for a fantastic auction hall with the likes of a Spitfire, Harrier and Concorde
‘overseeing’ the bidding. A stone’s throw from Junction 10 of the M11 motorway, IWM Duxford has hosted our highest
grossing sale to date and witnessed numerous world record prices being set. We look forward to seeing you there.

GET IN TOUCH TODAY FOR A FREE VALUATION & TO CONSIGN WITH

EUROPE’S OLDEST CONTINUOUSLY TRADING CLASSIC CAR AUCTION HOUSE

For consignments and Damian Jones | 07855 493737 | damian.jones@HandH.co.uk

James McWilliam | 07943 584760 | james.mcwilliam@HandH.co.uk
valuations please contact: John Markey | 01428 607899 | john.markey@HandH.co.uk
Oliver Stirling | 07889 223904 | oliver.stirling@HandH.co.uk
Paul Cheetham | 07538 667452 | paul.cheetham@HandH.co.uk

To book a viewing or order a catalogue, contact us on +44 (0)1925 210035 or email info@HandH.co.uk

Can’t wait until October? Our next Live Auction Online is 16th September 2020
Register to bid and watch all the action live at HandH.co.uk

See website for terms and conditions. Find us on social media

 FULL THROTTLE

Simon
TAYLOR
I
n the mid-1930s a young sailor, on
leave from the US Navy with barely
‘He resprayed the XK120 Barlow had little success trying to sell more
mundane British products: the Americans were
10 cents in his pocket, was standing in Clark Gable’s favourite understandably underwhelmed by the Hillman
at a bus stop on Sunset Boulevard in Minx. But using Simca bits he built and raced
Hollywood when a gleaming white grey so nobody knew it two tiny, ultra-light two-seaters, which not only
Mercedes SS drove by. At the wheel beat the local MGs but, on the twistier tracks,
was an impossibly glamorous girl wasn’t new. Gable was the could humble Allards and XKs.
whom he recognised as Lilian Harvey, who had
just starred in The Temporary Widow with a young
proudest man on the lot’ Much of International Motors’ turnover came
from servicing European cars, which your local
Laurence Olivier. In the back, completing Chevy or Ford dealer wouldn’t touch. IM
the tableau, were two white dogs. Suddenly became a haven for the Californian sports-car
it came to him: selling stylish European cars crowd, and the young Phil Hill worked there for
to film stars could be good business. a while as a mechanic; so did Ritchie Ginther.
That man was Roger Barlow, and as soon In March 1954 it all went wrong. Barlow told
as WW2 was over he founded International his friends about the exciting new Mercedes
Motors. At first he could only afford to rent sports car with doors in the roof, and took lots of
a corner of the local Nash dealership, but soon deposits. To get the agency he had to take some
he had his own showroom in Beverly Hills. That 220 and 300 saloons, which were hard to shift –
gave way to grander premises at 5670 Sunset, although the notoriously tight-fisted Humphrey
just up the road from that fateful bus stop. IM’s original Alden Drive Bogart did buy a 220 cabrio for his beloved
Barlow bombarded European manufacturers premises in Beverly Hills. Lauren Bacall. But the 300SLs were late, the
with proposals to become their US distributor, One of the T-type MGs money ran out, IM closed its doors and Barlow
and his first success, oddly, was Armstrong has a reshaped tail, and disappeared to the UK to lie low. It was left to
Siddeley. In January 1946, he and his wife Louise in the showroom window others to make big money out of importing
picked up two Hurricane dropheads from Pier is Barlow’s Talbot-Lago European cars: but Barlow was the pioneer.
54 in Brooklyn and drove them 3500 miles, some
of it through snow and ice, back to Hollywood.
Then he agreed with Donald Healey to take
his Riley-engined cars, and of course the
fashionable MG TC was a good seller.
Meanwhile, he drove around Hollywood in
a Figoni et Falaschi Talbot-Lago, which he’d
bought in New York from a European lady down
on her luck. In 1948 he brokered the deal that
resulted in Saoutchik bodying a Cadillac for
a Californian millionaire, and then another
for an East Coast furrier. A real coup was the
outlandish F&F Delahaye shipped to New York,
without engine, for the 1939 World’s Fair.
War came, it never went home, and US customs
seized it. Barlow managed to get his hands on it,
but had to fit a Cadillac V8 to get it sold.
His remarkable contacts on the studio lots led
to a good sideline finding glamorous loan cars
for movies. He was on friendly terms with most
of the big stars, all of whom wanted to drive
eye-catching cars and weren’t worried that most
of them cost as much as two Cadillacs. Clark
Gable was mesmerised when the Jaguar XK120
was announced, and was determined to have the
first one in Hollywood. Somehow Barlow got
hold of a demonstrator with quite a few miles on
the clock. He resprayed it in Gable’s favourite
battleship grey so nobody knew it wasn’t brand
new, and Gable was the proudest man on the lot.

October 2020 Classic & Sports Car 49

 HISTORIC
AWARDS
2020
The Royal Automobile Club’s Historic Awards have been created to recognise excellence and
outstanding contributions to the UK’s historic motoring and motorsport industries.
Nominations close on Wednesday 30 September and are now invited for the following categories:

1 Collection 2 Competitive Event 3 Motoring Spectacle 4 Outstanding Journalism

5 Personality 6 Race Series 7 Restoration 8 Young Achiever

The Awards will be held on Thursday 26th November 2020 at the Royal Automobile Club on
Pall Mall, culminating in the Royal Automobile Club’s Lifetime Achievement Award.

To nominate or for more information go to

www.royalautomobileclubhistoricawards.co.uk

NOMINATE NOW

OUR PA R T N ER S
 BACKFIRE

Martin
BUCKLEY
he Rover 2000 – and the P6
generally – might just be the
‘I only sold my P6 because single-carb 2000 were a byword for gutlessness
even in period: when my mum and dad went to
apogee of British production my partner grew tired of buy one from Culvers Car Mart in Manchester
engineering. Advanced, the salesman directed them away from the car on
refined, safety conscious, being accosted by men of the basis of its inability to pull the skin off the
thoughtfully designed and proverbial rice pudding (0-60mph in 18 secs,
pleasing to drive, it was also a certain age who wanted four adrift of the slowest current production car)
– and this is the best bit – very, very saleable.
Rover couldn’t make them fast enough and,
to talk about the Rover’ and put the Buckley clan into a blue 3500.
Inevitably, P6s came my way in the 1980s but
unlike the much more celebrated Mini, these my pal Adam was the first to own one, a brown
cars actually turned a profit. This is not an 2200 bought for £40. He later acquired a V8
original thought on my part, but one suggested from a pitch in Stockport called ‘Cheap Cars for
by someone I was talking to earlier in the year; the Working Man’ where, to our amusement,
a man who owned a variety of exotics, but had the salesman tried to persuade him that the
gone out of his way to add a P6 to his collection. steering was “semi” power-assisted. Maybe it
What other mass-production medium-sized only worked on weekends and bank holidays?
British car set so many new trends and standards? From top: could this tidy I managed to extract a round 100mph out of
Name another, in fact, that effectively founded South African 2000 be the the lovely 2000 auto I owned in the late ’90s, but
a whole new genre, the 2-litre ‘executive saloon’, next addition to The Shed the acceleration was as glacial as advertised.
and was still in demand when it went off sale, 14 Collection? The P6 in all I only sold it because my then-partner grew tired
years later in 1977, mostly in the face of foreign its forms – a landmark of being accosted by gentlemen of a certain age
competition that had nicked its concept. model, reckons Buckley who wanted to talk about and admire the Rover.
There was nothing intrinsically better about Why am I telling you this? Well, a ’60s 2000
the various 2-litre Europeans that stole the P6’s has come my way and I feel I should make it
shtick in the ’70s. Yet, in the typical British spirit mine. It’s rust-free and seems to have been
of self-sabotaging defeatism, we told ourselves thoroughly doted on by its previous owner. I was
there must be; and went on to replace it with the hoping it would be a TC but it only has the
SD1 – an interesting car in some ways, but sporty export steering wheel, not the extra carb.
mostly regressive and criminally badly made. Not that it matters. The point is that it is
Certainly the simplified SD1 was cheaper to sublimely comfortable, with a clean, uncluttered
make: trouble was, it looked every penny of it. look that highlights the talents of its creator, the
Asked his opinion of the new five-door Rover late David Bache, an English designer too little
in 1976, a Mercedes engineer said his firm would celebrated. Am I alone in thinking he deserves an
never have made a car so radically different from exhibition to mark his centenary in 2025?
its predecessor. He could easily have said the
same about the night-and-day feeling between
the P6 and the ‘Auntie’ Rovers. We all know few
‘new’ cars are new in all respects, but the 2000
really was – an idealised vision of a saloon for the
’60s by a young team that was given the freedom
to make the Rover they would like to drive.
Usually such radical departures don’t work
because there is limited public acceptance or the
new technology is unreliable, but the P6 did
work and buyers were more than ready for the
clean-lined vision of the future it represented.
In addressing safety concerns with its base-unit
construction the P6 was way ahead of the curve,
and in its effusive 1966 road test of the 2000TC
Car and Driver called it: ‘The best sedan ever
presented in the pages of this magazine.’
It was not perfect, mind: a shade too compact
(only when you see a 2000 today do you realise
how dinky it was) and, like all Rovers before it,
underpowered. The automatic versions of the

October 2020 Classic & Sports Car 51

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 LETTERS

Letter of the month

Plucky Morris battles the

odds in the heart of Africa
The picture of the racing Morris 8
at the ’64 Great Chesterford hillclimb
(Full throttle, August) brought back
memories of an adventure with
our Morris 8 five years earlier: a
685km drive from (then) Salisbury,
Southern Rhodesia, to the Mulanje
tea plantations in Nyasaland. It was
110km on tarred railway-like strip
roads, 190km on single-lane Tarmac,
100km on fair dirt roads and 275km
on horrible Mozambique dirt tracks.
Every inch of the Morris not taken up
by the driver and his wife was filled
with belongings and fuel cans.
Just 500km into Mozambique
we hit a rock in the road, which
should have signalled the end but
fortunately it was not. Potholes,
savage corrugations, telephone wires
through the trees – and sometimes
lying on the ground – bridges made of
tree trunks with smashed plank tops:
it was the territory of a poor relation
of the colonial powers. With damaged
wheel rims and a torn tyre we made
it to Tete for the overnight stay.
A ferry pulled by a diesel launch
brought us across the Zambezi River
the following morning. The road
leading from the eastern shore was
worse than the day before. We got a
puncture and two broken leaves in the
rear spring. In twilight, 25km from the
Zóbuè border, I discovered that the
rear axle had moved an inch or more
through the U-bolts. The enormity of
the disaster hit me like a blow on the
head: here I was, in the almost-dark
of night with a pregnant wife and a
car with two broken spring leaves, a
spare wheel with a flat tyre and the
Velthuis and faithful
four wheels no longer in line, on a dirt Morris 8 ponder an
road in the Mozambique bush. elephant warning on
We looked at the Morris and at their brave journey
each other, and we all said “yes”. across the wilds of
And we started our oh-so-careful, Africa, 55 years ago
20kph crab-like crawl to Mulanje,
160km away. In the early hours of the
morning our squadron of guardian
angels took leave of us with victory
Letter of the month wins a C&SC A4
rolls and the waving of their wings.
folio case, worth £295. Write letters
Three months later our daughter
to alastair.clements@haymarket.com.
Mireille was born and the valiant With thanks to Jordan Bespoke,
Morris, battle injuries healed, proudly Automotive and Motorsport Inspired
brought her back from the hospital. Luxury Goods: British Design, Hand
Bert Velthuis Made in Italy. jordanbespoke.com
Islas Baleares, Spain

was wet with slush, so I was taking it

probably because of a tight deadline
Under the skin due to the use of full colour. When
easy in my Morris 1000. In front of
us was a Dauphine, whose driver
suddenly lost control on a right-
hand bend. He caught the first
slide, but the tail swung back and
hit the central reservation, which
punted it backwards through the
trees, over the bank and into a field
with the headlamp beams spiralling
into the sky like searchlights. Revived Markham Moor is now a Starbucks
We turned around to help, but

I have been reading my April, May,

June and July issues avidly, and
think they are among the finest
ever published. So much of the
content resonates with me. The
Range Rover vs Triumph 2.5 PI
Estate article (June) took me back
to 1969, when Cliff Marks and
I were sent to Solihull to make
illustrations of the secret new
Range Rover for Autocar.
The journalists wanted the
‘driving chassis’ dropped from the
body, so I tackled the former while
Cliff took on the latter. The work
was untypically divided between us,
the work was done we were given
a ride in the new vehicle, during
which the test driver suddenly
dived off the track at speed into the
adjacent field, where he tackled
obstacles and test hills with great
gusto. This certainly demonstrated
its off-road abilities very well.
The Volkswagen Karmann Ghia
vs Renault Floride piece (April)
brought to mind an incident
involving the Renault’s sibling,
the Dauphine. In late 1962 I was
travelling out of London with a
friend who had invited me to his
home for the weekend. The dual
carriageway over the Hog’s Back
by the time we reached the crash
site the driver was standing on the
verge with his case, hitching a lift!
We picked him up and took him to
Bournemouth. The car was a write-
off, the roof being crushed to the
waistline, and he was very lucky to
escape uninjured. I was put off
rear-engined cars for life.
Simon Taylor’s Sir Stirling Moss
tribute (June) was perfect, but
f in a lly I m u s t p r ais e you r
photographers. Every picture is
superb – one wants to scan them all
and keep them for ever.
John Hostler
Brundall, Norfolk
Star attraction
In Greg MacLeman’s story on the
Lincoln Continental (June) he
mentions the hyperbolic paraboloid
roof of the former petrol station on
Markham Moor. This is a building
I’ve loved since childhood drives to
visit my grandparents in Leeds.
Sadly, it fell derelict after having
a horrible building inserted into the
structure, but now has a new lease
of life as a Starbucks. Not as pure as
it was as an open canopy, but worth
stopping for a look and a coffee.
Peter Rankin
Via email

October 2020 Classic & Sports Car 53

LETTERS
Pedant of
the month
Pedant of the month wins
a C&SC baseball cap. Send
your observations to alastai
clements@haymarket.com
The reason why Mr Buckley has
never seen the ‘unusual Farina
badges’ of the Fiat 2800
(August) is that the coachwork
is not by Pinin but Stabilimenti
Farina, a coachbuilder founded
in 1906 by Giovanni Farina,
elder brother of Battista ‘Pinin’
Farina and for
which Pinin
himself worked
until he set up
his firm in 1930.
Like Castagna
and Boneschi,
Stabilimenti
Farina was one
of the Italian
‘establishment’
coachbuilders
during the ’30s, known for the
quality, elegance and style
of its creations but perhaps
losing out slightly to the élan
and flair that Pinin Farina
consistently demonstrated
throughout this decade.
In addition to the bespoke
2800s that Buckley mentions,
Pinin Farina built one saloon,
while Stabilimenti Farina
also bodied a saloon and Ghia
coachwork graced two chassis.
NJH Smith
Comments &
clarifications
In ‘From Olds to new’ (March),
Martin Buckley states that
the headlights on the Barris
Oldsmobile Toronado are from
a Ford Taunus; in fact they
originate from a Citroën Ami 6.
Peter Albers
With reference to Mr Bennie’s
letter regarding his Citroën
test drive (July), Jennifer Birrell
(née Nadin) was the wife of
Graham Birrell, brother of the
late Gerry, not Gerry himself.
John Brown
I enjoyed the Alfa Romeo issue
(July), being an Alfista myself –
yes, the singular is Alfista. The
plural is Alfisti (except when
all Alfa enthusiasts are female,
then they are Alfiste). There is
no such word as Alfisto.
Björn Sandberg
54 Classic & Sports Car October 2020
Citroën CX GTi Turbo was one of the very finest Double Chevrons, reckons reader Harvey
Forgotten great
I have a high regard for Citroën
cars, having owned everything
from the 2CV upwards during
my 70 years behind the wheel.
I therefore found the many letters
on Citroën in your July edition
most interesting. My question is:
how could you have ignored what
is, in my opinion, one of the best of
all, the 1980s CX GTi Turbo?
I fell for a black demonstrator in
1985. It was my business transport
for a little over a year: superb lines,
comfortable, fast and with fantastic
suspension. On two occasions the
latter got me out of trouble. In
Norfolk, on flooded roads, I raised
it to pass stranded vehicles; and in
the New Forest, I lowered it to
creep underneath snow-covered
boughs during a winter blizzard.
Mundane cars are driven and
forgotten; those that are special
stick in the memory. The CX GTi
certainly does that for me. If I could
find a good one, I’d be very tempted
to buy, renovate and enjoy.
Roy Harvey
Via email
When Bucks fizzed
I read Matt Prior’s ‘Nearly tracks’
(Top ten, August) with enthusiasm
because I share an interest in those
circuits that might have been:
10 years ago I edited a one-off
‘bookazine’ appropriately called
Circuits, and I was intrigued to learn
about the more obscure ones.
Readers might be interested to
know of a Grand Prix circuit that
was proposed in 1953 at Bulstrode
Park, near Gerrards Cross – only a
few gearchanges from where I live.
The Motor Cycle carried an article
about the track in its December ’53
issue, including a diagram outlining
three stages for its development.
The various layouts would have
combined for a spectacular, fast
and flowing 7.8-mile circuit, in an
Map of Bulstrode Park circuit, and setting
undulating parkland setting not
unlike Donington or Brands; being
so well located, it would surely have
drawn large crowds.
Ironically, the fears of noise
pollution that stopped the track
being developed were conveniently
ignored when the M40 was built
across the site in the ’60s – maybe it
would have stood a greater chance
if it were proposed a decade later.
The idea of a world-class facility
on my doorstep will only live on in
my imagination, but I enclose a few
images that may paint a picture of
this ‘Nearly track’ in yours.
Chris Jenkins
Fulmer, Buckinghamshire
Track to the past
August’s Top ten was fascinating,
particularly the Chedworth section.
Before it was fenced off, the world
and his brother learned to drive
there – certainly my brother Philip
and I did, in a Suffolk Punch-
engined go-kart Dad made for us.
He’d worked on Jack Broadhead’s
D-type, so such tinkering was well
within his abilities – but a big step
away from thrashing that mighty
Jag. Great fun. Great article.
Rich Smith
Temple Guiting
Alfa Romeo 166: not a lemon, argues Keller
Bargain barge
I would like to congratulate you on
the Alfa Romeo special (July): very
original in layout and commentary,
as well as reminding us of the highs
and lows of this extraordinary
company and its marvellous cars.
Nevertheless, I take exception to
your inclusion of the 166 in a list of
‘lemons’. I have been driving Alfas
exclusively for nearly 45 years and
I do agree with you that a number
of them were of questionable build
quality, especially in the 1970s and
’80s, but the 166 – of which I owned
two, both purchased new – was a
fine, comfortable motor car.
As you mention, the heart of any
Alfa is its engine. Both of my 166s
were V6s, perfect for relaxing
cross-continental drives. The latter
was a 3.2, to my knowledge the last
Alfa built with that wonderfully
sonorous and torquey engine.
Granted, the 166 did not achieve
the sales success Alfa hoped for, but
it should never be called a lemon!
Hans Albert Keller
Bassersdorf, Switzerland
Moerman’s contrasting first and second cars
Rekord breaker
I loved your article on the Opel
Rekord 2.0S (July 2019). It brought
back memories because this was my
first car, at the age of 18. My parents
bought it for me just a few weeks
before my driving test. It looked
as if it was ready for a rally, with all
the extra lights mounted on it and
the alloy wheels, and I couldn’t wait
to get behind the wheel.
I was so excited that as soon as
I came back from my test I jumped
into the car and drove it down the
highway to Ghent – and found out
the top speed on that first stretch!
Unfortunately, after only a couple
of years I had to move on to a new
car because battery acid had leaked
and eaten through the frame.
This brings me to my second car,
a 1983 Mitsubishi Starion 2-litre
turbo. You couldn’t miss it, in white
with the Mitsubishi badge on the
front replaced by a JPS logo! It
would be great if your magazine
could take another look at this
forgotten car from the ’80s, because
prices are starting to climb for
original survivors. A low-mileage
2.6-litre example recently sold here
in the US for more than $28,000.
Chrysler also sold this car here,
rebadged as a Conquest.
I loved my Starion, which was
unmolested and had about 170bhp.
There was nothing like that turbo
spooling up and then taking off
like a jet plane. It was very well
engineered, with great handling
and power for the time. I have so
many great stories, from getting
airborne after hitting some train
tracks too fast to beating a new
Mercedes 190E 2.3-16 to Bruges.
It’s too bad I left the car behind in
Belgium after moving to the US.
It’s great seeing articles such
as the Supra, 3000GT and 300ZX
comparison (May): Japanese sports
cars are here to stay.
Christophe Moerman
Hawaii, USA
A woman’s touch
When the TR2 was unveiled in
1953 it was met with universal
acclaim, but one aspect of the car
elicited raised eyebrows: the colour
options. There was conservative
white or black, but if you wanted
something else you had to settle for
the dramatically more colourful:
Geranium Pink, Olive Yellow and
Ice Blue (a light greyish-green).
At the time, because there was a
waiting list, buyers weren’t always
able to choose their preferred
finish. Gender identity was
rather more traditional in
’53, and one can imagine the
alarm of a purchaser, having
chosen a ‘hairy chested’
sports car, turning up at the
showroom to find it painted
Geranium Pink. Apparently,
both in the USA and the UK,
some of these early cars were
hastily resprayed by their owners
in something more acceptable.
There has been speculation over
the years as to how and why these
colours came to be offered, but
I recently came across a piece in the
journal House Beautiful from 1954
IN THE NOVEMBER ISSUE*
Ettore’s
factory f lyer
Dollimore s illuminating Triumph discovery
that solves the mystery. It’s an
article on interior designer Joy
King, who ran an antiques shop in
Grace and fervour: driving the
London called Elizabeth Eaton and
whose recent work had included
captivating Bugatti T57 Stelvio
redecorating the Standard Motor
Co’s Berkeley Square showrooms.
The results, we’re told, ‘Are as
exciting as they are efficient… and
the colour schemes are original
without being too startling.’
There follows this revelation:
‘Special colour schemes have been
devised by Mrs King for the
Triumph TR2 sports model…
a pinky-geranium tone with ice
blue or ivory, or a deep olive green
– for hoods, interior upholstery and
exterior bodywork.’ The feature
also pictures King at the wheel
of an Olive Yellow TR2.
Perhaps King’s foray into cars
wasn’t the flop it seemed; historian
Bill Piggott’s research shows that,
although her colours were officially
dropped some way into production,
they continued to be available – and
not just to special order.
Prof Jonathan Dollimore
Heathfield, East Sussex
Art of the matter
I liked the story on the Sainsbury’s
photo archive (May), especially
because one of the photographers
was the great Brian Shuel. The
name might not be familiar to car
buffs, but Shuel
s a legend in the
UK folk-music
world, having
designed classic
sleeves for the
Transatlantic
PLUS Under the skin of the iconic
a n d To p i c
labels from
So-Cal ‘belly tank’ speedster
1963-’71. *On sale 1 October, contents subject to change
Among them were albums by
Bert Jansch, John Renbourn, The
Dubliners and The Watersons.
He also worked for Sainsbury’s SUBSCRIBE AND MAKE SURE YOU GET YOUR COPY
in-house magazine for 12 years. OF CLASSIC & SPORTS CAR FIRST EVERY MONTH
Stuart Penney
Perth, Western Australia See the latest offers at
www.themagazineshop.com/classic-sports-car
 T H E H A I R P I N C O M P A N Y

1970 FERRARI 365 GTC

Different routes
1992 FERRARI F40

to greatness

1994 PORSCHE 911 (964) RS 3.8

1973 PORSCHE 911 CARRERA 2.7 RS TOURING (M472)

T E L : 01249 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 TO N B A S S E T T W I LT S H I R E S N11 8 R H
 PETER BRADFIELD LTD

1937 Lagonda LG45 Rapide.

A superb example with matching numbers and restored to concours condition. Recent rally success. FIVA papers

1929 Bentley 4½ Litre Le Mans.

Great looking short chassis with long bonnet and impressive spec.‘Bullet proofed’ and overdrive.

1950 Jaguar XK 120.

Original rhd, beautifully restoredand period competition history.

Also available:
1953 HWM Jaguar. • 1951 Jaguar XK 120 Roadster.
See website for more details
8 REECE MEWS KENSINGTON LONDON SW7 3HE
peter@bradfieldcars.com Tel: 020 7589 8787 www.bradfieldcars.com
1964 ASTON MARTIN DB5 £POA
An exceptional DB5 offered directly from a world class restoration. First delivered in August 1964, to the Honourable Viscount
Portman, previous owners have included a long-term enthusiast for some 35 years.Acquired by the last owner in 2014 for a
total restoration carried out by highly respected Aston Martin restoration specialists, now complete after 3 years of painstaking
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numbers and stampings.
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and restoration invoices and includes a photographic record of the restoration works completed.
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concours events or grace any collection with distinction.

1961 DB4 Series 1 £499,950 1987 V8 Vantage Volante. X-Pack £450,000 2004 DB7 Zagato £285,000

 9 9RODQWH (¼ £ 1968 DBS Vantage £149,950 1997 V8 Coupe £82,950

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   LQIR#QLFKRODVPHHFRXN QLFKRODVPHHFRXN

CAR SALES & PURCHASES, SERVICING & MAINTENANCE, RESTORATION, PARTS & MERCHANDISE, TRIM & UPHOLSTERY, TRANSPORTATION & STORAGE
Jaguar XJ13 ‘All Aluminium’ Recreation - £365,000
This superb all aluminium recreation was painstakingly built over a 7 ½ year period by a renowned Jaguar specialist
with bodywork by Shapecraft. The car has a rebuilt 6 litre Jaguar V12 engine producing 360 bhp, electronic fuel injection
system, Syvev S8 ECU, assisted cold start and individual plug coil covers. The wheels are cast replica wheels with knock
on spinners. The interior has customised seats trimmed in black leather with Sabelt 3-point racing harnesses. Finished
in BRG and has many handmade bespoke components. It drives and handles superbly and comes supplied with a
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+44 (0)1628 526 455 | www.autostorico.co.uk | sales@autostorico.co.uk

 7$ / $ & 5 ( 6 7
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: : : 7$ / $ & 5 ( 6 7 & 2 0
   _    _ MRKQ#WDODFUHVWFRP
 WORLD-CLASS SPECIALISTS IN CLASSIC CARS

ULTIMATE E-TYPES
A CHANCE IN A LIFETIME

Two exceptional E-Types from the first year of production,
both restored to world-class standards by the only company
globally, to win the International Historic Restoration of the
Year Award twice.
The beautiful opalescent grey car, chassis number 860083,
has been restored from a barn find. It was delivered new to
Henley’s in December 61 and is now as left Browns Lane
and perfect for next years sixtieth celebrations.
The stunning Old English White car, chassis number 875256,
is a rare LHD outside bonnet lock car delivered to its first
Belgian owner in July 61. Again a full CMC nut and bolt
restoration recipient and ideal for continental trips and
much more fun than sitting in an aircraft!
Both cars are covered by CMC’s comprehensive restoration
warranty. They are priced sensibly in this new covid world
and as such they represent incredible value at levels that
don’t cover their respective restoration costs.
Two perfect examples of a top restorers art
Price on application
Full details on both these super cars and many more can
be found on our website www.classic-motor-cars.co.uk
For more information cal: 01746 765 804
or email: mail@classic-motor-cars.co.uk

www.classic-motor-cars.co.uk
Classic Motor Cars Limited, Bridgnorth, Shropshire, WV15 5HP England
 14 PORSCHE 918 SPYDER WEISSACH PACKAGE 18 MCLAREN SENNA MSO 16 FERRARI F12 TDF
PTS Pearlescent White With Garnet Red Leather MSO Laurel Green With Black Alcantara Blu Pozzi With Blu Scuro Alcantara
6,000m 300m 5,000m
£1,025,000 £749,950 £649,950

19 FERRARI 488 PISTA SPIDER 55 FERRARI 575 SUPERAMERICA 18 FERRARI 812 SUPERFAST
Giallo Modena With Blu Scuro Alcantara Rosso Corsa With Sabbia Hide Tour De France Blue With Cuoio Hide
1,500m 15,000m 900m
£399,950 £259,950 £249,950

08 LAMBORGHINI MURCIELAGO LP640-4 ROADSTER 14 FERRARI F12 BERLINETTA 66 FERRARI 488 GTB
White With Nero Hide Grigio Titanio Metallic With Nero Hide Nero Daytona Metallic With Neo Hide
5,000m 12,000m 6,500m
£189,950 £159,950 £149,950

17 MCLAREN 720S LUXURY 14 FERRARI FF 6.3 61 FERRARI FF 6.3

Saros Elite Paint With Black Leather Nero Daytona Metallic With Nero Hide Rosso Maranello With Cuoio
4,000m 8,000m 48,000m
£144,950 £134,950 £94,950
 REDLINE ENGINEERING UK

ARE YOU LOOKING TO SELL YOUR AC?

Redline Engineering UK are the leading specialists for original AC Cars, we are always looking to acquire good quality
AC Cobras with a comprehensive service history.
Best prices paid for correct examples.
); o@;u - _-vvѴ; =u;; v;uvb1; wb|_ 1oѴѴ;1ঞom -myw_;u; bm |_; &.

1997 AC SUPERBLOWER
! ķ b7mb]_| Ѵu; ņ Ѵu; bm|;ubouķ ѶķѵƏƏ lbѴ;vķ Ƒ owm;uvķ ;x1;ѴѴ;m| 1om7bঞom |_uou]_ou|.
£107,995

Web: www.redlinepe.co.uk Tel: 01932 875435 Email: info@redlinepe.co.uk

SALES | RESTORATION | MECHANICAL REPAIRS | SERVICING
 THE EVOLUTION OF
60 YEARS OF BRITISH
MOTORING HISTORY
The next generation Beacham MK2 5.0 has arrived.
Featuring Jaguars latest V8 5.0 litre and V6 3.0 litre supercharged engines, front and rear double wishbone
suspension, full electronics and custom interior with virtual instruments. This is the most technically advanced MK2
ever produced. At Beacham we also specialise in original MK2 ex-factory rebuilds. Orders are now being taken.

Beacham B E A C H A M Concours
MK2 5.0 MK2 3.8
5695 Classic Sports Car

RESTORING JAGUARS SINCE 1979

For further information contact

Greg Beacham P: +64 274735432 E: greg@beacham.co.nz W: www.beacham.co.nz
 De Tomaso Pantera 1st Series 1971 Group IV Conversion. Price: POA

1998 Ferrari 550 Maranello 1951 Simca 8 Sport One-Off

1991 Ferrari 348 TS 1973 Alfa Romeo Montreal
“Michael Schumacher Edition” “Prototipo-Preserie”
Price: POA Price: POA
Price: POA Price: POA

1969 Jaguar E Type 4.2 S2 Roadster 1969 Porsche 911 T Coupe 1958 Porsche 356 A 1600 Coupe 1974 Renault Alpine A110 1300 FASA
Price: POA Price: POA (period conversion to S specs.) Price: POA
Price: POA

www.speedbros.es
+44 (0) 1793 615 000 | ‘The Copse’, Frankland Road, Blagrove, Swindon, Wiltshire SN5 8YW | www.dicklovett.co.uk

Car of The Month
1968 Aston Martin DB6 MKI
We are delighted to offer for sale this stunning Aston Martin
DB6 MKI new for sale at Aston Workshop. This DB6 comes in Silver
Birch exterior and has been recently serviced by RS Williams, who have
installed new carbs as well as shocks and springs. A joy to drive and a
fantastic investment for the eventual buyer.
£279,950
2008 V8 Vantage Roadster
We’re delighted to offer this stunning V8
Vantage Roadster for sale in Midnight
Blue with Caspian Blue Leather. This
lovely example has just 28,598 miles on
the odometer.
£37,950
2011 DB9 Volante
Finished in Storm Black Metallic and with
Obsidian Black Leather, this fantastic DB9
Volante has been well looked after in its
39k miles.
£49,950
2005 DB9 Coupe
We are delighted to offer for sale this
lovely DB9 Coupe presented in Midnight
Blue and Obsidian Black leather. Comes
with low mileage and a full service
history.
£32,990
2005 Vanquish V12 S 2+2
Presented in Aston Green with Black
Hide interior, this mint example has
had only 3 owners since new and an
incredibly low mileage of 16k miles.
£99,950
2003 DB7 Vantage V12 Volante
3UHVHQWHG LQ 6ROHQW 6LOYHU ZLWK 3DFLÀF
Blue & Light Grey leather. This exquisite
example comes with just 35k miles and a
full service history.
£34,990
SALES PARTS CONSIGNMENT RESTORATIONS
Aston Martin Specialists
Sales | Restoration | Parts | Servicing | Enginology
+44 (0)1207 233 525
www.aston.co.uk
In these changing times Aston Workshop is fully and safely open for
business as usual.After over 30 years serving theAston Martin enthusiast
community the answer to our customers aspirations is still “yes”.
Sell your car with Aston Workshop
We’re always looking for interesting cars of all types for stock.
Our sales team have been busy selling cars online, over the phone
and delivering them worldwide. As a result we are looking for
several cars to replenish stock by way of purchase, part exchange
RU FRQVLJQPHQW :H FXUUHQWO\ KDYH VSHFLÀF UHTXLUHPHQWV IURP RXU
customer base including late model vantage such as N430 or special
editions, 2010+ DB9, low mileage late model volante / roadsters
and a large variety of classic models. We will consider buying or
part exchanging your car even if it is need of restoration or repair.
Buying from Aston Workshop
2XU VDOHV WHDP DUH EXV\ DQG RQ KDQG WR ÀQG RXU FXVWRPHUV WKH ULJKW
car and get it safely delivered, worldwide and with the minimum of
fuss. Being marque specialists we have been trading this way with
customers across the globe for many years. With social distancing
measures in place our quiet rural showroom is open by appointment
only so we can offer the best service possible on a one to one
basis to our enthusiast customer base, either digitally or in person.
Servicing & Restoration Work
we are continually servicing cars and also offer contactless nationwide
collection and delivery with cars fully sanitised upon return.
We are also, still very busy restoring and enhancing cars. Our full
Award winning restoration team are at work with social distancing
in place and we have upcoming restoration slots available in 2020.
Our team of over 30 specialist staff undertake some of the most
well regarded and bespoke Aston engineering globally available. As
an internationally prominent independent Aston Martin specialist
we offer many unique products for the enthusiast marketplace.
These include right and left hand drive conversions,European and tropical
air conditioning systems, 6 speed automatic gearbox conversions and a
comprehensive suite of warranty backed engine upgrades, re-engineered
parts and enhancements - all developed in house over decades. A vast
number of our products are only available from Aston Workshop.
No task on your Aston is too big or too small and with
full collection and delivery service available using Aston
Workshop makes a smart choice, now more than ever.
)RU D SURIHVVLRQDO DQG FRQÀGHQWLDO VDOHV RU SXUFKDVLQJ
discussion call Francine on 07787 407 113 or Alex on
07827 353 195. For all other enquiries call 01207 233 525
SERVICE BODYWORK PAINT
 D R I V E N BY D R E A M S
Over 120 cars available at the UK’s largest classic car dealership

2006 BUGATTI VEYRON 16.4 (LHD) 2011 FERRARI 599 GTO (RHD) 2010 ASTON MARTIN DBS (LHD)
1 OF 450, 10,100 MILES 1 OF 60 RHD EXAMPLES, 5,400 MILES B&O SURROUND SOUND
£899,950 £425,000 £79,950

1989 ROLLSROYCE CORNICHE CONVERTIBLE II (LHD) 2012 AUDI A1 QUATTRO (LHD) 1974 DE TOMASO LONGCHAMP (LHD)
ONE OWNER FROM NEW, 24,171 MILES 1 OF 19 UK SUPPLIED CARS, 38,000 MILES TRUE 70’S ITALIANA
£89,950 £42,950 £69,950

1937 CORD 810 BEVERLY SEDAN (LHD) 1988 ASTON MARTIN V8 VANTAGE XPACK (RHD) 1988 JAGUAR XJRS V12 (RHD)
FIRST CAR WITH RETRACTABLE HEADLAMPS 1 OF 137, OUTSTANDING EXAMPLE TWR LE MANS CELEBRATION, ONLY 2,400 MILES
£69,950 £279,950 £69,950

West Cross Business Park, Unit 3 Shield Drive, Brentford, Middlesex, TW8 9EX +44 (0)7850 888 880 +44 (0)20 8878 3355 info@ddclassics.com ddclassics.com
 1977 MERCEDES BENZ 600 PULLMAN LANDAULET (LHD)
ONE PRESIDENTIAL OWNER FROM NEW, CONCOURS STANDARD, 1 OF 59 LANDAULETS BUILT, UNIQUE OPPORTUNITY, ONLY 24,900 MILES
£1,100,000

1955 MERCEDES BENZ 300SL GULLWING (LHD)

FITTED LUGGAGE, ORIGINAL BELLY PANS, STUNNING EXAMPLE
£1,100,000

West Cross Business Park, Unit 3 Shield Drive, Brentford, Middlesex, TW8 9EX +44 (0)7850 888 880 +44 (0)20 8878 3355 info@ddclassics.com ddclassics.com
Lotus Elite Coventry Climax 1962 - chassis number 1707, exported from England in 1963 to Singapore by the Eastern Auto Company. The Elite’s first owner was the Crown Prince of the State of
Johore, the car had several owners whilst in Singapore before being repatriated to UK in 1985. The car was maintained by Elite specialists such as Miles Wilkins of Fibreglass Services and Tony
Thompson Racing. A major restoration was completed by Tony in 2008. In 2016 the FWE Climax engine was stripped, inspected and rebuilt by Phillips of Wormley. It was fitted with genuine lightweight
alloy Borrani wire wheels and three eared spinners. The Elite is also fitted with the desirable ZF all synchromesh gearbox. Included is a comprehensive history file containing the original Singaporean
vehicle registration book, many invoices, MOT certificates and various letters from previous owners. This Elite is totally useable and ready to go and represents excellent value at £85,000.

Lotus Elite Super 95, Chassis number - 1917. This superb Monaco White Series 2 Elite was supplied new in September 1962 to a Colonel Charles William Hughes of Surrey, more recently a detailed
and meticulous 3 year restoration was completed 2017 - this included an engine rebuild by Tony Mantle of Climax Engine Services and many new parts supplied by MK14 Components. Included
with the Elite is a massive history file which contains many invoices, old MOT certificates, photographs and the original ‘buff’ log book. Noteworthy features include a long range fuel tank, a ZF all
synchromesh gearbox, ‘Double Dimple’ Body by Bristol Aircraft Company, 60 spoke wire wheels, 95 BHP Coventry Climax FWE with twin SU carburettors and a lipseal oil conversion to rear of the
crankshaft. £89,750.

Lotus Esprit Turbo 1989 dry sumped, just 24,000 miles from you this car has been meticulously maintained by its former owner even to the extent of fitting a period registration number
replicating a certain secret agent. Fully restored split rim Compomotive alloy wheels, immaculate red leather interior, we believe this to be one of the best examples of this iconic Giugiaro classic,
better than money in the bank? Not cheap but probably the very best available £75,000.

Please call Sales on 01527 835656, or email sales@paulmattysportscars.co.uk for more details.
Wanted urgently, all Lotus cars, any age or condition, nationwide collection. For all your Lotus Classic parts, Please try us first!
 TELEPHONE 01527 835656
LOTUS CARS URGENTLY REQUIRED!
Please try us for an immediate, courteous quote – Nationwide collection service.

HWM Alta Jaguar - XMC34. One of the four works cars, this being the first (chassis number FB104 /150A). First time on the market since 1965. The car has spent most of this time being Hill
climbed by names such as Gillian Goldsmith, Davina Divina Galica and Amanda Stretton. The car’s illustrious history which is well documented in the book by Simon Taylor. In period the car was
raced by Sir Stirling Moss, George Abecassis and John Heath. The first year it was campaigned at Goodwood, Montlhery, Roubaix, Chimay, Aix Les Bains and Bern. At the end of the season the
car was purchased by Oscar Moore who registered it as XMC 34. A superb motor car which can potentially run at some of the most prestigious motor events around the world. Realistically
priced at £850,000.

LOTUS ELAN SE S3 FHC, 1967 - We are delighted to offer
this beautiful Elan S3, extensive and meticulous restoration
completed in 2015, 144 BHP unleaded Twin Cam by
Exon Race Engines (with dyno printout), replacement
galvanised Lotus chassis, Hi torque starter motor, driveshaft
conversion, adjustable suspension, aluminium radiator with
twin cooling fans, roll bar and side intrusion bars, Minilite
wheels with new Michelin XAS tyres, finished in stunning
Wedgewood Blue, totally on the button and ready to go.
£35,500
LOTUS ELAN SPRINT - I am a 48 year old genuine Elan Sprint
with a major case of the measles which is seriously spoiling
my Colorado Orange paintwork. I started my life as a FHC but
I was professionally converted to a drop head convertible by
a previous owner. I have had a new galvanised Lotus chassis
and I now need a new owner to help rid me of my spotty
complexion - someone please help. I was sold by Paul Matty
Sports Cars to my last owner in 1991 and during this time I
have enjoyed many amateur sprints, hill climbs, time trials and
numerous drives to the pub. I come with lots of history and
even a letter of provenance from the Lotus factory. £25,500
LOTUS ELISE SC (217BHP) - This is a genuine factory
built supercharged Elise, fitted with both Touring and
Sports Packs, registered in June 2009, 51063 miles with
full service history and 10 stamps in the book, new alloy
radiator fitted by us, Probax seats, push button start, Alpine
audio, Yokohama Proxes R888s, finished in arguably the
best colour of Burnt Orange with black leather interior -
absolutely stunning! £24,950
LOTUS ELAN S1 RACE CAR - 1963 Bourne Body, road
registered with current V5, MSA Competition Log Book,
suitable for Stage Rallying, Historic Hill Climbing and
Sprinting, 165BHP Racing Fabrications engine (with Dyno
Printout), fitted full Safety Devices Roll Cage, Compomotive
ML competition alloy wheels, solid driveshafts, Lifeline fire
extinguisher, a fantastic race Elan and with the correct
modifications the potential to run as a GTS car. £44,950

LOTUS ELAN S2 - 1965, A truly stunning S2 finished in Medici
Blue, meticulous body off restoration completed in 2001
by Norman Lupton, detailed history file containing many
invoices, photographs and MOTs, genuine replacement
Lotus chassis, rebuilt engine with unleaded cylinder head,
period details include correct rubber mats, original seats
and door cards, Type 26 wood rim steering wheel. Original
owners handbook/sales brochure, signed by Ron Hickman
(designer of the Elan) and a letter from Lotus confirming
provenance and ID numbers, sold by us to the last owner -
absolutely stunning! £44,950
LOTUS VI - 1956, chassis number 51, fitted with a highly
desirable Elva overhead inlet valve conversion and Ballamy
wheels, complete but sympathetic restoration carried out in
the late 80’s, beautiful patina, this gorgeous Lotus retains
all of its period charm and character, a perfect car for some
historic motorsport or simply just driving to pub! £54,500
LOTUS ELITE CLIMAX CHASSIS NO.1046
LOTUS ELAN FHC S4 1969 - fitted with a new chassis,
unleaded cylinder head, 3.5:1 differential, aluminium fuel
tank, alternator, solid driveshaft conversion, adjustable front
and rear suspension, a really solid usable Elan representing
great value, some gentle improvement will take this
desirable Elan to the next level, finished in stunning French
Blue. £25,950
LOTUS SEVEN S4 1971 - We originally purchased this
beautiful Lotus back in 2005 from a notable Lotus collector
who had owned the car since 1997. During his ownership
a new chassis and body were fitted and the engine was
rebuilt by a retired Cosworth engineer using many original
parts. In 2005 we completed a meticulous recommission of
the 7 and subsequently sold the vehicle. We then bought
the car back in 2012 and sold it to the current owner, we are
now looking for the next new owner. £18,950

The UK’s largest Lotus parts stockist. Please call us for all your part requirements.
Email: enquiries@paulmattysportscars.co.uk • www.paulmattysportscars.co.uk
 Mario Bernardi
Klassische Automobile GmbH

La Cavalleria
Sales, Service & Restoration 34346 Hann. Muenden • Welfenstr. 1 • Germany +49 172 691 3028 www.mariobernardi.de
 Alfa Romeo 1750 Veloce Spider 1968 RHD Restoration just completed

Alfa Romeo Giulia GTC 1966 RHD - 1 of 99 Maserati 3500 GTI Touring Superleggera 1961

Alfa Romeo Montreal 1975 RHD - 1 of 180 Alfa Romeo Giulietta Sprint Veloce Alleggerita

The specialist supplier of Classic Alfa Romeo Motor Cars

t: +44 (0)1883 344226 / m: +44 (0)7442 506123 / e: info@southwood.co.uk / w: southwood.co.uk

M25 J6 - 5 minutes / Gatwick 20 minutes / Heathrow 45 minutes / Central London 19 miles

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2020 Ferrari 812 GTS 2020 Ferrari 812 Superfast
Grigio Silverstone with nero Daytona racing seats Grigio Silverstone with nero Daytona racing seats
60 miles £POA 50 miles £POA

2019 Porsche GT3 RS 2020 Porsche GT3 RS

Black with black, Weissach pack White with black, Weissach pack
188 miles £POA 325 miles £POA

The leading specialist in sourcing the rare and unobtainable

We are always looking to buy interesting cars

+44 (0) 1772 613 114 | sales@williamloughran.co.uk | www.williamloughran.co.uk

 Fayreoak Classics of Cheltenham
TEL 0759 007 8383

1987 FERRARI 328 GTS, LHD, 39,900 MILES, BLACK / BLACK INTERIOR & BLACK CARPETS,
£67,495

1958 MGA, ORIGINAL UK RHD, 1969 JAGUAR E TYPE, S2 1968 JAGUAR E TYPE S1.5,
VERY NICE USABLE CLASSIC MANUAL, PEWTER METALLIC, WILLOW GREEN, LHD, 2+2
£21,995 2+2, LHD £26750 £37,995

1969 JAGUAR E TYPE S2, 1969 JAGUAR E TYPE S2 SILVER 1969 JAGUAR E TYPE S2
COTSWOLD BLUE. LHD 2+2 METALLIC, LHD 2+2 £31,995 BURGANDY , LHD, 2+2 £28,995
£29,995

VISIT US @ www.fayreoak.com EMAIL clayton.gm@aol.com

telephone or text 0759 007 8383
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Porsche 911 speedster (1989) Ferrari 512 BBi (1984)
Only two owners, only 29.000 kms, 95% first paint Classiche certified, top quality example

Alvis TA21 (1952) Bentley Le Mans 4 1/2 litre special (1935)

Stunning restored condition Dutch papers/registration, only 22.134 miles!

Porsche 356 pre a convertible (1954) Citroën DS 21 cabriolet (1968)

Fully matching numbers, porsche certified Original factory chapron convertible!

MORE THAN 350 EXQUISITE CLASSIC AUTOMOBILES IN STOCK

Arnhemsestraat 47 | 6971 AP Brummen | Netherlands | T. 0031 (0)575 564055 | E. info@gallery-aaldering.com

www.gallery-aaldering.com
Marreyt Classics – trade +32 475 26 78 65
bernard.marreyt@skynet.be
Twin Cam – restoration +32 53 63 12 33

Alfa Romeo Spider Duetto Junior 1300 - 1968

This stunning “Duetto” design was the last one supervised by Battista Pininfarina. Sold new in Belgium with 40 years
ownership in first lady owners hands having only covered 107.000 Km in total.
Very attractive in original Pino Verde. Price: 38.000 Euro

Alfa Romeo 1900TI Berlina ex-MM - 1954 Fiat 508C Barchetta ex-MM 1937 – One-off model built for
Participated twice (1954 & 55) at the Mille Miglia. One of only 572 competition. Impressive racing history. Participated 4 times (1938 –
produced TI models. Accepted for 2020 MM. Price: 475.000 Euro 1940 – 1947 – 1948) at the Mille Miglia. Price: 575.000 Euro

Alfa Romeo Giulia Spider Veloce - 1965 The design of the Lancia Appia 1-st Series Berlina - 1953 Amazingly clever
Giulietta Spider improved with the power of the 1600 SS & coupled to a pillarless Berlina design. Very nicely restored. Incredibly sweet
5-speed box. One of only 1.000 examples produced. Price: 99.000 Euro running. MM Eligible. Obtained MM Registro. Price 35.000 Euro

www.marreyt-classics.com
 1951 Jaguar C-Type

• Full full FIA/HTP papers The car has fresh mechanicals including an MSA
• Very valuable Jaguar Browns Lane blue prints sealed Sigma race engine, plus a rebuilt gearbox,
included in sale differential, new brakes and tyres, making her
• Class championship winning car completely race-ready.
• Rebuilt Sigma race engine plus fresh spare race
Valuable spares package including a freshly rebuilt
engine
MSA-sealed Sigma race engine, gearbox, differential,
• Important race spares
plus alloy rim wheels on new tyres - along with
This Jaguar C-type was hand-built from the original numerous new brake shoes, an extra dynamo and
Jaguar Browns Lane Chassis Blueprints which are a spare starter motor along with two re-trimmed
included in the sale. These are very rare items and leather seats and a detachable roll cage.
unobtainable unless purchased with this car.
M.O.T Tested and includes cherished registration
The current owners have raced it across Europe at number PPW76 and race ready for this season.
circuits including Silverstone, Donington, Brands Ready to race or drive anywhere. Extremely fast.
Hatch, Thruxton, Spa, Le Mans and Portimao. In 2017
she won the Motor Racing Legends RAC Woodcote
Trophy Class Championship, notching up numerous
wins and podium finishes. Never damaged but just
£295,000
some delightful racing patina showing race use.
Bearing testament to her accuracy of build a full FIA/
HTP passport valid until December 2025. This car is
accepted everywhere.

+44 (0) 777 178 7202 • info@myvintage-collection.co.uk • www.myvintage-collection.co.uk

 Cobra Daytona Chrysler Viper GTS/R
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ART & REVS – Howald, Luxembourg

www.artandrevs.com • contact@artandrevs.com • Tel: 00352 661 700 777 • Mobile: 00352 26 48 17 41
All the listed cars are located in our Showroom and visible only by appointment
We are always looking for similar cars do not hesitate to contact us if you wish to sell one
HAVANA
MOON
 For decades, classic enthusiasts
have spoken in hushed tones about
forgotten Mercedes Gullwings in
the heart of Cuba. Alberto Cefis
smuggled one of them to Italy
WORDS MARTIN PUTHZ PHOTOGRAPHY THOMAS RUDDIES

RISING
 ven the most fast-paced
thrillers can begin with
pure coincidence. And so it
proved for Alberto Cefis,
a Mercedes-Benz collector
from Bergamo, Italy, who
was in a relaxed holiday mood
as he leafed through a pile of old books in
Havana, Cuba, in 1996. Beneath them, he
discovered an aged and yellowing brochure,
a programme from the 1958 Gran Premio de
Cuba. Top-level motorsport, featuring top-level
sports-racers and star drivers such as Stirling
Moss and Juan Manuel Fangio… here?
It seemed so unlikely at the time, with the
country locked under the austere regime of
Fidel Castro, but it hadn’t always been that way.
During the 1950s, Cuba was under the aegis
of the US-backed dictator Fulgencio Batista
y Zaldívar. In 1953, he brutally put down
a rebellion of resistance groups supporting the
lawyer Castro, who was subsequently arrested
and exiled to Mexico in 1955. From there he
88 Classic & Sports Car October 2020
prepared the revolution that would go on to
grip the nation for half a century. At the end of
1956, Castro landed in Cuba with 80 fellow
combatants, including Ernesto ‘Che’ Guevara,
and organised a guerrilla war that finally led
to the overthrowing of Batista in January 1959.
Castro established a socialist regime on the
island and remained head of state until 2008,
when he handed the baton to son Raúl, before
passing away eight years later.
Yet in the midst of all this unrest an incredible
race was run, and it even played its part in the
revolution when a group of freedom fighters
kidnapped Fangio from the lobby of the Hotel
Lincoln on the eve of the race to generate
international headlines (C&SC, July 2011). Cefis
was electrified by the story of the event – even
more so when he began further investigating
motorsport on the island and unearthed
photographs of two 300SL coupés that began
competing in Touring Car events the year
before. A Gullwing in Cuba? It’s enough to make
a Mercedes fan reach for a mojito…
Coincidentally, while Cefis was on holiday
on the Caribbean island, the series Jeremy
Clarkson’s Motorworld was flickering across the
television screens in Europe. The Top Gear
presenter reported on the automotive scene
around the world, and for the second episode of
series two he was in Cuba. During the credits,
an abandoned 300SL briefly appeared – not
a Gullwing but a Roadster, and moreover in
desolate condition, but it was enough to arouse
the collector’s eagerness to hunt, despite
Clarkson’s parting words: “If you wanted to
come on holiday to this super-heated American
car museum… that’s fine, but don’t whatever you
do feel tempted to buy one of the exhibits.”
Cefis didn’t know much about the Roadster,
but he had learned that three W198 coupés were
registered for competition in Havana during
the Batista dictatorship. The cars belonged
to wealthy Cubans, who put talented drivers
behind the wheel for the annual motorsport
spectacle. In 1958, the year before revolution
came, three Gullwings were entered for the
 ain and below: at the second
ran Premio de Cuba, in ’58, the
SL won its class with Santiago
González at the wheel. Bottom:
original livery restored, with
evocative race number six

‘The engines roared for the last time as Castro’s

rebels struck the final blow against Batista, but
what had become of the class-winning Gullwing?’

‘Il Clasico Automovilistico’ race in the over-

2-litre Gran Turismo Class A category on
24 February, and the race was won by Santiago
González in an ivory-coloured Gullwing
wearing the number six. Just pipped to the win
was the similar car of Armando García Cifuentes,
whose horrific crash in the feature race aboard
his Ferrari 500TRC resulted in the deaths of
several spectators – and would eventually lead to
the cessation of all motorsport activities along
Havana’s Malecón waterfront.
The engines had roared for the last time as
Castro’s rebels struck the final blow against
Batista, but what, wondered Cefis, became of
that class-winning Gullwing? The whereabouts
of the trio of 300SLs were unknown and their
survival seemed unlikely in the Soviet/colonial
melting pot that was Cuba, where during the
Communist era cars were confiscated and often
cut up, and the only imports were Russian Ladas
and Moskvitches that were later cannibalised
to maintain the ageing 1950s Americana that
had previously populated Havana’s streets.
 From top: original bumpers, still
wearing the car’s 1955-issue
numberplates, were found hanging
on a shed; first sight of the SL for
Cefis in 1996, and the beginning
of a 22-year odyssey; components
were unearthed across the site
The Italian, already the owner of both
a Roadster and another Gullwing, set out to
search for clues. Remarkably, just a short while
later he found himself standing in the backyard
of a workshop in Bejucal, a suburb 30km to the
south of Havana, gazing at a silver-painted
Mercedes-Benz 300SL coupé. The Gullwing
was found hiding under a tarpaulin in 1996, but
it would be another decade before it would
finally belong to Cefis. Amazingly, the removed
engine lay in the shed next door – still showing
evidence of a failed repair that began in the
1980s – and its number matched the chassis.
Dotted around the garden were several coupé
doors, bonnets and a 300SL bootlid, while
the bumpers – still wearing the car’s original
numberplates – were found hanging alongside
a collection of original hubcaps on the wire-
mesh walls of a corrugated-iron hut. “Today
every collector would freak out,” says Cefis, “but
in 1996 a Gullwing was only worth around
€150,000, even in good condition.”
The Mercedes looked pretty shabby but,
importantly, appeared to be complete. After
making enquiries, Cefis was told that the
Gullwing belonged to an elderly local man
by the name of Quico. Apparently he parked the
SL in the garden in 1985 following an engine
failure and although he planned to repair it,
somehow that never happened. And what of
all those extra doors? Cefis learned that Cuban
owners liked to drive with the gullwings raised
in period, to combat the unbearable heat inside
the cabin, and damage often ensued.
Having made contact with the elusive Quico,
the Italian was in for another shock when he
learned the history of the car: the 300SL had
come to Cuba in 1955, was originally painted
ivory, and was the first car to cross the finish line
in 1958… wearing number six. Unbelievably,
he had stumbled across the González Benz.
Two years passed, and not a day went by
Now back in Europe, the
Havana Gullwing makes
an unusual sight on the
narrow Bergamo streets
without Cefis thinking about the Havana
Gullwing. Further research unearthed the
original delivery note, dated 17 August 1955,
which confirmed the export of an ivory
Mercedes-Benz 300SL to Cuba. Chassis
5500586 was used as a demonstrator by a local
Mercedes dealer until 1957, when it was
purchased by architect and diplomat Nicolás
Arroyo Márquez. But still the Italian couldn’t
make the car his: “The owner was certainly
stubborn. It was only after 10 years that he finally
approved the complete sale.”
Before that, Quico suggested an alternative –
and rather idiosyncratic – ownership model:
Cefis could take a 50% stake in the Mercedes,
as long as he promised to have it repaired in
Cuba. The Italian was unconvinced but, at last,
he agreed to do the deal – provided that the
300SL was stored with someone he trusted.
He then owned half a Gullwing, hidden away in
secret, but again nothing happened. It was only
in 2006 that Quico approved the complete sale
of chassis 5500586, after realising that there
was no way the full restoration could proceed
with the car remaining in Cuba.
Having bought the SL, however, Cefis now
faced a new challenge: “After the purchase,
export proved to be the next major hurdle. How
should we get the Gullwing out of Cuba?” At the
time, the local export ban for classic cars strictly
only really applied to the ubiquitous American
land yachts, which Castro had declared to be a
national cultural asset. But even exporting
a European car could get you in trouble – one
foreigner who tried to extract the wreck of
a Hispano-Suiza ended up in jail, and the car was
confiscated. “The risk was too great, so we put
the issue on hold,” says Cefis. “We removed all
of the important items, as protection against
light-fingered enthusiasts.” In the meantime,
smaller components came home with him in his
suitcase after each holiday to the island.
Clockwise from main: SL in the piazza; plates left unrestored; gleaming dashboard in its original ivory; injected ‘six’ is canted over for a low bonnet line; owner Cefis behind the wheel at last
 Meanwhile, the treasure-hunters were
invading Cuba. With 300SL Gullwings by
then worth three or more times as much as they
had been in 1996, the appetite for restoration
projects was growing and in Mercedes circles
there were rumours of mysterious forgotten
300SLs to be found on the Caribbean island.
Italian photographer Pieralfonso Longo
captured images of a mustard-yellow Gullwing
during a visit in 1978, while C&SC’s own
Michael Ware tracked down a pair of 300SLs
during a trip to Cuba in 2005 (right).
Images continued to appear in the classic
press. Which car they were showing was often
unclear, and there seemed to be mysterious
changes of location. In 2012, Spanish blogger
Miguel Llorentes stumbled across a Gullwing
near Havana: the badly damaged coupé was
spied resting under the drooping leaves of a

Ware’s holiday snaps

‘The export of a complete were remarkably similar
to the photographs taken
vehicle would fall foul of by Cefis on his first visit

customs, so the Mercedes

was painstakingly cut up
and packed into boxes’
banana tree, and so picturesque was the scene
that it would reappear three years later in
photographer Pjotr Dengler’s calendar Carros de
Cuba. On the same site, Llorentes also found the
Roadster that had appeared in the closing scenes
of that episode of Jeremy Clarkson’s Motorworld.
In 2014, an unexpected new opportunity
opened up for Cefis. Julio, a relative of his
landlord on the island, was appointed as Deputy
Minister of Customs Affairs. Over dinner, the
men worked out a plan: because the export
MERCEDES DÉJÀ VU FOR OUR MAN IN HAVANA
of a complete vehicle would almost certainly It’s not often that Mercedes-Benz 300SL just sat there. The Roadster kept company with
fall foul of customs officials, Julio suggested Roadsters or the rarer Gullwings end up stranded a ‘double bubble’ Abarth 750, a 1951 Maserati
disassembling the Gullwing in Cuba and for years, but it was Chris Renwick who first A6G-2000 Sport with a body by Frua and the
shipping it to Europe in pieces, because the export alerted me to an example of each that he found remains of an American ‘midget’ single-seater.
of scrap metal is not scrutinised to the same during a visit to Cuba in 1995. We found the Gullwing slowly sinking into the
extent. For security reasons, the shipping boxes Intrigued, I spent a fortnight’s holiday on this garden of one of the small backyard car-repair
should only be checked in on days when an old wonderful island with my wife Janet in April businesses I visited in a village outside Havana,
school friend was on duty at airport customs. 2005 and, with the help of locally based Brit and it turned out to be the very SL that was
With the decision made, Hans Kleissl – owner Richard Bebbington, we found both of them – later smuggled out of the country by Alberto
of the famed Mercedes-Benz 300SL specialist still engineless and still in the same locations, Cefis – despite my assertion in the Lost &
HK Engineering based in Polling, Bavaria – just a little more tired. With the export laws found pages (C&SC, August 2005) that: ‘Unless
instructed Cefis on how best to take the being what they were, they could not leave Cuba export restrictions are lifted, the SL is virtually
Gullwing apart in such a way that everything and they were no good as daily transport so they worthless on the island.’ Michael Ware
could be put back together again later. At Easter,
Cefis flew with his instructions to Cuba, where
Quico and some helpers had already begun
the preparatory work, and piece by piece the
Mercedes was painstakingly cut up and packed
into boxes. In the process, as previously hidden
parts of the car were revealed, those matching
numbers appeared again – not only did the
chassis and engine match, but the axles and
steering box were also the same as when they
were delivered in 1955. Even better, there were
further clues to the car’s famous past, as Cefis
recalls: “The remains of the ivory-coloured Surrounded by other exotic machinery the Roadster, like the Gullwing, was engineless when it was discovered
original paint appeared under the silver.”

October 2020 Classic & Sports Car 93


From top: the Mercedes cut up and
boxed for export as ‘scrap metal’;
ivory-painted original door was
among the piles of parts unearthed;
rusty spaceframe cut into chunks
for shipping; distinctive Alfin brake
drums, hubs and suspension parts
Proud owner Alberto Cefis with the restored 300SL, which he now plans to enjoy to the full by competing in classic rallies
With the car packed up in boxes, Cefis was
sweating with fear as he brought the first parcels
through customs. There was some confusion
over why anyone would voluntarily pay to export
scrap metal to Europe, but the boxes were
nonetheless all waved through. The filleted
Gullwing was then dispatched in slices every six
weeks to avoid the whole car being seized, with
the process taking a full year. “It worked like
a well-oiled machine,” says Cefis, and with no
further hold-ups everything was safely landed in
Italy by mid-2015, with the last thing to arrive
being the disassembled spaceframe.
Yet still the wait went on, with three years
of laborious reassembly and restoration lying
ahead. The body was pieced together and
renovated by a friend in Italy, before being
shipped to Germany for HK Engineering to
carry out the repaint in the SL’s original colour,
‘Ivory 608’. The Bavarian specialist also tackled
the engine overhaul, brought the interior up to
scratch and repaired the jigsaw of a spaceframe,
before the crucial moment of bringing the
chassis and body together again.
At the end of the rebuild, Cefis had the
Gullwing finished in the racing livery it wore for
González’s victory in 1958. Inside, the plaid
seat cushions are new, but the numberplate is
the battered original from the car’s first year of
registration. At the beginning of November
2018, Cefis took his maiden voyage in the
300SL, 22 years after he first stood in front of
the car in Cuba. The fuel-injected 2996cc
straight-six – an exotic spec for 1955 – roared
aggressively as he took to the Bergamo roads,
deploying its 215bhp with care so as not to
damage the car’s precious finish. Not that it will
remain pristine, because Cefis plans to compete
in historic rallies aboard his restored Stuttgart
thoroughbred, returning it to the heat of
competition for which it was born.
MERCEDES-BENZ 300SL
Sold/number built 1954-’57/1400
Construction tubular steel spaceframe,
with steel and aluminium body
Engine iron-block, alloy-head, sohc
2996cc straight-six, with Bosch
mechanical fuel injection
Max power 215bhp @ 5800rpm
Max torque 228lb ft @ 5000rpm
Transmission four-speed manual, RWD
Suspension independent, at front by
double wishbones, anti-roll bar rear
swing axles; coil springs, telescopic
dampers f/r Steering recirculating ball
Brakes Alfin drums, with servo
Length 15ft (4572mm)
Width 5ft 101/2 in (1791mm)
Height 4ft 31/4in (1302mm)
Wheelbase 7ft 101/2 in (2400mm)
Weight 3000lb (1361kg)
0-60mph 8.8 secs
Top speed 146mph Mpg 21
Price new £4393
Price now £1m
So this particular thriller has a happy ending,
and it could yet be the first in a series. The
Gullwing found under the banana tree is said
to have since reached Germany via Venezuela;
our photographer has been offered the Roadster
project for €270,000; and pictures have been
circulating of a red Gullwing wreck awaiting
rescue. Cefis isn’t sure how many more of these
exotic Mercedes could still be found slumbering
in Cuba. In period, four new Gullwings, one
used car and two Roadsters were reportedly
exported to the island, but rumours circulate
locally of up to 10 300SLs having made the trip.
So it looks as if time hasn’t yet run out for the
hunters of lost classic treasures.
Meticulous, labour-intensive work ensured that the factory panels were saved wherever The cockpit of the Mercedes begins to take shape, with the distinctively
possible, as each small section was carefully pieced together to recreate the original profile wide sill panels to accommodate the multi-tubular chassis frame beneath

Above and left: like a giant,

rusty jigsaw puzzle, the spliced
Gullwing shell is assembled
by a restorer in Italy using
a bespoke body jig, with new
metal let in where necessary

With extensive repairs

to the metalwork now
completed, the reborn
Gullwing is partially
assembled before
being prepared to Staff members at HK Engineering return the all-important straight-six to the finished bodyshell,
enter the paintshop which has already been repainted in its original colour of ‘Ivory 608’ by the Bavarian specialist

October 2020 Classic & Sports Car 95

 FROM
THE PAST
WITH
PRESENCE Rarities today both in form and
on the road, drophead versions of the
Bristol 405 and Lagonda 3 Litre
have much in common
WORDS MARTIN BUCKLEY PHOTOGRAPHY JAMES MANN

96 Classic & Sports Car October 2020


he Lagonda 3 Litre and the
Bristol 405 were British
luxury cars that managed to
resist, at least for a while,
the relentless dominance
of Jaguar in the 1950s.
Created for a post-war
seller’s market that had all but disappeared by
the middle of the decade, which explains a total
combined output of fewer than 1000 for both
cars, they appealed to a constituency of buyers
for whom the Coventry product was probably
not even on the shopping list. That both were
available as four-seater dropheads shows how, at
least in one area, these more specialised makes
could trump the Jaguar offering, filling a gap left
by the demise of the MkV drophead in 1951.
Not that their open-top sales figures would
have worried Jaguar much – at just 43 Bristols
and 55 Lagondas – but it does illustrate how
the two marques could afford, and were
adaptable enough to contrive, short runs of even
more specialised models.
Alvis and Jensen both still made big, open-
topped four-seaters but, at rather more than
twice the cost of a Jaguar MkVIII or a MkIX, the
Lagonda and Bristol were true carriage-trade
offerings built for a dwindling element of the
British luxury market. These were the very
wealthy buyers who, while not yet ready for
a Bentley, put a premium on detail refinement
and handcrafted individualism in an upmarket
car with sportif overtones.
Such people were not sensitive to price but
very sensitive to image: Lagondas and Bristols,
rarely spotted on the roads even in their heyday,
were built to order for those who expected to
98 Classic & Sports Car October 2020
Clockwise from main:
both share rear-heavy
profiles; vast bay dwarfs
twin-cam Lagonda unit;
David Brown bought
Tickford in 1955; 3 Litre
rear seating is a vision
of luxury, but cramped
pay a lot of money for
a motor car and valued
the exclusivity that came
with the big price ticket.
They were the products
of a time when skilled
labour was freely and
inexpensively available,
although I suspect the
profit margins on both
were sliced thinner than
the post-war housewife’s
weekly ham allowance.
Rationing ended in
1954, the year the Bristol
405 – the firm’s one and
only four-door saloon –
was introduced at the
Paris Auto Salon. The
Lagonda 3 Litre had been
launched the year before
at the same venue, a restyled version – offered tractors, and cutting gears, in Huddersfield.
either open or closed – of the WO Bentley- The Bristol Aeroplane Company went into
designed 2.6 Litre range that had been one of the the car business with more focused ambitions:
first all-new British cars to be announced after to keep its former wartime workers occupied.
the end of the Second World War. But it never recaptured the production levels of
Unlike the meticulously costed Jaguars, its first 1947-’50 400 model. After this initial
neither the Lagonda nor the Bristol would have flurry of activity, in a product-starved market,
existed without the subsidy of their parent car making at Filton settled down to become
organisations. They were effectively headline very much an adjunct to the main focus of
‘trophy’ products of corporations with a much airframe and aero-engine production as the
wider engineering brief. civilian industry began to pick up.
The Lagonda was almost a vanity project for Not that there was a shortage of ambition or
owner David Brown, who never made any secret activity within the car division in the mid-’50s;
of the fact that he bought the Staines-based the 405, fitted with overdrive as standard and the
company in 1947 as a diversionary activity from latest 105bhp 100B engine, was built alongside
his main (and profitable) business of building the short-wheelbase 404 coupé and crossed
 ‘Lagondas and
Bristols were
built to order
for people who
expected to pay
a lot and valued
the exclusivity’

Famous cross-pushrod 2-litre straight-

six, with trio of Solex carbs. Left: Bristol
badge remains despite Abbott build
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L e a rn mo re a t
AR KO N I K .CO M
over for quite a while with the last of the 403s.
Meanwhile, the odd-looking 450 Le Mans
cars (C&SC, January 2019) were helping to
promote the marque and there were even plans
under way for an all-new model, the Type 220.
That was only curtailed by problems with the
development of the Britannia aircraft, causing
the parent company to haemorrhage money.
With its feisty straight-six and sophisticated
chassis, the Bristol 2-litre family seemed to be
at the forefront of British technology. In truth,
the technology was not very new or very British,
but created from the best of BMW’s 1930s
componentry harvested from the remains of the
Bayerische Motoren Werke as war reparations.
The link with the revered BMW 328 gave the
405 and its predecessors an instant credibility
that was nicely enhanced by the notion that these
were cars truly ‘built to aircraft standards’. Like
the Aerodyne 401 and 403, the 405 was made
in 18-gauge aluminium but with ash framing
around the passenger compartment to support
the roof, although the Abbott-built convertibles
naturally lost most of this. Probably no bad
thing, because it gained the car a reputation for
timber rot that tended to suppress the secondhand
values of what was otherwise considered one
of the best of the six-cylinder Bristols.
The 405 drophead was the first open Bristol
since the 402 and is among the rarest and most
prized of the firm’s output, although in 1954
Lagonda dash is simple,
with ignition controls an
inconvenient stretch to
the left for the driver.
Above: Bristol has a more
modern feel inside
it was unusual among expensive convertibles
in retailing at exactly same price as its saloon
sibling: £3188. The chassis, only fitted with
bodywork forward of the front doors, were
driven from Filton to the Abbott works at
Farnham in batches of half a dozen and only
bodied on receipt of an order.
It has been suggested that once Abbott
captured the big Ford contract to produce its
estate cars, a fair proportion of the Bristol work
‘The Lagonda’s impressive
gearchange only seems
slightly routine in light of
the Bristol’s legendarily
sweet mechanism’
was subcontracted out to other coachbuilders
including Tickford, which built the Lagonda
3 Litre bodies in all configurations.
Despite having a pedigree that went back to
1906 and included such revered exotica as the
V12s of the ’30s, the post-war 2.6 and 3 Litre
Lagondas somehow had more to prove, and
certainly more to live up to, than the Bristol.
It was David Brown’s fondness for those grand
pre-war supercars that had caused him to rescue
Lagonda in the early post-war years and,
alongside Aston Martin, give the brand
sanctuary within his tractor-building group.
Under stylist Frank Feeley’s new high-waisted
but somehow graceful Tickford-built body
lurked an ambitious specification that included
one of Britain’s first production twin-overhead-
camshaft engines, a wet-linered 2922cc
straight-six good for 140bhp that was first seen
in 3-litre form in the DB3 sports-racers.
The LB6, with its alloy ‘cheeses’ to locate the
four main bearings to the crankshaft diaphragm,
was created specifically for the post-war
Lagonda saloons but would find a much more
famous home in the various DB2 and DB2/4
Astons of the ’50s. It was built in DB’s Yorkshire
factory alongside the car’s all-synchromesh
gearbox and its deep cruciform chassis, which
featured inboard rear brakes, rack-and-pinion
steering, Jackall built-in hydraulic jacks and,
most impressive of all, fully independent
 LAGONDA 3 LITRE
DROPHEAD COUPÉ
Sold/number built 1953-’58/55
Construction steel cruciform chassis and
floor/bulkheads, aluminium body over
wood frame Engine iron-block, alloy-head,
dohc 2922cc straight-six, twin SU carbs
Max power 140bhp @ 5000rpm
Max torque 164Ib ft @ 3000rpm
Transmission four-speed manual, RWD
Suspension independent, at front by
double wishbones, coil springs rear swing
axles, torsion bars, parallel links; lever-
arm dampers f/r Steering rack and pinion
Brakes drums Length 16ft 4in (4978mm)
Width 5ft 91/2 in (1765mm) Height 5ft 2in
(1575mm) Wheelbase 9ft 51/2 in (2883mm)
Weight 3527lb (1600kg)
0-60mph 15.8 secs
Top speed 100mph Mpg 16-19
Price new £2957 Price now £90,000

Above: Lagonda prefers the

straight-ahead to any kind of
cornering. Below: the Bristol
is a comfortable cruiser
suspension. It comprised coils at the front and
torsion bars at the back, linked to the rear hubs
by short wishbones and with tubular arms
hinged off the differential, thus conferring some
rather unhappy swing-axle geometry effects on
the Lagonda’s handling. A full 8in longer than
the cherubic 2.6 Litre saloon, the 3 Litre’s extra
length tended to highlight the short wheelbase
and the fact that space in the rear was rather
tight, even after the last-of-the-line four-doors
took over from the coupé 3 Litres in ’56.
It would be fair to say that the 3 Litres have
never been much fancied; in the 1960s, ’70s and
probably into the ’80s a fair proportion were
plundered for their engines. The drophead
versions, though, such as this sand-coloured
and nicely original example that is for sale with
SLJ Hackett in Warminster, tend to have
a better survival rate and a higher value.
Next to the lower-slung, more self-effacing
Bristol 405, the slab-sided Lagonda looks like
a giant Dinky toy, or an overgrown pedal car.
Feeley didn’t have the sure touch with the new
fashion for full-width styling that the likes of
William Lyons demonstrated so effortlessly.
That’s not to say the 3 Litre drophead doesn’t
have some graceful lines and angles, particularly
from the rear three-quarter. It has a likeable
air of pomposity; if James Robertson Justice
didn’t own a Lagonda 3 Litre, he should have.
It takes two people to lower its beautifully
BRISTOL 405 DROPHEAD COUPÉ
Sold/number built 1954-’58/43
Construction steel A-frame chassis
with steel, wood and light-alloy body
Engine iron-block, alloy-head, ohv 1971cc
straight-six, triple Solex carburettors
Max power 105bhp @ 5000rpm
Max torque 123Ib ft @ 3650rpm
Transmission four-speed manual
with overdrive, RWD
Suspension: front independent, by upper
wishbones and transverse leaf spring, anti-
roll bar rear live axle, longitudinal torsion
bars, lateral links, A-bracket; telescopic
dampers f/r Steering rack and pinion
Brakes drums Length 15ft 91/4 in (4807mm)
Width 5ft 8in (1727mm) Height 4ft 91/2 in
(1461mm) Wheelbase 9ft 6in (2896mm)
Weight 2660lb (1206kg)
0-60mph 13 secs
Top speed 105mph Mpg19-24
Price new £3188 Price now £185,000
contrived hood that, like the Bristol’s, has a tiny
rear window and massive ‘blind’ rear quarters.
It also has a de Ville position that leaves the rear
seats enclosed but the front seats open to the
elements. That feels like a very pre-war feature,
as do the rear-hinged front doors; was this the
last British production car to have them?
Compared to the Bristol’s tidy, handsome
binnacle, the Lagonda fascia is a slightly
uninspiring block of walnut with the three main
instruments behind the massive steering wheel.
Its ignition and light controls are more handily
positioned for the passenger than the driver, too.
Neither car is a triumph of packaging but the
Lagonda is the roomier of the two, particularly
in the rear. And while its split-bench front
seat does not look as inviting as the Bristol’s
pleasingly shaped semi-buckets, it somewhat
redeems itself by having left- and right-handed
armrests for each front-seat occupant.
To be honest, it’s quite a relief to have
somewhere to rest your weary limbs after doing
any kind of low- or medium-speed manoeuvring
in the Lagonda, which has a much heftier, more
‘vintage’ feel than the Bristol. Buy this car and
you can cancel your gym membership because
Sportier Bristol gives
away half a foot to the
upright Lagonda in
length, and boasts the
more shapely waistline
the clutch and brakes are pretty heavy, too, so
at least the levels of effort are well matched.
The steering is high-geared and accurate, but
you cannot negotiate a fast country road with
anything like the gusto of the Bristol, which
corners with a lot less drama. Where the 405
feels – and looks – completely at home when
cornered ambitiously, in a way that totally
transcends expectations and the age of the
design, you feel like a hooligan when exploring
the limits of the 3 Litre. The sight of it leaning
into a corner puts expressions of both awe
and anxiety on to the faces of onlookers. The
Lagonda will do what is asked of it, but not very
graciously; neither does it relish being casually
tossed around, and it will make you work
disproportionately hard when doing so. In the
right combination of circumstances, you also
notice a sense of what I want to call oversteer but
feels more like rear-wheel steering.
In contrast, the beautifully smooth, light
Bristol steering loads up much less and, in
combination with a gearchange so slick you
look for excuses to use it, leaves you with an
impression of a much more nimble, agile and
‘personal’ machine that is on your side, urging

102 Classic & Sports Car October 2020

you to drive it hard. Its ratios are just right,
too, with an 80mph third, a speed at which
the 405 will happily cruise in its automatically
disengaging overdrive top.
The Lagonda does have its good points, and
a lot of charm. Certainly a 1000lb disparity in
weight means that the 3 Litre needs every one of
its extra 35bhp, but it does begin to lift its skirts
if you use the gears freely. This is not a chore,
because the Lagonda’s impressive gearchange
only seems slightly routine in light of the
Bristol’s legendarily sweet mechanism. This
1954 3 Litre was originally fitted with a column
shift but now has a centre change; the lever has
longer movements than the Bristol’s, but you
can’t catch out its synchromesh.
The Bristol and Lagonda are really saloons
powered by sports car engines: the Lagonda’s
handsome twin-cam lump even looks slightly
lost in the deep bay. To extract performance
from it requires that you rev it harder than might
feel strictly prudent at first. In fact, it will happily
rev quite a lot higher, and more smoothly, than
the Bristol engine. It also sounds more modern
and less fussy doing so, bereft of the ‘grannies in
a knitting competition’ sound effects that give
‘Both Bristol and Lagonda
are really saloon cars
powered by sports car
engines, but neither one is
overburdened with torque’
the Bristol unit such a distinctive feel, but it is
still noisy in view of the car’s luxury aspirations.
Neither engine is overburdened with torque but
the Lagonda is much more flexible at low speeds.
Too few people shared David Brown’s dream
of a post-war Lagonda with vintage attributes.
I have always admired them from afar, but every
close encounter makes their lack of commercial
success easier to understand. As a saloon it was
not quite roomy enough to be chauffeur-driven,
yet too much like hard work for people who
wanted to drive themselves, with no power
steering or automatic gearbox options.
That David Brown felt the need to slash prices
of the 3 Litre range by a third at 1956 motor
show time was a telling commentary on the
difficulty he was having selling them. MkIIs,
with the floor gearchange, ran from 1956 to
1958 but by then public indifference to the big
Lagondas was too much for even David Brown’s
organisation to bear and they faded from view
with no obvious replacement on the horizon.
DB had not lost interest in the marque but his
mind, and money, were elsewhere – mostly with
the development of the new DB4. While 510 of
the 2.6 Litre were built, the 3 Litres are much
rarer than you might think at 270 examples.
If you accept that subsequent Lagonda-badged
cars were really just adapted Aston Martins then
the 3 Litre is the last ‘real’ Lagonda with links to
the great pre-war models. That should count for
something, and the £89,000 price-tag attached
to this one suggests it might do. The Bristol is
emphatically the nicer car to drive and, arguably,
the prettier to look at. But, if I were looking for
a ‘period’ four-seater English convertible, the
£100,000 price disparity might give me cause to
have a suck on this particular lemon.
Thanks to SLJ Hackett (www.sljhackett.co.uk) and
Bishopstrow Hotel & Spa (bishopstrow.co.uk)
October 2020 Classic & Sports Car 103
 AMBASS

This temple is a few miles

outside Hampi, which was
capital of the Vijayanagara
Empire in the 14th century
and the world’s second
largest medieval-era city

104 Classic & Sports Car October 2020


Driving the original
version of Hindustan’s
famous Ambassador
across the country
that made it an icon
WORDS SAM GLOVER
PHOTOGRAPHY SAM GLOVER/ED HUGHES
ADOR,
he plan was simple but not
easy: buy a 1960s Hindustan
Ambassador on the west
coast of India, make it work,
try to drive it to the east
coast and ship it to the UK.
An Indian excursion had
been a pub fantasy of fellow road-trip connoisseur
Ed Hughes and mine for years. From the point
of resolving to make it a reality, it had taken us
six months to arrive upon the above details.
India’s ‘Licence Raj’ made the import of cars
prohibitively expensive when the country gained
independence from the British Empire in 1947,
so forming a partnership with an Indian company
was the only way for a foreign manufacturer to
keep a foot in the door. India’s ‘big three’ became
Hindustan (partnered with Morris), Standard
(Standard, obviously) and Premier (Chrysler,
then Fiat). Each produced a fascinating range
of increasingly antiquated models until
liberalisation brought a fresh wave of imports in
the ’80s. Starring oddities included the Hindustan
Contessa (a Vauxhall FE Victor with a B-series
and, later, an Isuzu engine), the Standard Gazel
(a four-door Triumph Herald with a live axle and
an angry face), the Standard 2000 (a Rover SD1
with an overhead-valve four-cylinder engine
spawned from the Standard Vanguard’s) and the
Premier 118NE (a Seat 124 with a Nissan
engine). In 1975, newcomer Sipani chipped in
with the Badal (part Reliant Regal, part
Thunderbird 4), then the Kitten-based Dolphin.
At first glance, then, India should be a fertile
shopping ground for classic exotica. In reality,
it isn’t. Driving is a contact sport and hard use in
an environment rich in heat, dust, moisture and
motoring hazards means cars age quickly. This
is demonstrated perfectly by the dystopian
buses, which look like props from the ’79 film
Mad Max but are rarely more than 10 years old.
A thriving industrial complex means that
scrap metal finds its way back to the melting pot
with brutal efficiency. It’s rare for any vehicle
to survive into its third decade, and virtually
unheard of for it to do so without being subjected
to multiple restorations.
Ed and I spent months scouring the classifieds
website OLX. Aside from a few down-at-heel
Premier 118NEs and a handful of Isuzu-engined
US
October 2020 Classic & Sports Car 105
 Clockwise from right: Glover
adjusts the brakes in Panaji;
ugly but watertight radiator
repair; ingenious locally
sourced fuel-pump heatshield;
Hughes tackles all-important
horn; Indian clone of the Solex
32 PBI carb; oil filter element
was the stuff of nightmares

Minor roads marked on Google Maps often turned

out to be unmetalled tracks, but none proved
beyond the Ambassador’s off-road capabilities
Contessas, we found none of the aforementioned
models in anywhere near roadworthy condition.
We decided, therefore, to plump for a car that,
until recently, could be found in any Indian
taxi rank: a Morris Oxford-based Hindustan
Ambassador or a Fiat 1100-based Premier
Padmini. We swung towards the colonial pomp
of the former, adding the stipulation that it
should be an early model with a B-series engine.
Communication with sellers was problematic.
Few replied and our lack of understanding of
various dialects made telephone conversations
hopelessly confusing. Those with whom we
established meaningful contact felt that the
bureaucracy involved in selling a car to a
foreigner was too horrifying to contemplate.
We concluded that we needed a fixer, and
found one in friend-of-a-friend Prem Chandra.
A veteran organiser of Hindustan Ambassador
tours, Prem was a gentleman and a scholar with
an extraordinary ability to make things happen.
This established the starting point of our trip:
Prem’s home city of Kozhikode. Our destination,
Chennai, was chosen because it was host to Pro
Kargo Ltd, the sole shipping company that
responded affirmatively to my barrage of emails.
Promising Ambassadors remained elusive for
some months, so when a presentable and fairly
unadulterated 1962 car popped up nearby, Prem
pounced. His brief was to establish whether it
‘All components had reached a uniform level
was fundamentally mechanically and structurally of decrepitude, working in perfect harmony.
sound, and, if it was, to buy it. It was both, so he
bought it. Minor niceties such as brakes and Changing one would upset the equilibrium’
electrics, we figured, could be negotiated later.
I transferred £3300 to Prem. Getting the car
delivered to his garage in Kozhikode was cheap
and easy, but transferring the logbook to my The distributor looked like an Indian facsimile We checked the camshaft timing and
name and making it road legal was the opposite of a Lucas 25D, so we took a new one from remedied the ragged valve clearances, changing
on both counts. Indian paperwork is old-school, AccuSpark. The carburettor bore a close gaskets as we went and noting that the engine oil
long-winded and inconveniently incorruptible. resemblance to a ubiquitous Solex 32 PBI, fitted was like squid ink mixed with anthracite. We
Prem engaged determinedly in a six-week to everything from Land-Rover to Tatraplan, removed the distributor and found it to be worn
bureaucratic offensive and eventually achieved so we packed a rebuild kit from Burlen. and sloppy to a degree rarely encountered in the
success. He was our hero. We landed at Kozhikode and took a crumbling UK. Our AccuSpark unit was indeed a direct
Ed and I staggered to Heathrow with suitcases Ambassador MkIV taxi – a very satisfactory replacement, so we slid it in, set the timing and
stuffed with tools, spares and consumables. experience – to our hotel, which we’d booked garnished it with a new coil, HT leads and spark
Older Ambassador parts didn’t appear to be by virtue of the large and shady car park in which plugs. We flushed the cooling system and
readily available in India, so we’d packed we could titivate our Ambassador. The car changed the thermostat, radiator cap, hoses and
everything critical to forward motion that we was delivered the following morning. It was a clips, noticing as we did so that the top radiator
could lay our hands on. Alongside a hoard magnificent sight. It had clearly lived quite a life, stub had started to unbraze itself. We effected an
of non-denominational parts, we’d selected but it had survived with its dignity intact, and ugly but efficacious repair with epoxy putty.
car-specific items by correlating educated its well-worn patina was consistent with its We overhauled the carburettor, cleaned the
guesswork with photographs from Prem. These mechanical condition. It had the feel of a car that oil-bath air filter, purged foreign bodies from the
included many Morris Oxford Series III bits – had received sensible ongoing repairs during six fuel tank and pipework, replaced the fuel hoses
gasket set, water pump, fanbelt, brake cylinder decades of continuous service, without a major and fitted an in-line fuel filter. The camshaft
rebuild kits, oil filter, bits of cooling system and restoration or a long period of destitution. proboscis of our Marina fuel pump was too long,
suchlike – but also an Oxford MO clutch driven There was no way of telling how many times the but the original pump seemed to work – even
plate to fit our early Ambassador’s transmission, Smiths odometer had passed its 99,999-mile though it looked as if it shouldn’t. We refitted
and a mechanical Morris Marina 1.8 fuel pump. maximum. We donned overalls, eagerly. it, setting its pressure as we did so. We also
reinstated its heatshield, which had been
lovingly fashioned from a coconut shell. Hotel
staff and passers-by viewed us with polite
THE LONG-SERVING HINDUSTAN AMBASSADOR amusement and regularly stopped to inspect
progress and offer pearls of wisdom. Everyone’s
Hindustan Motors began building Morris models at a new father, it seemed, had owned an Ambassador.
factory in Kolkata almost immediately after India achieved We roused various electrical items that had
independence in 1947. The Morris Ten became the Hindustan either been deemed unnecessary or fizzled out of
Ten, the Oxford MO the Hindustan Fourteen, the Minor the their own accord – including, most importantly,
Baby Hindustan and the Oxford Series II the Landmaster. the horn. We replaced a few moth-eaten wires,
The Oxford Series III-based Ambassador made its debut fitted a new earth strap, cleaned or replaced
in 1957 and remained in production, gradually mutating, various connectors and groomed superfluous
until 2014, gaining a B-series diesel option in 1980 and Isuzu tendrils from the loom. All the wiring had been
engines in 1992. A series of facelifts accompanied a slump painted silver, which was unhelpful.
in build quality and a blossoming of low-grade plastics. Freshly brazed repairs to the rusty brake pipes
suggested that they’d received recent attention;

October 2020 Classic & Sports Car 107

 Taking the quieter B-roads
brought many surprises.
This vast Hindu temple
was stumbled across,
nestling in the industrial
area of a small town

108 Classic & Sports Car October 2020

 There was rarely a dull
moment on Indian roads.
Hazards included careering
trucks, cavernous potholes,
stampeding livestock and
scary monkeys. Tiny roadside
restaurants (right) were
excellent, but familiar fare
was available in cities (below)

Lanes and traffic controls are

ignored in fluid urban streets,
though everyone generally
gets along in a respectful
and good-humoured manner
they appeared to be working adequately so we
resolved to leave them alone and not look at the
repairs too closely. The tangled remains of the
handbrake cable and linkages had been placed in
the boot for safekeeping. We made a token effort
to refit them, then gave up. Adjusting the clutch
linkage enabled first and reverse to be engaged
without a theatrical gnashing of teeth, but
no amount of adjustment could make the
spectacularly worn column change satisfactory.
Re-engineering was beyond the scope of our
ersatz workshop, so we settled on a compromise
that allowed all forward gears to be accessed with
relative ease, and reverse with a little contortion.
We greased nipples and oiled linkages. The
evil condition of the engine oil and the knuckle-
gashing inaccessibility of the filter housing made
us disinclined to sully ourselves and our
relationship with the hotel by attempting to
change them in the car park. We mobilised the
Ambassador and proceeded gently to a nearby
motor factor, who directed us to the amazing
Retro Cars India. The Contessa guarding the
gate told us everything we needed to know.
No fewer than six employees attended to the
Ambassador’s engine, gearbox and axle oils,
while father-and-son proprietors Byju and
Mithun took us on a tour of their collection. The
star was an early Contessa, complete with its
B-series engine. Mithun gave us a Royal Enfield
escort to a tyre bay, where we replaced our ragtag
selection with a handsome set of 165 R15s. The
wheels were expertly trued with a lump hammer
as part of the service. We took the opportunity
to replace one, which sported a rusty hole with
a patch welded approximately over it.
We declared the Ambassador expedition
ready. Driving it was a powerful experience.
Engaging gears on the move called for double-
declutching and an assertive flick of the flaccid
stick at exactly the right moment and in exactly
the right direction. Every part of the tired
drivetrain brought its own noise or vibration to
the ensemble, from the chattering of the big-end
bearings to the whine of the gearbox, the
gyration of the propshaft and the growl of the
final drive. Nevertheless, it gave a strange
impression of indestructibility. All components
had reached a uniform level of decrepitude and
were working together in perfect harmony.
Changing one, we suspected, would upset the
delicate equilibrium and lead to collapse.
Low gearing enabled creditably brisk
acceleration and a harmonically acceptable
50mph cruising speed, above which the axle
made a sound like a low-flying helicopter.
Driving in local traffic was an excellent game.
The morass of pedestrians, bicycles, livestock,
motorcycles, tuk-tuks, carts, cars, buses and
trucks in urban areas and on national highways
had an amazingly fluid quality. Horns were used
liberally and without malice. Buses and trucks
were terrifyingly unyielding, but everyone else
treated each other with courtesy and altercations
were rare. Cows wandered serenely through the
chaos, spreading calm stoicism as they went.
There was only one firm rule: don’t hit the
cows. Other rules were negotiable. The accepted
method of turning right at a busy T-junction, for
example, was to trickle into the oncoming traffic
on the wrong side of the road and pick your path
gradually to the correct side. As long as you kept
moving, chose your path assertively and didn’t
do anything unexpected, progress was stress-
110 Classic & Sports Car October 2020
free. The situation turned sinister at night,
however, when the combination of vehicles with
full-beam lights and vehicles with no lights at all
added an unwelcome element of uncertainly.
The first leg of our journey, Kozhikode to
Mysuru, was a baptism of fire. Peril lurked
around every hairpin in the pretty Western Ghat
mountains. Cars overtook buses overtaking
trucks on blind corners. Sheer cliffs and
stomach-churning vertical plummets left little
room for evasive action. Sinister monkeys
watched accusatorially from the roadside.
We fought our way along a highway from
Mysuru to Shivamogga, then took a scenic route
back across the Western Ghats to the hippie-
trail coastal town of Gokarna. This brought two
revelations: India has some amazing driving
roads, and an Ambassador is fun to throw
around. The B- and C-roads were often deserted,
serpentine and well-surfaced. I’d assumed that
the car would be dowdy and undynamic. Instead,
it was lithe and chuckable, riding bumps
and undulations beautifully and maintaining
composure at cornering speeds that we wouldn’t
have considered possible. We continued north
along minor roads to Panaji, the elegantly faded
former capital of Portuguese India.
Our enthusiastic driving had caused the brake
pedal to sink ever lower, to the point that a
HINDUSTAN AMBASSADOR MkI
Sold/number built 1957-’62/n/a
Construction steel unitary
Engine all-iron, ohv 1489cc ‘four’, single
Solex carburettor
Max power 50bhp @ 4200rpm
Max torque 74lb ft @ 3000rpm
Transmission four-speed manual, RWD
Suspension: front independent by wishbones,
longitudinal torsion bars, telescopic dampers
rear live axle, semi-elliptic leaf springs,
telescopic dampers
Steering rack and pinion
Brakes drums
Length 14ft 4in (4361mm)
Width 5ft 5in (1651mm)
Height 5ft 3in (1603mm)
Wheelbase 8ft 1in (2464mm)
Weight 2456lb (1114kg)
0-60mph 29 secs
Top speed 74mph Mpg 27
Price new 15,091 rupees
Price now £2-5000
second press was required to build up pressure.
Happily, rectifying it was simply a case of
sensitively freeing off and correctly setting the
long-ignored shoe adjusters on each wheel.
We had orignally planned to head north to
Mumbai and dogleg southeast to Chennai, but
the joy of minor roads versus the relative misery
of highways caused us to reconsider. We opted
to meander east, using an iPhone to plot rustic
routes from point to point. This was a brilliant
decision. Progress was relaxed and picturesque.
Roadside food in the most ramshackle of shacks
in the smallest of villages was never anything
less than spectacularly good.
“They have 12 bottles of beer, sah!” screamed
an upstart official at a sleepy checkpoint between
Goa and Karnataka. Alcohol laws vary massively
between states, and we’d just discovered that
it was illegal to transport it from one state to
another. The ‘sah’ in question was a paunchy
gentleman who was enjoying a quiet life and
thinking of his retirement. He waved us
dismissively on from his deckchair.
We inspected the remains of the Vijayanagara
Empire in Hampi, then perambulated to
piratical Anantapur and prosperous Bengaluru.
Bengaluru was notable for two novelties:
microbreweries and traffic lights. The latter
upset the organic flow of traffic and caused
‘I’d assumed that the
car would be dowdy and
undynamic; it was lithe
and chuckable, riding
undulations beautifully’
gridlock. Next came Krishnagiri, Vellore and
the formerly French-colonial Puducherry.
The Ambassador continued to rumble
unstoppably onward, compounding our initial
impression of indestructibility. Its temperature
control in 35°C heat was impeccable and it
demonstrated fine off-road capability when
minor roads on Google Maps turned out to be dirt
tracks. Our only interventions were re-repairing
the horn, bandaging a split in the exhaust and
reattaching the steering wheel, which lost its
grip on the column and began rotating
independently (an alarming sensation when
driving). We chugged and clattered victoriously
into Chennai on our intended day of arrival.
We sipped gin and tonic on the lawn of the
Madras Boat Club, where discerning car
collector Sri Srivardhan had kindly arranged for
us to stay, and reflected on our 1670-mile trip.
India had been as vibrant, diverse, hospitable and
waistline-expanding as we’d hoped. We hadn’t
anticipated, however, the wealth of wonderful
driving roads or a car that was so pleasurable to
hustle along them. The Ambassador had been
at one with its environment. Comfortable,
economical and a pillar of reliability, it had kept
up with modern traffic on good Tarmac and left
it in its dust when the going got rough.
There’s a good reason why the Ambassador
remained in production for more than half
a century: it’s the perfect car for India.
Cows, temples, monkeys and
fly-tipping in the touristy centre
of Hampi Above: the states
of Kerala and Karnataka, in
particular, provided some
spectacular driving roads
 SAVING
THE
BEST 11-time Le Mans contender

FOR Nick Faure is reunited with

Stuttgart’s final naturally

LAST
aspirated GT racer, the
Porsche 911 3.0 RSR he
helped steer to sixth overall
at the 1975 24 Hours
WORDS GREG MACLEMAN PHOTOGRAPHY OLGUN KORDAL

112 Classic & Sports Car October 2020

October 2020 Classic & Sports Car 113
 ‘At low speeds it’s a
car your grandmother
could drive, but
explore the envelope
of performance and
it’s clear the RSR is a
very different animal’

114 Classic & Sports Car October 2020

 Aggressive styling
is a feature of the
front end, with air
dam punctured by
cooling ducts. Right:
RSR back with one of
its three ’75 pilots
t’s gone midday in late July and the
sun is fierce. It’s quiet, bar the hum
of tweeting birds and chirping
grasshoppers; the sort of lazy calm
that only comes on still summer days,
the heat acting as a blanket that hangs
heavy over the circuit and stifles the
senses. Then the spell is broken: rising from the
distant treetops the unmistakable report of
a blipped throttle and an aggressive downshift,
followed by the glorious howl of a pinned flat-six.
In what seems like a split second the boxer
scream is all around us, reverberating from the
tunnel of trees through which the white, black-
wheeled blur explodes, its driver massaging
the wheel and feathering the throttle through a
sweeping left-hander. You can’t help but smile.
The scene is a familiar one to car and driver,
both of whom have a lifetime of racing experience,
the earliest part shared by man and machine at
one of the most exciting races in the world: the
24 Hours of Le Mans. The man is Nick Faure,
lifelong competitor and Porsche enthusiast, and
the machine is one of the rarest and most focused
naturally aspirated sports-racers to ever leave
Stuttgart: the Porsche 911 3.0 RSR. How the
two came together at Le Mans in 1975 is a story
that began with a chance discovery.
“One day I was rummaging through my
mother’s coal shed when I discovered a small
etching,” explains Faure. “It was a Rembrandt,
hidden underneath a few bits and pieces along
with a Dürer etching. My grandmother was
living with my mum at the time because she was
pretty elderly – she was about 93 – so I went up
to her and asked, ‘Granny, do you think I could
have that Rembrandt etching?’ She said, ‘Oh yes
Nicholas, you can have that.’ I took it to Christie’s
and got enough money out of it to buy three
quarters of GVB 911D, Porsche’s demonstrator
that was given to Vic Elford to race.”
The unexpected windfall only got Faure so
far, with the remainder of the balance settled by
Chris Maltin of Maltin Cars in Henley on the
agreement that the dealer had one race in it. “So
basically, Rembrandt got me racing,” says Faure.
No stranger to Porsches, he gelled immediately
with the 911 and quickly gained a reputation for
success that led to AFN, Porsche’s concessionaire
in the UK, financing future seasons. “I couldn’t
even buy tyres,” laughs Faure. “I was racing on
last year’s rubber – and doing quite well actually!”
Just as Faure was honing his skills on track, so
too Porsche engineers were perfecting the 911
for competition. Having proved its capability,
the 911S was soon joined by the 911R, a
lightweight racing version featuring glassfibre
wings, Plexiglas windows, aluminium doors and
a stripped-out interior, though only 24 were
made – some 476 shy of the homologation
requirement for GT-class racing.
It wasn’t until 1973 that an opportunity once
again presented itself for a bespoke racing 911,
in the wake of new regulations that effectively
banished the halo 917 from competition
following its domination of both the World
Sportscar Championship and Can-Am.
The new car was named for the firm’s historic
success in the Carrera Panamericana, and was
designed with the sole purpose of taking on the
more powerful Ferrari Daytona and De Tomaso
Pantera. A crash course in weight saving meant
several panels were replaced with thinner steel
alternatives, and the addition of slimmer glass
October 2020 Classic & Sports Car 115
made by Glaverbel. Fatter arches accommodated
15x7in rear wheels on a wider track and the
bumpers were made of fibre-reinforced
polyester, while a distinctive duck-tail ‘Burzel’
spoiler was added to the rear that, working in
conjunction with the deeper lipped front spoiler,
significantly reduced the aerodynamic lift that
had been a problem with earlier models.
Most important, however, were changes made
beneath the bodywork to the powerplant, where
Biral liners were dispensed with in favour of a
Nikasil coating that allowed the bore to be taken
to 90mm. Capacity went from 2341 to 2687cc,
adding 20bhp to the 190 of the 2.4-litre ‘S’.
The Carrera RS 2.7 made its debut in 1973,
bringing with it a gilt-edged opportunity for
Faure to continue racing: “I thought my career
had come to an end because I couldn’t afford
anything, then AFN rang me to say it was buying
two RS Lightweights, and would I like to come
and drive one… Who was going to say no to
that?! The idea was to make sure that there was
always a car ready to race most weekends if there
happened to be a problem with one of them, but
they were so reliable that the ‘back-up’ car was
sold on halfway through the season.”
Faure quickly found his feet in the RS. Always
driven with flair, RGO 2L stormed to victory in Engine proudly shows
the 1973 STP Production Championship having the wear from its
colourful racing life.
taken top honours in no fewer than 16 races.
Below: unmistakable
As well as its on-track results, the RS 2.7 had Porsche flat-six,
proved something of a surprise sales success for despite the tune. Left:
Porsche, which had reckoned on shifting little adjustable rev limiter

more than the 500 examples required for

homologation – even going so far as to issue
them as company cars for executives. The
response, however, was overwhelming and all
order slots had been accounted for a month after
the close of the 1972 Paris Auto Salon. In the
end, 1580 were sold, many to serious racers.
In an effort to capitalise on the competition
clientele, 55 chassis were taken from the
production line and turned into 2.8 RSRs –
hardcore works-inspired machines targeted
squarely at privateers. As well as ventilated and
drilled discs from the 917, plus 9in front and
11in rear wheels and a bigger front air dam, the
RSR featured a further bore increase to 92mm,
taking capacity to 2806cc, plus Mahle pistons
and 906 Carrera 6 camshafts.
The evolution continued with the advent of
the 3.0 RS in 1974, a true homologation special
that required just 100 examples to qualify in
Group 3 for Production GT Cars. Though
externally similar to the 2.8 RSR, the new
machine was even more focused, taking the best

116 Classic & Sports Car October 2020

“The president of Harley-Davidson put up the
£1000 and I did some sketches for him. I met
him in a pub and we chose the design together”

Wide arches and long tail

combine for one of the most
evocative of all roadgoing 911
racers. Right: Faure’s original
sketches, settled on in a pub

elements of previous iterations and addressing

many of the flaws. Fully bored out to 2994cc, the
highly tuned 911 produced 230bhp at 6200rpm
in road trim, while its predecessor’s habit of
throwing its flywheel was cured and the problem
of its weak magnesium crankcase was addressed,
albeit at the expense of an extra 10kg.
Few racers got on with the 3.0 RS quite as well
as Faure, who blew away the competition in the
’74 season – success that didn’t go unnoticed.
“A friend of mine, Richard Bond, was great
friends with Jean Blaton who raced under the in a London bar: “I got talking to a guy who Faure joined the unlikely team at La Sarthe in
name ‘Beurlys’ and campaigned a 3.0 RSR at happened to be the president of Harley- the hot summer of 1975, to share the 24-hour
Le Mans,” he recalls. “He said Jean had seen my Davidson, a blonde-haired all-American college epic with fellow debutant John Cooper and
career in racing in the RS – I’d won 18 races in kid called Clayton Day Junior, and he loved the Le Mans veteran Blaton. Compared to the
the year in that particular car – and asked that idea. So he put up the £1000 and I did some experience and backing of teams such as Georg
I come and drive at Brands Hatch. He was quite sketches for him. We chose the design together; Loos’ Gelo Racing, which fielded a three-car
impressed, so the following winter he rang me I met him in a pub and we worked it out. 911 entry, the solo effort of Beurlys was poised
up and asked if I would like to come and race at We agreed on the helmet design, and then the to be something of a David and Goliath story –
Le Mans, and could I find £1000 sponsorship.” final livery for the car. I gave the car the number but in the RSR they had one hell of a slingshot.
Struggling to come up with the money after 69 as a joke – just imagine my astonishment Like its 2.8-litre predecessor, the RSR began
the loss of his financial backer Fisons, Faure when I got to Le Mans and found that the [race life as its equivalent RS model. Fifty-four chassis
eventually got lucky after a chance encounter organiser] ACO had allocated the number to us!” were pulled from the production line, such as it

October 2020 Classic & Sports Car 117

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was, to be uprated for top-level racing. The
competitions department then bored an extra
plug hole in the cylinder heads to receive the
same twin-ignition system that graced the 2.8
RSR; timing remained the same but valve lift
was increased and the fuel pump beefed-up. The
butterfly throttles, good for 308bhp, were
changed for slide throttles that achieved 330bhp
at 8000rpm, fully 100bhp more than the 3.0 RS.
A straight-through twin-pipe exhaust from the
2.8 RSR was fitted, too, while the geometry was
The Beurlys RSR heads
gently tweaked, with raised stub axles lowering the Société Racing
the front of the car by 18mm. Incredibly, the

MAURICE LOUCHE
bodywork got wider still, with an extra 2in added
to each wing to help accommodate massive 14in
rear wheels shod with racing slicks, plus an even
larger rear spoiler overhanging the bumper. The
917’s braking system was carried over, with the
addition of endurance calipers and pads lifted
directly from the Le Mans prototypes.
Ever the Porsche fanatic, Blaton was an early
adopter of the new model and received his car –
finished in the trademark yellow of Ecurie
Francorchamps – ahead of the 1974 season,
where it ran well at Le Mans before a gearbox
problem forced the car’s retirement. It was this
car, chassis 9072 and the 26th of 54 factory
examples, that Faure, Blaton and Cooper had to
ready for its second outing at La Sarthe.
With the big race just days away, Faure set
about transforming the RSR with the stars-and-
stripes Harley-Davidson livery that he and Day
had settled on back in England. “Blaton rented
the Shell garage at Arnage, with a workshop at
the back,” says Faure, “so we used that as a little
studio. We didn’t bother painting the interior.
We just wanted the outside to be white, so you
can still see it’s yellow inside. I then chose the
colours and bought my aerosols: Guards Red
and a Renault Blue. I brought the cans with me
from England and cut out stars to use as stencils
on the roof. The rest I did by hand including the
stripes, which were done using masking tape
with an outline in black tape to give it a bit of
strength. When they came to pick up the car in
the morning they were delighted.”
As well as being new to Le Mans, Faure was
a novice when it came to night racing and his
first experience of driving in those conditions in
anger came during qualifying: “It was so easy –
everyone is going in the same direction, so all
you had to look at was red lights. You just dipped
your mirror if they had their full lights on; you’re
aware of the cars that are coming up really fast
because the lights close quite quickly. I’ll always
remember Vic Elford saying to me, ‘If it’s
foggy in the morning, and you come to the
rise just before the kink and you’re going
flat-out, don’t slow down. Just count one,
two, and turn as soon as you go over the rise
Organisation Course Lola
T294. Below: exiting the
old chicane for a new lap
and you’ll find the apex.’ It worked; don’t lift.”
It might not have been a golden year for Le
Mans, 1975, with stringent new fuel-economy
rules keeping away the likes of Ferrari and Alfa
Romeo, but it was certainly a purple patch for
Porsche. More than half of the grid was filled
with 911s, including several privateers fielding
RSs and RSRs as well as a number of big-money
teams such as Kremer and Jägermeister.
By the time the chequer fell on Sunday
afternoon it was Jacky Ickx and Derek Bell in
their Gulf-Mirage GR8 who led the pack,
followed by the Ligier of Jean-Louis Lafosse and
Guy Chasseuil, the sister GR8 and the Joest
Porsche 908/3. Showing their pace and
“The car just ran
and ran – we were
in the pits for only
20 minutes in the
24 hours, almost
a record. We didn’t
even change tyres!”

120 Classic & Sports Car October 2020


Clockwise from main:
meticulous work even
went down to the decals;
interior reveals original
yellow; massive Avons;
backer’s badge; Faure
revels in returning to his
old Porsche’s cockpit
reliability, the following seven places were
locked out by RSRs and RSs, with the Gelo car
leading the class ahead of the Beurlys RSR,
which was brought home in the final hours
second in class and sixth overall – a full 22 laps
ahead of the closest privateer.
“I drove the car for the last stint, between
midday and 4pm, just one minute short of my
allowance,” remembers Faure. “The RSR just
ran and ran and we were in the pits for only
20 minutes in the 24 hours, almost a record.
We didn’t even change tyres! In those days
the concrete pit balconies were directly above
the track and the pitlane. You were very aware
that everyone was looking straight down on you
– you felt like a matador in the bullring. After
the race everyone crowded on to the circuit, the
whole team and the Harley boys with their
’bikes. Everybody was thrilled – they never
expected to finish like that.”
At the season’s close, Blaton offered the car to
Faure for £3600 but, not having the funds, it was
sold to a syndicate and made its way to South
America. The 911 appeared in Ecuador, where
it stayed for four years before being repatriated
to Germany and going into a private collection
for 25 years. The Porsche was restored in around
2006 by marque specialist Manfred Freisinger to
the exact specification in which it contested Le
Mans, including the yellow interior. It remains
one of the most original of its type.
Squeezing into the competition bucket seat,
you get some sense of what it might have been
like back in 1975, and of the RSR’s strange mix of
the exotic and familiar. But any comfort that you
may draw from the many similarities it has with
more approachable 911 road cars evaporates the
instant the 3-litre flat-six clears its throat.
The Type 911/75’s high-lift camshafts offer
a lumpy idle that reverberates around the bare
cabin; as with most racers it’s happiest on the
move. The Fichtel & Sachs single-plate clutch
and ‘9156’ gearbox shared with the 2.8 RSR
make a wonderful combination, with a light
pedal and smooth action that will feel familiar to
anyone who’s driven a 911 of similar vintage. At
low speeds it’s a car that even your grandmother
could drive, but begin to explore the envelope of
performance and it’s clear the RSR is a very
different animal. Plant the throttle in any gear
and the acceleration arrives with the immediacy
of a lump-hammer hitting a plate-glass window.
It’s seriously quick, with a brutal kick that pins
your head to the upright seat. You very soon
appreciate the need for the centrally mounted
tachometer, rotated by 90º to afford a necessary
at-a-glance view of the 10,000rpm business end.
The RSR is blistering in a straight line, as your
strained neck muscles can testify, but it’s in the
bends that the car truly excels: the low centre of
gravity, wide track and those enormous tyres
give you a fresh understanding of mechanical
grip. You could say it corners as if it’s on rails,
but the old cliché doesn’t do justice to just how
fleet of foot it feels, how alive and responsive the
steering remains even under extreme load.
“I think it’s probably one of the best driver’s
road/race cars,” reckons Faure. “It certainly
develops the greatest feel of any car I’ve driven
and it responds to you as if it’s a glove; you wear
it. The car is basically doing what it wants to
do, and you only guide it.”
“It brings back the most fantastic memories,”
continues Faure, “not just of the car but being
with such a congenial team and being able to
enjoy the atmosphere of Le Mans, which is really
the most special race in the world. I think it
would be the ambition of any racing driver to
drive at Le Mans. To be reacquainted with the
car now is just a dream.”
Thanks to DK Engineering (dkeng.co.uk)
October 2020 Classic & Sports Car 121
122 Classic & Sports Car October 2020
A STRIKING
CORD
An instant classic, the groundbreaking Cord 810 has lost
none of its magnetism since its launch eight decades ago
WORDS MARTIN BUCKLEY PHOTOGRAPHY JOHN BRADSHAW

October 2020 Classic & Sports Car 123

 n the 1930s, film-star owners such as
Johnny Weissmuller, Al Jolson and
Clark Gable were drawn to the ‘coffin-
nosed’ Cords. The tycoon Howard
Hughes was doubtless fascinated by
the new technology they embodied.
Early horse-opera star Tom Mix had
a gun holster fitted to his yellow supercharged
Phaeton – he was killed in the car in 1940 after
he swerved to avoid roadworks in the Arizona
desert. By 1951, 15 years after its production, the
810 was being honoured at the Museum of
Modern Art in New York as ‘an outstanding
American contribution to automobile design’.
In the ’50s and ’60s the myth refused to fade:
a new enthusiast magazine called Road & Track
celebrated the Cord in its regular salon feature,
revelling in the stability and cornering power of
a near 20-year-old car that was far more roadable
than most of its modern compatriots.
In wider culture, Ian Fleming was an admirer
and equipped 007’s American colleague Felix
Leiter with a Cord in Live and Let Die. British
author James Leasor famously owned a
supercharged convertible and made sure his
fictional hero, Dr Jason Love, drove the same car
in print and on screen in his 1966 film outing
Where the Spies Are. By then the marque had also
inspired the first of at least two replica versions.
Cord 810s and 812s were being collected and
cherished long before ‘classic’ had become such
a debased adjective as applied to automobiles.
Never had a failure been so widely celebrated.
The 810 and 812, the latter a slightly
improved ’37 model, were built for 19 months
between January 1936 and August ’37 to the
tune of just 2320 examples. Most were the
Westchester and the more upmarket Beverly
sedans, which had pleated seat trim and armrests.
Inevitably the Phaetons and two-seat
sportsman convertibles are the most coveted,
particularly the supercharged cars with their
trademark chrome-plated exhaust headers.
Somehow, it is four-door closed-roof Cords that
seem most faithful to the original concept of
a beautiful saloon, an all-American ‘road car’
that was almost eerily ahead of its time.
Designer Gordon Buehrig was a fan of
architect Le Corbusier (Charles-Édouard
Jeanneret) and his form-follows-function ethos,
which was the reasoning behind the 810’s
Hot rod-esque at certain
angles, the Cord seems
nose-down with its forward-
leaning weight balance.
Whitewall-wrapped drilled
wheels improve cooling
124 Classic & Sports Car October 2020
Venetian blind wraparound grille and lack of
running boards. The nose design was a hangover
from Buehrig’s plan to give the car side-mounted
radiators. That idea was overruled, but he got his
rear-hinged one-piece bonnet, another unique
feature on an American car and, on the open
versions, a hood that lived underneath a metal
cover to keep the side profile clean.
Here was a glamorous vision of the future:
manually retractable headlamps (landing lights
from the Cord Corporation’s Stinson aeroplane)
in its sleekly domed wings, hidden door hinges
and a flap to cover the petrol filler – all features
that were completely new in the mid-’30s.
Inside, the radio was standard (again, unheard
of) and there was an aeronautical theme to the
eight-gauge dashboard with its engine-turned
finish. Variable-speed wipers and rheostat-
controlled instrument lighting were other firsts.
Cord had already pioneered front-wheel drive
on the American car with its 1929-’32 L-29
and it seemed natural to revive the concept,
in much-improved form, for the 810.
Inspired by the new Citroën Traction Avant,
‘Project E306’ and the production 810 would
learn the lessons of the L-29 by having 55% of
its weight over the front wheels for better
traction and a shorter wheelbase. It also gained
refinements including Rzeppa CV joints for its
driveshafts as the technology of front-wheel
drive improved. Trailing-arm independent front
suspension was new on a front-drive car and
those distinctive deeply dished wheels, with
holes for cooling, got the brakes well outboard.
It is tempting to suggest that a more
conventional concept, with the same looks,
‘The shape had its origins
in a car Gordon Buehrig
had designed for a
competition while at GM.
It came last, and he left’
would have sold in sufficient numbers to keep
the firm solvent, but that sort of compromise was
not part of the genetics of a car that came from
the same stable as the mighty Duesenberg and
Auburn. The 810 was conceived as a ‘baby’
Duesenberg and was almost launched as an
Auburn before coming to fruition as a belated
replacement for the troubled Cord L-29.
Its futuristic styling went hand in hand with an
ambitious specification, which included a Bendix
electric gearchange and that independent front
suspension. The ‘Electric hand’, also used on the
Hudson Terraplane, was really a variation on the
preselector theme but electrically controlled
by a switch in a miniature gate on the steering
column that operated a series of electromagnets
and vacuum diaphragms. Your required ratio
in the four-speed Borg-Warner transmission
was engaged by operating the clutch. With
synchromesh on second, third and top it was
lovely when it worked; but delight too often
turned to frustration and the gearbox was
probably the Cord’s commercial downfall.
It sat well forward, Citroën-style, in an all-
steel body formed as an integral structure with
its chassis frame, enabling Buehrig to give the
car a low-slung stance that was unique among its
contemporaries. The shape had its origins in
a car Buehrig had designed for a competition
while working for GM’s Art and Color division.
His entry came last and Buehrig, not yet 30,
left to rejoin Duesenberg. This greatest of all
American marques had been part of the Errett
Lobban Cord industrial empire since 1926
alongside Auburn, Lycoming, Checker Cabs,
and 150 transport and engineering companies.
From its debut at the 1935 New York Auto
Show the Cord exerted a magic spell on the
public, which stood five deep to get a look at the
new car. Thousands placed orders and were
promised delivery by Christmas, little knowing
that the 810s on display, all handbuilt, had no
gearbox innards, or that fewer than 30 examples
existed. These pre-production cars would all
be sold off cheaply to employees.
Production of 1000 cars a week was talked
of but body tooling was never fully resolved,
which is why the roof panel of the saloon is made
up of several smaller pressings.
All initial buyers got that Christmas was a
bronze scale model of their new car as engineers
Big wheel features
one of the many
firsts: a horn ring.
Split windscreen and
porthole-like dials on
the engine-turned
dash were a 1930s
vision of the future

Clockwise from above:

plush seats; Lycoming
V8; pop-up lamps,
1930s style; quirky
gearshift on column

October 2020 Classic & Sports Car 125

struggled to get the hastily developed
810 into production in Connersville,
Indiana, on lines adjacent to Auburn’s.
Deliveries began in January.
Only 1174 were sold in 1936 as
word got around about the new
wonder car’s teething problems.
Chief among these was that gearbox,
which initially had an unnerving
habit of seizing up at high speed when
the oil began to ‘foam’. Bottom gear
wasn’t the strongest and there were
also issues with wheel bearings and
engine cooling, although the ‘square’
125bhp Lycoming V8, with alloy
heads and nearly horizontal side
valves, was rugged and powerful,
even more so when a supercharged
option was offered for ’37.
The engine, the only V8 Lycoming ever
made, had been designed to accommodate the
Schwitzer-Cummins centrifugal blower. Driven
by bevel gears from the middle of the camshaft
it increased the horsepower from 125 to 170 on
4½psi boost and made the Cord a 100mph-plus
car, ‘loafing’ (as the brochure put it) in a 27mph
per 1000rpm overdriven top gear.
EL Cord, a young entrepreneur already twice
featured on the front cover of Time, had given
the project his blessing in the face of objections
from his board. But by 1936 he was beginning to
lose his enthusiasm for car-making altogether.
The officers of the Securities and Exchange
Commission were after him for certain share-
dealing irregularities, and the former used-car
salesman had, in any case, sold most of his
holdings in the Cord Corporation in readiness
for a move to California where he would shortly
begin a new business life in radio and television.
Meanwhile the 810 had become the 812 for
From top: dramatic ‘coffin-
nose’ front-end styling
was as innovative as it was
interesting; the profile is
a different take on the
American archetype, with
long nose and raked rear
126 Classic & Sports Car October 2020
the 1937 model year, with 150 leftover 1936
cars simply renumbered as 812s. As well as
the supercharging option there were new
136in-wheelbase versions of the sedans, the
Custom Beverly and Custom Berline, with
enhanced rear legroom and an extended bootlid
‘bustle’. It wasn’t enough to save the Cord, and
neither was a series of successful reliability and
speed trials at Indianapolis and Bonneville: the
American stock-car record of 101mph for 24
hours set by a Cord would stand for 17 years.
The new owners shut down all the loss-
making car-producing activities at the Auburn
factory and sold off the remaining 812s cheaply
to a dwindling number of Cord dealers. When
the Auburn factory went over to producing
kitchen cabinets, the body tooling for the Cord
was sold. Graham and Hupmobile
joined forces to build their own
interpretation of the late, lamented
Cord; Hupmobile acquired the rights
to the body dies but didn’t have the
funds to start production, so a deal
was struck whereby Graham built the
bodies and at the same time could
build its own version of the car.
In both cases the engineering was
traditional, with rear-wheel drive and
a straight-six. Both the Hupmobile
Skylark and the Graham Hollywood
had exposed headlamps and more
conventional grilles than the original.
There was considerable interest but,
again, they proved difficult to build in
the volumes needed to make money
and both canned the idea after a year.
Rumour has it the dies found their way to
Japan and still existed in the ’60s, if only because
the owners didn’t have the heart to scrap them.
Today, two-thirds of the production run is still
thought to exist, which is a good indication of
how quickly people realised these were cars
worth hanging on to. A few came to Britain in
period, where the supercharged version retailed
for a surprisingly modest £995. Today you need
to think in terms of £250,000 and upwards for
a blown two-seater Sportsman convertible.
As ever the value for money is to be found
among the four-doors; somehow the £69,950
required to part Danny Donovan of DD Classics
from his ’37 810 Beverly sedan seems far from
CORD 810 BEVERLY
Sold/number built 1935-’37/1174
(plus 1146 supercharged 812s)
Construction unitary steel body
with front subframe
Engine iron-block, alloy-heads, ohv
4729cc Lycoming 90º V8, Stromberg
downdraught carburettor
Max power 125bhp @ 3500rpm
Max torque 223lb ft @ 1700rpm
Transmission four-speed semi-
automatic, no synchromesh on first, FWD
Suspension: front independent, by
trailing arms, transverse leaf springs
rear beam axle with semi-elliptic leaf
springs; Lovejoy hydraulic dampers f/r
Steering worm and roller
Brakes hydraulic drums
Length 16ft 3in (4953mm)
Width 5ft 11in (1803mm)
Height 5ft (1524mm)
Wheelbase 10ft 5in (3175mm)
Weight 3715lb (1685kg)
0-60mph 20.1 secs
Top speed 98mph Mpg 15
Price new $2545 (1937)
Price now £70,000
unreasonable given that it’s the number-one
attention grabber in a showroom awash with
exotica. Beautifully restored in New Zealand, it
still commands attention. Substantial in size,
without being huge or intimidating, there is
something slightly sinister about its ‘blind’ front
end, blunt nose and hunched roofline.
Through suicide front doors you step down,
not up, into a tasteful blue cloth interior. Like
the spectacular dashboard there is something
about the twin sofas, with their fat armrests, that
suggests the early days of luxury air travel.
Likewise the split ’screens, which wind open
on each side for ventilation and give a slightly
beetle-browed view of the world. Fat pillars
and the tiny cathedral rear windows are not
conducive to all-round vision, either.
The wheel features the industry’s first horn
ring, and the various controls for lights in the
centre of the dash continue the aviation
influence. The winders for the headlamps live
under the dash at each end; turning them anti-
clockwise raises the pods in about five seconds.
With the ignition on the engine is fired by
pressing the clutch to the floor and you can then
pull away in first (below reverse) and go straight
to second, which engages when you next pump
the clutch. It cannot be rushed, and should never
be left in gear in lieu of the handbrake, but it
works well as long as you don’t overthink things.
The Cord pulls assertively in these gears with
a subdued rumble from the V8, which is not an
especially pretty engine but smooth and flexible.
You can leave it in third and keep the overdriven
‘It’s the number-one attention grabber in
a showroom awash with exotica. Beautifully
restored, it commands respect and attention’
top strictly for open-road cruising, for which
there were few opportunities in pre-war Britain.
What must the drivers of Austin Sevens and
Morris 8s have made of this gleaming, low-slung
glimpse of the future as it flashed past them on
the Great North Road? Even in North America
the concreted Interstate system was still in its
infancy, but there the Cord can only have
excelled, inhabiting a world of stability and sure-
footedness that was unknown to most drivers.
The firm ride, somewhat made up for by the
lavish seat cushioning, feels natural in a car that
has all the instincts of a what we now call a ‘sports
saloon’. It pulls itself neatly and undramatically
around corners with little roll, at its best being
driven through under power as the firm, positive
steering castors back through your fingers.
Wonderful as it is, there’s no mystery as to
why the Cord failed. It was simply an advanced
but underdeveloped product built for what was
already the least forgiving market in the world.
A market where people expected expensive cars to
be much larger than the 810/812, and where no
amount of beauty, charisma or technical finesse
could mend a poor reputation for reliability.
Had the Cord been given time to mature
it might have succeeded in a limited way but,
against the inexorable rise of the increasingly
homogenous American automobiles of the
1940s and ’50s, I doubt it would have lasted
for very long without severely compromising
the values that made it so special.
Thanks to DD Classics (ddclassics.com)
October 2020 Classic & Sports Car 127
MONTE-CARLO
OR BUST!Beneath its unassuming exterior, this
racy Citroën 15-Six Traction Avant
has been built into a recreation of
an unlikely rally competitor
WORDS RICHARD HESELTINE PHOTOGRAPHY MANUEL PORTUGAL

128 Classic & Sports Car October 2020

 ‘Once freed from the bovine throng that
passes for traffic in these parts, the
Reine de la Route hooks up with a chirrup
from the front tyres. Blimey, wheelspin!’

130 Classic & Sports Car October 2020

 Twin Webers for tweaked
motor. Below, l-r: 15-Six
is better known as luxury
transport; bonnet louvres
among few outward signs

he furrows her brow and nods,

curious and approving, before
returning to the business at hand.
We are moving at the pace of a
funeral cortège, having lost sight
of the camera car a while ago.
Flanked by the nice lady with the
headscarf and a big stick, not to mention her
herd of chocolate-brown heifers, there’s plenty
of time to take in our surroundings. It isn’t as if
we will be catching up with our comrades soon.
We are more than halfway up a mountain, with
weather-beaten stone walls and farm equipment
ventilated by age and neglect peppering the
landscape. In the distance, wind turbines churn
and behind us is an elderly gentleman aboard
a very noisy, modern-ish microcar.
And then there’s the road ahead. It is much the
same as the road behind us: sinuous, perfectly
smooth, and with only the occasional sliver of
Armco to stop you from tumbling into a different
realm. Motorsport is rife in this locale, and this
has World Rally Championship stage written
all over it, and writ large. Perfectly contorted
switchbacks beckon you, and we have the perfect
tool for the job – a 1951 Citroën 15-Six D. Talk
about bringing a dull spoon to a gunfight.
Except, as soon becomes clear, this isn’t your
average Traction Avant. Scroll back half an hour
and glances were exchanged and batted away
between mechanics and the car’s keepers. Those,
and smirks. They then let slip that outward
appearances here are deceptive; that this Citroën
would be full of surprises. Accordingly, this
leaves us with no excuses for how surprised we
are by what surprises us. Once freed from the in fusillades when double-declutching for
bovine throng that passes for traffic in these downshifts in a manner that makes it hard not
parts, the so-called Reine de la Route (Queen of to giggle with childlike glee.
the Road) hooks up with a slight chirrup from The beauty of any Traction Avant is its
the front tyres. Blimey, wheelspin! roadholding. The Autocar famously opined that
A few more revs and we’re into second on the the car’s prowess at taking bends at what
vertical H-gate with a pronounced ‘ker-klunk’. appeared to be foolhardy speeds had no peer.
It’s an idiosyncratic gearchange, the ‘mustard ‘It is a quite exceptional car,’ it claimed, before
spoon’ lever protruding from the centre of adding: ‘One of those rare cars that improve on
dashboard – it is almost six feet away from the one’s best time for a familiar journey.’
actual gears. You also have to remember that somewhat lacking even with the windscreen With a little acclimatisation, it is indeed
the shift pattern is decidedly odd by modern cantilevered open. That said, it doesn’t help that possible to hustle through bends far more
standards: first is where you expect fourth to be, fiddling with the controls back at base has quickly than you might have thought possible.
second is first, third is second, and reverse is first. resulted in the heater being engaged by accident: The rack-and-pinion steering set-up was
Of course. Naturally. It doesn’t like to be rushed, two pipes are now feeding hot air from the advanced for its day, but it isn’t lightning-quick
either, but you don’t think about it after five engine directly to the driver’s feet. in terms of responses – and you wouldn’t expect
minutes spent behind the vast tiller. Not that there’s much time to remedy the it to be. But it isn’t slow-witted, either.
It’s all rather austere in here, that’s for sure, situation. Even with only a modicum of throttle, There are limits, though. On these roads you
but there’s plenty to commend. The Citroën’s this thing moves. It isn’t fast by modern should be anything but tittering – more clinging
signature feature is its limousine-like standards, but it’s way quicker than its sober to the huge Bakelite wheel like a life belt. The
proportions, if only on the inside. There is exterior would have you believe. On a straightish thing is, for a four-door saloon that’s close on
plenty of room in the cabin, in part due to the section, it romps along with an eagerness that 70 years old, you cannot help but be astounded
lack of a transmission tunnel. The painted metal belies its antiquity. Into top gear, the swell and by its agility. Understeer isn’t pronounced;
dashboard is simplicity itself. However, it soar of the 2867cc straight-six is enthralling. it doesn’t threaten to spill. Even by Citroën’s
appears to have picked up a few extra gauges It doesn’t sound like a Citroën at all, but instead lofty standards, it feels as if it is from a different
along the way. It’s blisteringly hot, mind, has the timbre of something that bit more age. And then there are the brakes. There are
a situation that isn’t helped by the fact that the thoroughbred; perhaps a Le Mans Delahaye. some decidedly non-vintage levels of stopping
15-Six is black (naturally), and ventilation is It bellows when pressed, detonating sound power, here; levels of retardation that inspire

October 2020 Classic & Sports Car 131

confidence. You won’t find yourself desperately
pumping the middle-pedal on a downhill
section. It’s almost surreal.
After only an hour or so spent in the company
of the Citroën, one thing is abundantly clear:
you cannot quite believe it, but you can believe
in it. It’s a Q-car, but not one where the essence
of the original Traction Avant has been eroded.
Latter-day running gear hasn’t been substituted
– well, not exactly. It’s hard to define what,
precisely, this car is. You can’t call it a ‘restomod’
because it still feels like something redolent
of its era, just with its faculties dialled up to 11.
All of which goes some way to explaining why
the family that owns the Citroën enjoys using it
so regularly, be it for a quick trip up the mountain
or on long-distance events. They do so despite
having access to half a dozen Bugattis, several
Ferraris and other exotica.
So what is the story here? It stretches back to
1951, the year that privateer João de Lacerda
entered the Rallye Monte-Carlo in a Traction
Avant. The 30-something roped in Harry
Rugeroni – whose family held the Rolls-Royce
concession for Portugal for several decades – to
be his wingman, but theirs wasn’t a happy outing
and they came home in 119th place. A year later,
de Lacerda entered a different Citroën and fared
somewhat better. That was the year when
Sydney Allard famously became the first man to
win the Monte in a car of his own manufacture,
with rallying new boy Stirling Moss claiming
second spot aboard a Sunbeam-Talbot 90.
De Lacerda was that time assisted by Jaime
Azarujinha. The duo was one of only nine
crews to depart from Lisbon, Portugal, which
ultimately assisted their bid. Even though it was
one of the furthest start points from Monaco,
the weather was better than, say, Glasgow, from
where most of the British teams embarked in
sub-zero temperatures. There was, of course,
the small matter of the Pyrenees to contend
with, but they had plenty of hassle-free running
early on. Most equipes did not.
As Motor Sport reported at the time: ‘Mostly,
the 1952 Monte-Carlo Rally was a story of
crashes and ditchings in the snow and ice
from Clermont-Ferrand onwards. Hereafter,
conditions were terrible and car after car either
De Lacerda/Azarujinha head
for 13th on the 1952 Monte.
Right, from top: extra dials
for cabin; discreet hot rod
132 Classic & Sports Car October 2020
collided with objects mobile or stationary or and a pair of Weber carburettors was installed
slid into snow banks and ditches.’ De Lacerda along with things such as electronic ignition,
and Azarujinha, meanwhile, placed a highly an electric fan and an oil can to retain the
respectable 13th overall from 328 starters. oil from the engine breather. Because the
There were 165 retirements that year. transmission was always the Achilles’ heel of
What’s more, they didn’t rack up a single the car, two Audi halfshafts were also fitted.”
penalty point, which put them in rarefied This is a thumbnail sketch of the work that was
company. De Lacerda would drive the same car involved, not least because not even Gouveia and
to 43rd place in the altogether less treacherous his cousins who maintain the car are aware of all
1953 event, and 69th a year later. He also raced the changes that were made. That said, it has
and hillclimbed the Citroën, prior to switching been tweaked a little subsequently.
allegiances and campaigning a DKW. “Some time after he took delivery of the
An amateur from a time before the term 15-Six, my grandfather and Philippe decided to
became a slur, de Lacerda competed for the fun do the Tour du Maroc,” Gouveia adds. “There
of it. However, his motorsport outings came to was an issue with overheating, so louvres were
a juddering halt in 1957, when his brother Abel cut into the bonnet. The louvres are the only
died in a road accident in which João was outward difference people spot between it and a
also seriously injured. Following a long standard Traction Avant. There were problems
convalescence, he was obliged to give up his with the brakes, too, which took a beating so
medical practice and run the family health discs were installed. It’s a Maserati set-up.”
resort. His competition career was over, but Portuguese motorsport historian and author
the purchase of a decrepit Ford Model T and
its subsequent restoration led to a new-found
obsession: reviving old cars. His collecting
instincts would ultimately lead to the creation
of the Museu do Caramulo.
Nevertheless, he never forgot his rallying
exploits. The Citroën in which he claimed his
best results on the Rallye Monte-Carlo still
exists, but this isn’t it. His grandson Tiago
Gouveia explains: “He was very fond of the
Traction Avant, and in the 1990s he became
aware of a car built by Philippe Rochat. Philippe
was – and remains – very well-known in the
Traction Avant world, but perhaps more so for
his restorations. He made modifications to his
own car, which transformed it. This led to him
perfecting the changes and my grandfather
commissioned him to build something similar.
You have to know that he collected many cars
and motorcycles but he would never alter them,
they were always kept in original condition
or restored to how they were originally, so this
was something unusual for him.”
“A car was located in France in the late ’90s,
then restored and modified accordingly,” he
continues. “The engine was stripped and rebuilt
using Porsche valves. The oil pump is also
a Porsche item. The crankshaft was balanced,
Adelino Dinis recalls: “I remember João talking
about bombing down from France to Spain and
then to Caramulo at 170kph [106mph] or more
in his souped-up Citroën. He was still a fearsome
personality even into his 70s – a remarkable
guy who drove flat-out everywhere. He used
to impress visitors to the region with a drive
up and down the mountain.”
João de Lacerda died in 2003, but his
grandchildren and other family members
still enjoy this ‘tribute car’. “We participate in
a number of rallies in Portugal and have a lot
of fun overtaking cars that are 20 or more years
younger, which leaves their drivers baffled,”
Gouveia chuckles. “We normally let everyone
in on the secret on the final day of an event.
We wouldn’t want them to go home still
scratching their heads…”

Thanks to Museu do Caramulo, Portugal

(www.museudocaramulo.pt)
THE GIANT-KILLER
MG’s tiny but talented J-type proved itself against the very best on the race tracks
WORDS MICK WALSH PHOTOGRAPHY JOHN BRADSHAW
ost The Great Depression, the
year 1932 was economically
bleak and not the best time
to launch a new sports car.
But Cecil Kimber, the
geniu s b e hind the MG
marque, had other ideas with
the cheery J-type. The design and flair of this
new model were a major leap forward from the
vintage-style, fabric-bodied M-type, which had
launched the company with more than 3000
sales and impressive competition success. Racing
improves the breed, and lessons learned from
the M-type fed through to the J-type.
134 Classic & Sports Car October 2020
Visually, the J-type looked the part. Gone
were influences of French voiturettes with their
bolt-on wheels, short bonnets, vee ’screens and
deep chassis valances. The new model looked
distinctively English, and its fresh Le Mans style
cast the mould for a new era of great MGs:
long bonnet, cut-away door sides, cycle wings
and a 12-gallon slab tank with spare wheel
strapped behind on a triangulated metal clamp.
The shapely scuttle wind scoops – no doubt
inspired by the work of aristocratic racer/
designer Freddie March – fold-flat windscreen,
quick-release filler caps, slimmer radiator and
Rudge-Whitworth wire wheels just looked so
right. Only the skimpy 8in-diameter brakes and
narrow 19in tyres restrained its sporty style, but
at £199 10s it was a seductive package. Rivals
including Singer, Wolseley, HRG and Aston
Martin quickly copied the new look.
The 847cc ‘four’ owed much to the vintage
Midget and retained the two-bearing crankshaft
but with a new crossflow head with staggered
inlet and exhaust valves, which when fitted
with twin semi-downdraught SU carburettors
produced 36bhp at 5500rpm and a fruity exhaust
rasp. The new lightweight four-speed gearbox,
with neat central remote-control lever, was
a major improvement and, with its very low first
FROM ABINGDON
of pre-war Great Britain and Europe, capable of giving even Tazio Nuvolari a fright
gear and 11.5cwt (584kg) weight, it was perfect
for motoring trials, rallies and tests. Gordon
Murray would surely have approved.
The underslung frame featured refinements
for stiffening, including a tubular front engine
mount and phosphor-bronze guides for the
semi-elliptic springs. Bulkhead-mounted
Tecalemit lubricators kept springs, brake cables
and steering serviced. For the boy racer, extras
included stone-guards for the lights and radiator.
Despite the economic times the J2 was a great
sales success, but Kimber got into trouble after
supplying a tweaked J2 to the press. When
owners tried in vain to match the 80mph claims,
complainers were offered free tuning at the new
Abingdon works to find the extra 8mph.
The nippy and good-looking J2 was a fresh
template for the marque, which offered
inexpensive yet exciting motoring to more than
2000 buyers. Only the lack of front-wing
valances – and the resultant showers of stones
and mud on rough roads – spoiled the fun in the
early ’30s; long, sweeping wings were introduced
for the final four months of production.
The hottest version was the J4, a toolroom
road-racer handmade to special order in MG’s
competition department, and which matched
the standard model only in style. The full-race
engine was further uprated with a Powerplus
No 7 supercharger, while the gearbox was
switched to the ENV ‘crash’ C-type change.
The modified chassis featured 12in drum brakes
to match the extra power and speed, while a new
steering system with split track-rod ends helped
alleviate the kickback of the standard J-type. The
bodywork was strengthened by the deletion of
opening doors, and the outside exhaust swept
over the rear wing to a fishtail silencer.
Later nicknamed the ‘Baby K3,’ this fervent
voiturette proved a giant-slayer in pre-war sports
car races, particularly in the determined hands of
Northern Irish ace Hugh Caulfield Hamilton.
October 2020 Classic & Sports Car 135
The 28-year-old Ulsterman was sensationally
quick in the lightweight ‘works’ 746cc J4, as
underlined at the Nürburgring on 28 May 1933
for the Eifelrennen. Entered in the 800cc class at
the 12-lap event, which ran simultaneously with
the Grand Prix, Hamilton upstaged much faster
Bugatti Type 37s and even GP cars to win his
class by a staggering 24 minutes at 95.43kph.
These J4s were very special machines that
came at a huge extra cost to wealthy young
buyers with racing ambitions. With a price-tag
of £495, it’s hardly surprising that just nine
were built. Only seven survive today.
When Luis Fontés turned 20 years old
on Boxing Day 1932, the studious-looking
enthusiast immediately used part of his
considerable inheritance to place an order for
a J4 through dealership CH Truman & Co.
With the fifth example built, the eager Fontés
entered as many events as possible, from sand
races to the first club meetings at Donington.
Fontés headed to Ireland for his first big race,
which was to deliver the J4’s greatest moment
when Hamilton produced a remarkable drive
on home turf in the RAC Tourist Trophy on
2 September. The race had been extended to
478 miles to return the event to its original
six-hour concept. The entry featured eight
supercharged J4s, including the local favourite
Hamilton and ‘our’ car, driven by Fontés.
Wealthy American Grand Prix driver
Whitney Straight had entered an MG K3, but at
the last minute his doctor discouraged him from
racing and the seat was taken by the legendary
Tazio Nuvolari. The J4s were allowed to run
without mudguards, and most were fitted with
high cowls and just a single aeroscreen for the
driver. As well as his Nürburgring radiator
badge, Hamilton’s J4 carried a bizarre black baby
doll mascot strapped to the water filler.
Fontes’ poor luck or over-eagerness dropped
him out early: as he reached the top of Mill Hill
the MG’s engine cried enough and he retired
with a broken connecting rod. The youngster sat
out the race, but what a spectacle he witnessed.
Following a handicap format, the 1083cc
Riley of Victor Gillow arrived back first after
the opening lap, but just two seconds behind
was Hamilton’s J4, lapping at a furious 75mph.
Further back, Nuvolari’s K3 almost matched
the bigger Alfa Romeo 8Cs. Hamilton’s pace was
sensational, breaking class lap records regularly,
and by the end of the first hour he was leading
both on the road and on handicap.
Accidents on the challenging road course
eliminated several frontrunners including Tom
Simister’s J4 at Moate, where he ended up in a
field with a very bent car. Later, through Quarry
Corner, Gillow’s over-confident approach ended
dramatically and promoted Nuvolari to fourth.
With a pitstop for fuel and tyres, Hamilton’s
race went all wrong. Hasty refuelling splashed
the nervous riding mechanic’s clothes, and
disaster struck when the starter button refused
to work. After he bypassed the switch with
a spanner, it arced and set fire to his gloves.
Throughout, an exasperated Hamilton became
136 Classic & Sports Car October 2020
ever more vocal and shouted at the poor man,
but it was seven minutes before the J4 got away
and Nuvolari was 47 secs ahead on handicap.
With 15 laps to go, a fired-up Hamilton
produced the performance of his racing career,
reducing the advantage to nine seconds. The
electrifying battle went down to the wire, when
Hamilton made a surprise last pitstop, his tank
almost dry. Just one can was splashed in during
the rapid 20-second stop before the J4 rasped off
with a 15 secs handicap advantage over Nuvolari,
who was having his own fuel dramas.
After the engine cut out on the penultimate
lap Nuvolari was convinced his race was lost, but
his mechanic Alec Hounslow, who knew no
Italian, switched to the reserve and the K3 burst
back into life. The Flying Mantuan eventually
caught the Irishman, passing him on the
Newtownards to Comber straight to win by
40 secs. The winning K3 was so low on petrol it
stopped just past the flag and had to be refuelled
Larger front wings fitted
late in the production
run made life easier on
broken and wet roads.
Left: racing fuel filler,
important in the J4’s life
‘The junior “four” really starts to
sing in the higher range, and above
4000rpm the sharp bark signals the
MG’s approach long before its arrival’
for the victory lap. But it was a monumental
performance from Hamilton, who pushed the
demon little J4 to the limit, carrying staggering
speeds through the corners in the chase to set
a final 73.46mph average. Of the eight official
finishers, Hamilton’s was the only J4.
Two weeks after the Tourist Trophy, Hamilton
towed his J4 across Europe to Czechoslovakia
for the Masaryk (now Brno) Grand Prix. The
‘Tyrone Tiger’ was again the sensation of the
wet and windy race, cutting through the pack
in challenging conditions. As others slowed,
daunted by the blinding rain and slippery track,
Beautifully restored
engine is gleaming, one
of few J4s still with a
Powerplus supercharger.
Above: defined gate aids
a smooth gearchange
 Small and cosy cockpit
has no doors, and the
view ahead comprises
a sea of dials well laid
out for road and track
Hamilton stormed on and after seven laps passed
Guido Landi’s Maserati 4C to take second. The
drenched crowds were on edge as the little MG
chased leader Ernst Burggaller’s Bugatti T51A.
After 10 laps the leaders headed for the pits to
refuel, and Hamilton’s crew performed superbly
to send the MG out ahead of the Bugatti.
Such was Hamilton’s amazing speed, he even
started to catch Luigi Fagioli’s Scuderia Ferrari
Grand Prix Alfa Romeo, but his luck ran out
when at speed his waterproof cape blew up into
his face. Momentarily blinded, he lost control
and the little J4 rolled several times. A battered
Hamilton suffered numerous broken ribs.
His talent had impressed Straight, who invited
the fiery Ulsterman to race his Maserati 8CM.
Tragically, in the wet 1934 Swiss Grand Prix,
the 29-year-old lost his life in a horrific crash
on the final lap after hitting a tree almost
within sight of the finish line.
Those in the know soon learned how special
the J4s were, including hillclimb champion
Dennis Poore and privateer sports car racer
David Piper, who both owned the ex-Hugh
Hamilton J4, chassis 002. Piper even made the
cover of Autosport with his 20-year-old J4 in
April 1954. “It was a great car,” recalled Piper to
138 Classic & Sports Car October 2020
historian Doug Nye. “I absolutely loved it, and
had great success with it. One of the best features
was its beautiful ENV gearbox with a wonderful
change – like a Ferrari GTO. The MG engine
was wonderful, a labour of love.”
After his frustrations at the TT, Fontés
remained active in J4 chassis 005 between 1933
and ’35 before he acquired an Alfa Monza. The
green MG was also Fontés’ daily transport, and
no doubt clocked up hundreds of miles driving
to Donington Park and sand races at Southport.
He even loaned the car to his friend A Todd for
the 1934 Bol d’Or 24-hour race at Montlhéry.
As Fontés became tempted by bigger
machinery, with an Invicta Low Chassis joining
his stable, the J4 became redundant and in 1936
005 was sold to J Hewson, who replaced the
Powerplus supercharger with a Marshall blower
to race at Brooklands. The J4 eventually ended
up in Scotland with Valenti Motors in Glasgow
where it tempted Gene Alcott, an American pilot
who shipped the MG back home after the war.
The J4 moved to the East Coast and was soon
back competing with the newly formed Sports
Car Club of America. Pennsylvania-based Otto
Linton ran the car in the Junior Grand Prix on
the Watkins Glen road circuit, the first post-war
road race in the USA, where it lined up with a
mass of new MG TCs, Frank Griswold’s Alfa
Romeo 8C 2.9 coupé and Briggs Cunningham’s
hot rod Bu-Merc. Linton eventually retired with
no oil pressure but, undeterred, he later braved
Langhorne Speedway before selling in 1952.
The MG changed hands several times
through the 1950s before Howard Byron put it
into storage. In February 1971, collector Gary
Schonwald spotted the J4 in the classifieds of the
New York Times and immediately snapped it up,
but soon sold it on to Jerry Goguen, one of the
best-known MG connoisseurs in America. The
J4 had remained remarkably original over the
years, as Goguen discovered when the car was
restored by model guru Colin Tieche. During
the rebuild an authentic Powerplus No 8
supercharger was discovered in France.
Since I was kid in the 1960s, watching club
racer Geoff Coles’ immaculate and very fast J4s
at Silverstone, I’ve had a special admiration for
these early MG Midgets. Former Brooklands
racer Coles ran two: the beautifully restored
ex-Dennis Mansell car, chassis 004, and the light
blue 006, which he continued to race into his
60s. Watching Coles gun his perfect red J4
through the old Woodcote and beating younger

‘There are similarities with
riding a fast motorbike, the
J4 responding best to a
neat and precise technique’
Rear-mounted spare
nestles beneath the
small fishtail exhaust,
giving a racy edge to the
archetypical MG shape
machinery was always a highlight of MG Car
Club meetings, but news of his fatal accident at
Snetterton in 1974 really shocked me.
Having ogled those rapid J4s at Silverstone,
I’ve always longed to drive one and thanks to
John Polson that much-anticipated experience
didn’t disappoint. The stronger ENV gearbox
with close ratios has a super-slick change, its
rapid action a revelation for a pre-war car.
What the junior ‘four’ lacks in low-down
punch, it makes up in the higher range and above
4000rpm it really starts to sing, the sharp bark
signalling the J4’s approach long before its
arrival. On deserted country roads, when the
view is clear and the surface smooth, the J4
comes into its element as you keep the engine
‘Tyrone Tiger’
Hamilton (centre)
after his storming
drive in the 1933
RAC TT, with
team boss Goldie
Gardner (on left)
in its powerband and carry impressive speed
through empty, sweeping bends. Here, it’s easy
to appreciate Hamilton’s remarkable pace
against the big guns. The steering is light and
direct, which suits the accurate commands the
short car demands to maintain a sharper pace.
Through faster corners the chassis feels taut
and tidy, if a little nervous on the tall and skinny
4in-wide tyres, but even with the added blower
weight up front there’s no hint of understeer.
There are similarities with riding a fast
motorbike, the J4 responding best to a neat and
precise technique, while the cable-operated
brakes require respect at higher speeds.
Snug in the cockpit, you revel in that fast
gearchange and the engine’s extra surge at the
top end, and the J4 proves to be enormous fun
around scenic and flowing Suffolk back-roads.
These routes have surprising connections
with early MGs because the Varsity Speed Trial
at Branches Park in Newmarket was held just
down the road from Polson’s base. The grand
18th-century house has long since been
demolished and the estate looks faded, but
the J4’s character remains as vibrant as ever, its
supercharged heart ringing out around secluded
lanes in the wheeltracks of young graduates.
To drive one back in 1933 as a 20-year-old
must have been even more special.
Thanks to John Polson (01440 841447;
polsonmotorco.com); James Gunn at Ecurie Fusil
October 2020 Classic & Sports Car 139
“He took the
art of making
whoopee to
new heights”
A Londoner via South America, fast but reckless
on and off track, the oft-forgotten Luis Fontés was
a racer whose reputation always preceded him
WORDS & ARCHIVE IMAGERY MICK WALSH

ighty years ago, the dramatic
and at times scandalous life
of Luis Fontés was cut short
at just 27 years old. At 11am,
flying a Vickers Wellington
Mk1C to RAF Llandow,
one of the 1000hp Bristol
Pegasus radials cut out. With just one engine,
the light bomber was even more of a challenge to
control and, after the loss of the hydraulic pump
operating the undercarriage, Fontés had no
option but to risk a belly landing on farmland.
In those final moments before the fatal crash,
the bespectacled pilot would probably have been
too focused on fighting the failing plane, but if his
life had flashed before his eyes it would surely
have been a mix of heady elation and deep regret.
Born before the First World War during the
Christmas of 1912, Fontés initially grew up in
a cramped London flat but his family’s roots lay
in Brazil. His father, Antônio Gonçalves Fontés,
was a wealthy shipping magnate who, aged 40,
relocated to England where this ‘Don Juan’
started several families with various mistresses.
Luis, together with his older sister Ruth, initially
struggled financially, but when their father died
the world changed for these illegitimates.
Where the young Fontés developed his
passion for cars and aircraft isn’t known, but his
keen interest in engineering led to him enrolling
at Loughborough Technical College. With his
newly inherited fortune, studies ended and

Heading for an unlikely International

Trophy win at Brooklands in 1935,
aboard a borrowed Monza. Left: shirt
and tie were the norm for Fontés

October 2020 Classic & Sports Car 141

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racing began, with several MGs including the
J4 featured this month. The family had relocated
to Chelston, near Torquay, which was too
remote for an aspiring racing driver so Fontés
bought a place on the Thames at Reading.
In his early competition years, Fontés
developed a reputation for wild driving with
little mechanical sympathy. The MGs proved
too fragile for his heavy right foot, so in 1934 he
acquired a tougher Invicta S-type Low Chassis
that he entered for his second attempt at the
RAC Tourist Trophy at Ards. Previously his MG
had failed to finish the first lap, but in the Invicta
Fontés survived to lap 22 before his gutsy
4½-litre Meadows gave up the ghost and again
forced retirement. Famed specialist Thomson &
Taylor took over the Invicta’s preparation, with
Fontés competing all over the country from
Brooklands to the Southport sands.
At the start of the 1935 season Fontés entered
his supercharged J4 for the Easter Meeting
at Brooklands, but when Thomson & Taylor
reported that the car wasn’t ready he started
looking at other options. John Cobb had been
trying to sell his Alfa Monza, a two-year-old
ex-works 8C that successful builder Noel Rees
had imported for Brian Lewis to drive. In the
previous five months the Alfa had failed to find a
buyer, and Ken Taylor had the idea of renting it
to Fontés – presumably in the hope that the drive
would secure a deal with the 22-year old.
The pairing’s debut lived up to the Anglo-
Brazilian’s exuberant approach. Thrilled by the an hour, two green cars were out in front with
extra power of the short-chassis thoroughbred, Raymond Mays’ ERA R3A leading the Monza.
Fontés lost it dramatically at the Fork, the long When the ERA spluttered to a halt with
skid resulting in a stalled engine and the Monza supercharger problems, none were more
facing oncoming traffic. After restarting, the surprised to top the leaderboard than Fontés,
youngster terrified everyone by impatiently but he impressed all with his mature car control
turning around, resulting in several competitors and smooth driving that Motor Sport likened
taking avoiding action. Although disappointed to Monégasque star Louis Chiron. Even when
he’d failed to qualify for the final, Fontés was Freddie Dixon made a late challenge in his rapid
smitten and started negotiations to buy the 8C. Riley Special, Fontés kept his cool and held the
Prior to his next race, the BARC International win after three hours at an average of 86.96mph.
Trophy on 6 May, Fontés was little known Most drivers would have been superstitious
outside of Thomson & Taylor.
The studious-looking novice
with owl-rimmed glasses
and slicked-back hair was
dismissed as just another rich
young enthusiast, but his next
outing in the green Alfa would
change that. If a punter had
chanced his money with a
Brooklands bookie on the
outsider winning, he’d have left
with a sizeable purse.
Against a strong 40-car
entry for the 250-mile race,
the chances looked slim for the
ageing machine against three
new Grand Prix Bugatti Type
59s, ERAs, various hot Rileys
and Richard Shuttleworth’s
Alfa Tipo B monoposto. But after
GETTY
Fontés’ greatest and most
famous win was the 1935
Le Mans 24 Hours with John
Hindmarsh (below, right) in a
Lagonda M45R Rapide. The
Brits won by less than a lap
October 2020 Classic & Sports Car 143
about the race number 13 but not Fontés, who
at the finish, wearing a white shirt and tie under
his jerkin, looked clean and oil-free in contrast
to his chum Dixon. ‘A new ace has risen in our
midst,’ concluded Motor Sport.
Arthur Fox of Fox & Nicholl, who was
looking for a suitable co-driver for John
Hindmarsh to race an ex-works Lagonda at
Le Mans, was particularly impressed and signed
up Fontés. With the Staines manufacturer
struggling to survive and a Le Mans novice
sharing the wheel, few had much hope of success
in an event previously dominated by Alfa 8Cs.
Despite a wet start, and running long gearing
with large fuel tanks, the maroon Lagonda was
up to second place by the second hour. But luck
looked to turn against the English team when
Hindmarsh was forced off
as he avoided a crashed
Aston Martin at White
House, the impact causing
damaged steering and
a broken headlight. After
hasty repairs, the Lagonda
burbled back but two laps
behind the leading 8C.
Through the long night
the damage proved more
serious and caused braking
dramas and increased tyre
wear, yet by early morning
the Lagonda was in the
lead. But with victory just
an hour away, Fontés
arrived in the pits reporting
alarmingly low oil pressure.
With disqualification
certain if they topped up the lubricant, Fox
instructed Fontés to race on but to conserve
the engine through the corners.
Again Fontés displayed maturity beyond his
experience. With the gauge indicating zero and
the added strain of a hard-charging French Alfa
Romeo behind that had learned of the Lagonda’s
problems, he held the lead. The timekeepers
then mixed up the lap charts and announced that
the Alfa was leading, but with just five minutes
to go an irate Fox sorted the confusion with the
organisers and the valiant Lagonda team took
the winner’s flag at 4pm. When they dropped
the sump after the race, just half a litre of oil
remained, adding to the accolades for the then
youngest-ever winner of the prestigious race.
Fontés and Hindmarsh, both experienced pilots,
had done a remarkable job of nursing the
ailing Lagonda home to victory.
Fontés had also started racing aircraft, a sport
he shared with his older sister. The pair acquired
Miles Hawk monoplanes and competed in
various competitions including the King’s Cup
Jubilee Air Race, a 1000-mile challenge across
England starting at Hatfield. Luis’ luck ran out
when a broken oil pipe forced a crash landing
near Easington in County Durham, but he
climbed uninjured out of the bent Miles.
As well as the Monza and the Invicta, Fontés
commissioned Adrian Squire to build him
a single-seater, but its unreliability during the
Brooklands 500 Mile Race meant it was returned
immediately. A new Grand Prix Alfa Tipo B was
then ordered from Italy but was never raced.
Fontés continued to compete in the Monza
throughout 1935, including taking it to Ireland
for three events. With limited opportunities to
‘Fontés’ extensive
police record included
a mad pursuit around
Trafalgar Square, his
Invicta chased for 30
laps until out of petrol’
Fontés’ need for speed took him on to water and
into the skies following his ban from racing, with
Alfa 8C-powered hydroplane Miss Torbay (top)
and Miles Hawk (above) – still in shirt and tie
race in England other than at Brooklands, the
youngster relished the street circuits and more
relaxed organisation of the Emerald Isle, not to
mention the post-race parties.
Despite his studious appearance, Fontés
developed a reputation when fuelled by alcohol.
“He transformed after the race into the wildest
of wild men,” said ‘Bentley Boy’ and journalist
Sammy Davis. “He took the art of making
whoopee to new heights.” Fontés’ extensive
police record included a mad pursuit around
Trafalgar Square, his Invicta chased by the
constabulary for 30 laps until it ran out of petrol.
Surely inspired by comic-book adventure
stories, Fontés was a liability wherever he
travelled. One conviction under the Railways
Act involved him running along the top of the
carriages while the Torbay Express steamed its
way across Wiltshire. Eventually an alarmed
passenger pulled the emergency brake, and
Fontés leapt clear, pursued by some of the
crew and police across the fields.
Friends laughed at his high jinks, but one
drinking session ended in tragedy with the death
of an innocent motorcyclist. On 5 October 1935
Fontés and an unknown friend started a road
race through Warwickshire, the reckless pursuit
involving crossing junctions at high speed,
driving on the wrong side of the road and several
close calls with pedestrians including an AA
patrolman. Near Coleshill, after roaring over
a humpback bridge, Fontés’ Invicta struck
Reginald Mordike and the
19-year-old later died from
his injuries. Forced to stop
with a flat tyre, Fontés was
eventually arrested and,
when a bottle was found
in the car, a local doctor
confirmed he had been
driving under the influence.
Drink-driving had
become a major concern
in England during the
’30s and, although Fontés
had pleaded guilty, his
manslaughter conviction
was extensively covered
by the press. The verdict
included a three-year
prison sentence, a 10-year
driving ban and an order
to pay all costs – but mysteriously no mention
was made of the other driver in the papers.
When finally released from prison in March
1938, Fontés looked older, his boyish looks
transformed by a pencil moustache and gaunt
features. Keen to avoid publicity, he headed
back to Torquay where he ran a speedboat
business. Among his projects was an American
Ventor hydroplane into which he fitted the
supercharged straight-eight from his redundant
Alfa Tipo B. Christened Miss Torbay, the boat
with open stack exhausts must have sounded
fantastic roaring around the south coast.
Prohibited from motorsport, Fontés focused
on aviation and finished an impressive fourth
in the London to Isle of Man Air Race. The
Anglo-Brazilian had clearly calmed down
and eventually settled at Warren Court in
Caversham, Reading, in a Modern Thames-side
house with his new wife, Sylvia White.
When the Second World War started Fontés
tried to join the Royal Air Force, but possibly
due to his poor eyesight – or his criminal record
– his request was refused. Determined to help,
he signed up as a civilian ferry pilot with the
newly formed Air Transport Auxiliary.
While on a solo assignment transporting
a Wellington, Fontés’ life ended dramatically
when the bomber crashed in a field on Penyrheol
Farm in the Brecon Beacons, ploughing across
the turf and striking a telegraph pole. His career
was smeared by tragedy, but Fontés record as the
youngest winner at Le Mans would stand until
Alexander Wurz’s victory in ’96. Coincidentally,
Fontés’ destination that morning was RAF
Llandow, which would be turned into a race
circuit 20 years after his crash.
October 2020 Classic & Sports Car 145
 THE
LILLIPUT
GRAND
PRIX
Where else should you test a pair of sports
cars but on the track? That’s what we did for
this kei car duo from Honda and Suzuki,
but on a slightly smaller scale…
WORDS HENNING HINZE PHOTOGRAPHY CHRISTIAN BITTMANN
 he author of this story
measures 1.71m (five feet
seven-and-a-bit inches)
tall. That hardly makes for
a giant among European
males, but size – or rather a
lack of it – is an important
prerequisite for carrying out this particular test.
Because this is a realm where two eccentric
dwarves of the automotive world compete, the
Suzuki Cappuccino and Honda Beat, both fun
cars born into the roadster boom of the early ’90s
– not in the same format as the all-conquering
Mazda MX-5, which appears as a giant in
comparison, but as diminutive kei cars.
The kei class comprised mini-cars that
enjoyed useful tax advantages in their home
country of Japan, and more importantly did
not demand proof of a parking space before
purchase. Most were boxy wagons with up to
seven seats – practical, for sure, but mostly rather
148 Classic & Sports Car October 2020
fun-free aside from their cheeky looks. Just
occasionally, however, high-quality technology
could be found lurking within the permitted
3.30m by 1.40m footprint – hardly more floor
space than a go-kart takes up.
So where better for these bonsai athletes to
do battle than the go-kart track in Lüneburg,
northern Germany? As we take to the tight,
sinuous little circuit, the first impression is that,
far from feeling clumsy and oversized, these two
motoring mice feel right at home within its
narrow confines. The ideal line is found quickly
and the cars make it easy for you – not least
because their extremities are so intuitive to find,
and you never have to worry at any point
whether some of the panelwork is lagging
behind. Usefully, because they were mainly sold
in Japan – with a few official exceptions, not
least the 1110 Cappuccinos that were brought to
the UK from 1993-’95 – the steering wheels
are on the ‘correct’ (right) side of the car.
The Cappuccino has ‘a compact body that
is close to the size of your body’, according to
Suzuki’s press bumf at the 1991 Tokyo motor
show, where both of these mini roadsters were
launched. Considering its stubby 3295mm
overall length, ‘our’ 1996 Suzuki pushes an
absurdly long bonnet ahead of it – clearly
signalling the front-mid mounting of its three-
cylinder turbocharged engine.
As a result, in the second half of the vehicle,
the passenger compartment is constricted for
length as well as width (at just 1185mm from
door-top to door-top). That said, there is even
less space in the 1993 Honda, in which the
occupants sit amidships with just 1165mm of
internal width to accommodate two sets of
shoulders. A pair of NSX-style air intakes
located behind the Beat’s short doors reveal the
siting of the normally aspirated three-pot motor,
mounted just behind the driver’s neck and giving
the Honda its neatly balanced proportions. Yet
 while they take opposing approaches, both cars SUZUKI CAPPUCCINO
make the most of their engine and passenger Sold/number built 1991-’98/28,010
compartment positioning between the axles Construction steel monocoque with
to give near-perfect weight distribution. aluminium bonnet, boot and roof
In comparison to the Honda the Suzuki feels Engine all-alloy, dohc, 12v 657cc triple, with
a more mature car, but the two share all the turbocharger and electronic fuel injection
same inherent disadvantages – except that the Max power 63bhp @ 6500rpm
Cappuccino is fully weatherproof when its Max torque 63lb ft @ 4000rpm
complex five-piece hardtop is in place, and then Transmission five-speed manual or
even offers a little luggage space; with the roof four-speed auto, RWD
down the tiny boot is almost entirely taken up by Suspension independent, at front by double
those panels when they are carefully stowed. wishbones rear multi-link, lower wishbones;
The roof itself is a neat design, turning it from coil springs, telescopic dampers f/r
a coupé to a targa, a T-top or a full convertible Steering rack and pinion
depending on which panels you leave in place. Brakes discs
Every millimetre of space is carefully Length 12ft 93/4in (3295mm)
considered – you can’t be wasting it when there Width 4ft 7in (1395mm)
is only 4.62m2 to play with! That means an Height 3ft 103/4in (1185mm)
approach to interior design that majors on Wheelbase 6ft 9in (2060mm)
minimalism – little more than a driver’s Weight 1599lb (725kg)
‘Both cars position workplace with sparse switchgear set into a 0-60mph 11.3 secs
dashboard that is an archetype of ’90s hard Top speed 85mph Mpg 41
their passengers plastics. There is at least a radio slotted into the Price new £11,995
and their engines usual space for the Suzuki – in the Honda, you
had to opt for a custom installation in the large
Price now £4-10,000

between the axles gap below the ventilation levers, and the only
nod to luxury is the electric windows. As for
to give near-perfect luggage space, you’ll have to remember to pack
light in a Beat: there’s a tiny cubby for the bare
weight distribution’ essentials to the left of the battery in the rear
compartment, while the storage area in the front
is little more than a glorified glovebox.
Returning to the track, it’s not simply the fact
that these pared-back sports cars fit around you
like gloves that makes them perfect partners on
this winding blacktop; they are also aided by
advanced underpinnings, with independent
suspension all round as well as finely tuned
springs and dampers combined with the inherent
Turbocharging the
agility of rear-wheel drive.
657cc triple gives
Diving into the chicane, hot on the heels the Suzuki a large
of the Honda, the slightly indecisive steering of torque advantage
the Suzuki requires a bit of extra cranking and its and a much fatter
softer set-up is quickly revealed. Rolling on powerband
its springs, the Cappuccino is quicker to break
away at the rear, and spins an inside wheel when
accelerating hard out of the tighter turns –
there’s no limited-slip diff, and limited grip from
the 165/65 R14 tyres fitted all round.
Despite having a smaller contact area on the
road surface – with slender 155/65 R13 tyres up

Both cars feel agile, but the

Cappuccino’s steering is less
communicative. Left, from
top: with the roof up, there’s
a useful boot; Suzuki can be
coupé, targa, T-top or cabrio
 HONDA BEAT
Sold/number built 1991-’96/c33,600
Construction steel monocoque with
box-section tunnel and side beams
Engine all-alloy, sohc, 12v 656cc triple,
MTREC electronic fuel injection
Max power 63bhp @ 8100rpm
Max torque 44lb ft @ 7000rpm
Transmission five-speed manual, RWD
Suspension independent, at front
by MacPherson struts rear struts,
trailing links, twin lateral links, coil
springs, telescopic dampers
Steering rack and pinion
Brakes discs
Length 12ft 93/4in (3295mm)
Width 4ft 7in (1395mm)
Height 3ft 101/4in (1175mm)
Wheelbase 7ft 53/4in (2280mm)
Weight 1675lb (760kg)
0-60mph 12.1 secs
Top speed 85mph Mpg 39
Price new not available in UK
Price now £4-8000
From top: tiny boot means
you’ll have to travel light in
the Honda; 8500rpm redline
is a clue to the rev-happy
nature; mid-mounted
engine gives great balance
front, and 165/60 R14s to the rear – the Honda
has no such problems. The Beat dives into
corners in a playful way, its roadholding
completely neutral, and without the power to
leave you fearing an unexpected departure ‘Its turning circle is
thanks to its mid-mounted engine balance.
At 9.2m its turning circle is a touch larger than a touch larger than
the tiny 8.8m of the Suzuki, yet it feels alive
on the track, and incredibly nimble.
the Suzuki’s, yet the
A big part of that sense of liveliness comes
from the Honda’s remarkable power unit. At the
Honda feels alive
time, kei cars were only permitted up to 660cc and incredibly
displacement, with a 63bhp maximum power
output, and to achieve that figure Suzuki nimble on track’
strapped a turbocharger – with charge-cooling,
no less – to the Cappuccino’s 657cc triple. It
dampens the intake noise somewhat, sounding
conspicuously cultivated as it delivers a useful
63lb ft of torque at a relatively low 4000rpm.
The Beat, in contrast, is a screamer. Honda,
Formula One World Champion from 1988-’91,
was keen to bolster its reputation for technical
excellence and came up with a three-cylinder,
normally aspirated 656cc unit that revved to
a dizzying 8500rpm. Sophisticated intake
technology employed separate throttle
butterflies to finely meter the fuel-air mixture
for each combustion chamber – the kind of kit
you’d more commonly find in competition
engines. Grumpy-sounding at idle, the triple
gets ever more robust as the revs climb, with its
modest 44lb ft of torque not arriving until
7000rpm and peak power 1100rpm later, just
before the needle enters the red zone. As you
might expect, little happens below 4000rpm,
which means that the five-speed manual ’box
needs to be stirred eagerly – but that’s no chore
with this short and crisp shift.
Such is the Honda’s youthful vigour, it comes
as no surprise to discover that the Beat was
developed by one of the youngest groups of
designers in the company’s history, with an
average age of just 29. The upbeat Beat really
puts you in a good mood on winding roads, but
it’s hardly an obvious choice for everyday use: scrape their heads on the hood when it’s in place,
even trundling along at 60mph the engine is and it’s not exactly the most practical classic.
turning over at a faintly absurd 6000rpm, and if That’s not to say it won’t prove reliable: it feels
you want to overtake or cruise on the motorway, solidly built, and the highly engineered
you will quickly be approaching its 85mph mechanicals are remarkably durable.
maximum. Chuck in the fact that there is no The Cappuccino’s slightly duller response on
proper luggage space and that tall people will the track makes it the more comfortable daily

driver. That responsiveness is dulled still further
in our test car by its four-speed automatic ’box.
It’s never the sportiest of transmission choices,
but proved popular in the domestic market and
offers surprisingly rapid and well-timed changes,
with hardly any torque-converter slur, so there’s
not much to complain about.
The Suzuki is the more familiar sight in the
UK, where it was an officially listed model, but it
remains a rarity in the marketplace due to the
number that have rusted away over the past three
decades. Today, you’re as likely to find a ‘grey’
import as an original UK car – and for the Beat
it’s grey all the way, the roadster never having
been offered here new. Nevertheless, there’s
always a smattering of them in the classifieds,
and they offer superb value for such a rare and
fascinating sports car, with prices for well-used
examples dipping below £5000.
If you do unearth a Beat, be prepared to search
around for parts. Panels are available direct from
Japan at reasonable prices, but you’ll have to pay
shipping and import duties on top. Usefully,
Honda recently announced that it would be
reproducing hard-to-find bits such as tail-lights.
The situation is little better for the Cappuccino,
though there is some dealer support and there
are more used components available thanks to
cars being broken over the years – and, once
again, prices from Japan are sensible.
Ultimately, however, these are only really
important considerations for drivers of up to
1.71m high – anyone taller simply won’t fit
comfortably under their roofs. Neither of these
Lilliputian sports cars would make much sense as
everyday cars outside of their homeland, where
space remains at such a premium, but both are
Fabric top fits snugly. brilliant fun when the streets turn narrow and
Above: wild zebra-print winding. In the final reckoning, though, the
seats lift spartan cabin pointy Honda twists the screw one turn further
in every respect than the Suzuki.
October 2020 Classic & Sports Car 151
DRESSED TO
DECEIVE Look under the smart coupé body of this
1938 Rosengart SuperSept and you’ll
find a warmed-over Austin Seven with,
believe it or not, a six-cylinder engine
L PHOTOGRAPHY JOHN BRADSHAW
he story goes something
like this. One day in 1929 the
wealthy French industrialist
Lucien Rosengart, who was
then making the Austin Seven
under licence, steps out of
the famous Paris restaurant
Maxim’s. He sees a female acquaintance getting
out of an imposing Packard roadster. “What
on earth are you doing driving such a lorry?”
he exclaims. To which the lady replies, “Well, at
your age, shouldn’t you have given up playing with
toy cars?” Or words to that effect.
Six months later they meet again at Maxim’s.
“Let’s have lunch tomorrow,” says Rosengart.
“I’ve got something to show you.” The following
day he meets the woman with the prototype of
a smart little six-cylinder motor car. Won over by
its elegance, and the charms of its creator, she will
eventually become the second Mme Rosengart.
152 Classic & Sports Car October 2020
Her future husband goes on to make a wide range
of cars, survive the Second World War, and retire
to the Riviera to become an amateur painter.
How much of the Maxim’s story is true is
of course another matter. What is certainly the
case is that at the 1931 Paris motor show Lucien
Rosengart did indeed unveil a six-cylinder model,
powered by a tiny 1100cc sidevalve engine.
Production of this original version stopped in
1934, but it would reappear in time for the 1938
season in restyled form, though largely unchanged
mechanically, and continued to be a listed model
into the following year.
What you see here is one of those second-
generation cars. Known in typically exaggerated
Rosengart style as a ‘SuperSept’, despite only
being rated as a 6CV, it is one of only 10 known
to have survived, and is perhaps the only extant
coupé out of perhaps half a dozen that are thought
by marque experts to have been made.
October 2020 Classic & Sports Car 153
 Those figures give a hint of the turbulent
story behind the Rosengart motor car. It is a tale
of thrusting entrepreneurship, financial
machinations… and ultimate commercial
failure. It involves one of the most under-
reported frontline players in the pre-war French
automotive industry, and ‘our’ smart little black
‘LR70’ SuperSept neatly encapsulates the saga
behind the man and the marque.
Lucien Rosengart made his first fortune
manufacturing nuts, bolts and washers, and his
second during the First World War when he
mass-produced artillery shells. After the war his
products included bicycle dynamos and pocket
torches. When his friend André Citroën ran
into difficulties, Rosengart stitched together
a financial package whereby the loans Citroën
needed were underwritten by the value of his
stock of unsold cars – a clever wheeze that only
worked providing ever more of these cars found
customers, thereby putting money back into the
coffers to service the loans. Rosengart helped
manage the Quai de Javel factory, Citroën pulled
through his first crisis, then Rosengart moved
on, this time bailing out Peugeot with a similar
system before again stepping aside. At the 1928
Paris Salon he became a manufacturer in his
own right, with his licence-built version of the
Austin Seven, the 5CV Rosengart.
Aggressively advertised, and promoted with
endurance-run stunts, the cars struck a certain
chord as low-priced economical transport.
After the introduction of the six-cylinder cars
Rosengart further added to his range in ’32 when
he announced licence-production of the Adler
Trumpf – having tried to interest André Citroën
in the German front-wheel-drive design.
Had he concentrated solely on the technically
advanced Adler, which he renamed the
Supertraction, Rosengart might conceivably
have made a fist of being a serious motor-
manufacturer. But in the years to come the
business went off the rails. The ageing 5CV
continued, the Supertraction was – possibly
needlessly – given a new body, the six-cylinder
Nicely weathered badge
underlines the car’s
originality. Right: typical
French combination dial
includes a clock within
154 Classic & Sports Car October 2020
From top: misnomer
SuperSept; owner Whale
is improving the Rosengart
“The SuperSept is an
incredibly pretty car. You
could picture it out and
about town in 1938 – it
has a lot of Parisian chic”
chassis was re-engined with a 1649cc Adler
four-cylinder sidevalve, and an all-new
mid-sized car with the same power unit was
introduced. The Rosengart range came to
resemble an unruly tessellated pavement of
related and unrelated models, all with more daft
names than you’d find in an Ikea catalogue.
By the close of 1936 the deal with Adler had
collapsed, Rosengart was in the financial mire,
the company had been restructured, and the
product line had shrunk back to just the 5CV.
With its crash gearbox, cable brakes and beam
front axle, this warmed-over 1920s relic was no
longer a very saleable commodity, despite a 1935
restyling. The dapper Mr Rosengart struggled
on, reviving the aforementioned ‘six’and even
trying to enter the prestige market with a slinky
revival of the Supertraction, this time on a
hybrid chassis comprising a Traction Avant
Citroën front end and an Adler rear.
That Rosengart had reached the point when
he ought quietly to have left the keys of his Paris
factory under the mat and whistled off down
to Maxim’s is underlined by studying this
SuperSept, owned by Federation of British
Historic Vehicle Clubs chairman David Whale.
With its so-called ‘aerodynamic’ bodywork
picked out by red wheels and coachlining, it lives
up to its description as ‘la voiture de la femme
élégante’ in Rosengart’s predictably hyperbolic
sales catalogue. “If you wanted Parisian style it
probably delivered,” comments Whale. “It’s an
incredibly pretty car. You could picture it out and
about town in 1938 – it has a lot of Parisian chic.”
The interior – all-original but for new carpets
– is as pleasing as the exterior. The painted steel
dashboard houses a large combination dial, the
big Bakelite wheel is on a chromed steering
column, there’s a hat net overhead and the
upholstery is in a discreetly stylish herringbone
fabric. With no rear seat there’s a sizeable luggage
platform, behind which there’s a decently-sized
boot, accessible only from the interior.
Peek under that pretty frock, though, and
automotive ardour is soon cooled. When
From top: engine is a
six-cylinder version of
the Austin Seven ‘four’,
with archaic front tank;
period marketing
material; other than the
rounded grille, the body
of the 1938-built cars
is as the previous year
Rosengart decided to make a six-cylinder model,
all he did was have two extra cylinders added to
an Austin Seven engine, and then plonk it in
what was pretty much an Austin Seven chassis.
That was a fairly dumb exercise back in 1931,
and it wouldn’t have looked any brighter in 1937.
Admittedly, there are semi-elliptic rear springs
in place of the Austin’s quarter-elliptics, along
with a conventional propshaft rather than a
torque tube. But the channel-section chassis still
has friction dampers all round and a dropped
beam front axle with a transverse leaf spring,
while the brakes remain operated by cable. Left, from top:
As for that gravity-fed 1097cc six-pot with its delightful aluminium
‘France’ badge; hat net
familiar-looking alloy crankcase, it boasts just
is part of the standard
three main bearings and deploys a bodice- equipment; there’s
ripping 27bhp – up from the 23bhp of the no rear seat and boot
original unit thanks to the addition of a second access is via a hatch
Solex carb. At least the unsynchronised ’box has
four speeds, and was claimed to have specially
low ratios to allow hill-climbing in high gear.
But Whale didn’t buy the Rosengart for its
mechanical finesse. The reason he fell for the
SuperSept is to be found on the dashboard: at the
time of writing, the odometer reads a mere
8899km. That’s little more than 5000 miles, and
is certified genuine. In 1997, when the car first
surfaced, the figure was a paltry 6514km. Little
is known of the Rosengart’s early history, but by
1984 it was sitting unused in a French collection.
“I like French cars, and working with FIVA
has given me an interest in vehicles from outside
the UK,” says Whale. “But more than that, I’ve
had a growing interest in the preservation of
vehicles. I’ve spent a reasonable amount of time
in the United States, where you see the American
perspective on preservation. I don’t think that
here we view preservation in the same way. That

‘A more committed driving style

can circumvent the SuperSept’s
lack of guts; once it’s wound up,
gentle gradients hold no fear’
was probably the trigger to say, ‘What the hell,
let’s buy it!’ Something that’s only done 8900km
since 1938 has a certain uniqueness. The car’s
low mileage and the opportunity to preserve
something were thus my main motivations – and
I like things that are a little bit different.”
Given its rarity, the Rosengart certainly scores
on that point. But what counts – to a greater or
lesser degree – is how it acquits itself on the road.
The first issue is to find a comfortable driving
position. If you’re on the small side, you end up
sitting so low that you’re looking through that
big wheel rather than over it. A little sparrow of
a Parisian girl-about-town would have been
deterred straight away from reaching for her
chequebook, unless Mr Rosengart provided
tailor-made seating as part of the attention
he paid his female customers.
The engine certainly feels like a six-cylinder,
being much smoother than a small sidevalve
‘four’ of the period, but you don’t get silky six-pot
refinement. There’s an obtrusive roller-bearing
noise from the unit once you’ve hit the 34 to
40mph mark, so any notions of a sweet-spinning

156 Classic & Sports Car October 2020


little jewel of a powerplant are best discarded.
Nor should one expect much performance,
despite those twin Solex carburettors. The
torque is there, but the power isn’t. On the level,
the engine hauls well from very low speeds in
top, and you can take it through roundabouts
without a downchange or pull away from low
speeds in a high gear. But the Rosengart just
slows right off on inclines, with forward motion
being shaved away to nothing. While climbing
up one hill we went from third gear to second
to first, and the car eventually just died.
A more committed driving style can
circumvent this lack of guts; once it’s wound up,
gentle gradients need hold no fear, while on
the level a coffee-grinder 45-50mph is feasible.
To achieve this, though, you need to master the
unsynchronised gearbox. Clean changes are
possible, but take practice. “You almost have
to triple-declutch, and then it goes in,”
comments Whale. At least the clutch is smooth
and well-weighted, and a further plus point
is that the brakes are surprisingly progressive
and adequately effective.
There is little incentive to explore the outer
edges of the Rosengart’s performance envelope.
The steering is fluid and genuinely agreeable,
with no lost motion to speak of, but that’s where
the virtues of the chassis stop. The ride is choppy
at the best of times, with an under-damped front
end. On poor roads there’s vicious pitching and
directional stability that is foggily approximate.
Along with the shakes that are transmitted
through the evidently less than rigid body, this
teaches you that sporting motoring is not part of
the portfolio. Even on decent surfaces the car
can end up dancing all over the road if you’re
imprudent enough to push beyond 40mph –
it just doesn’t feel safe. Rosengart’s claim of the
maximum speed being a whisker shy of 70mph
is best not contemplated.
Recently, a new tank has been fitted, the
ignition has been finely adjusted, and the carbs
re-jetted. “It’s transformed,” reports Whale.
“Last time I took it out I was rolling along at over
40mph!” So let’s cut the car a bit of slack for
being somewhat off-colour when we tried it.
Even if one accepts this, the fact remains that
Super-simple
dashboard even for
its time, but it does
feature an opening
front windscreen
by the standards of the time in France – and
these are the only standards that count – the
Rosengart SuperSept falls well short of the bar,
demanding too much effort for little return.
It was ill-conceived to begin with, and smart
looks and canny marketing weren’t enough
to conceal the unsaleability at the end of the
1930s of an over-engined and under-engineered
rejig of a 1922 Austin Seven. By then nobody
took the 5CV Rosengart seriously, let alone
its six-cylinder sister.
In Grand Luxe form the coupé cost 24,710
francs in late 1938, roughly the same as a 7C
Traction Avant and nearly 4000 francs more than
an eminently presentable Renault Juvaquatre.
Admittedly, Simca’s new coupé version of its
Huit came in at 27,900 francs, but there was no
need to spend that much on a nifty town car
when the same manufacturer offered its licence-
built Fiat Topolino, the Simca Cinq, at less than
Ffr15,000 in tin-top Luxe format.
Any one of these cars, even the not hugely
clever Juvaquatre, would tan the pants off the
Rosengart for driveability.
October 2020 Classic & Sports Car 157
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OUR CLASSICS

A familiar feeling
for club racers all

GUNHILL STUDIOS
over the country:
frustration and
head-scratching

round. I’ve never been one to spend been transformed. Having started
FORD FALCON endless days at the circuit with a his career at The TR Workshop and
laptop trying to shave tenths off my been around TR4s for 30 years, it
SPRINT laps, but I was more than grateful seemed too good an opportunity to
RUN BY Julian Balme we’d invested the time and found let Shaun go home without him
OWNED SINCE August 1989 issues that would have wrecked our driving the car. His reaction was
PREVIOUS REPORT February 2019 Goodwood. Sadly, no sooner had much the same as co-owner James
the Falcon returned to CCK and Mitchell and mine: we now have
the fault been rectified than the a car we can have a lot of fun with.
event was KO’vid. So not one, but two race cars on

BIG FORD BIRD IS

It goes without saying that the button and ready to go – who’d
everybody in the old-car caper was have thought it?
disappointed, though few more

WOKEN UP EARLY
If post-Christmas credit-card bills
are a stark reminder that one isn’t
as financially flush as hoped, then
consider an early start to the
historic racing season. For the first
time, my name had fortuitously
found itself in the runners and
riders for the Goodwood Members’
Meeting at the end of March, at
least six weeks before this sleepy
old bear wakes from hibernation
and dons his race overalls.
Consequently all the expense
normally associated with the
forthcoming season was dragged
forward. Stress-related ECG,
medical, licence renewal – thankfully
no new race suit or helmet.
Having put it off for years, I also
renewed the Falcon’s FIA HTP
papers – a subject I won’t bore you
with but, rest assured, without
lifting a spanner on the car the
festive season looked a bargain.
Since its freshen-up at CCK last
year, I’d driven the Falcon home to
smarten the interior a bit. Other
than that, I hadn’t done anything:
no shakedown, no early morning
run out; nothing. So when the
invitation arrived, the first thing
I did was drive back to CCK.
We signed up for a track day at
Silverstone in March to run the car
and see how everything had bedded
in. Only to find the propshaft was
doing strange things. The faster
we went, the worse the vibration.
Shaun Rainford and Graham, his
right-hand spannerman, whipped
the car up in the air and found
movement in the bearing at the rear
of the gearbox, which in turn was
allowing the prop to rotate out of
than me: being the way these days THANKS TO
at Goodwood, I had been teamed Δ Shaun, Graham and Dan at CCK
up with a ‘celebrity’ driver for the Δ Karim and Jonny at Pendine Works
Roy Pierpoint Trophy, a two-part
race for V8 American saloons. The
car’s previous appearance at the
track was in ’14 when it misbehaved
by blowing a head gasket before
any serious driving could be
undertaken, so I was looking
forward to seeing what a really
useful driver could do. With a bit of
luck we’ll be able to find out – and ‘Chuck’ the TR4 is running better than ever
determine whether he can
reach the pedals – at the
rescheduled event… ‘he’
being Chris Harris.
To add to the illusion
of my imaginary wealth,
K a rim Demynn and
Jonny Shears from
Pendine Works brought
along ‘Chuck’, our TR4,
to the Silverstone test.
With rebuilt engine and
re-jetted carbs, the car has Falcon makes its presence felt in the Silverstone pitlane

160 Classic & Sports Car October 2020


G43 DPR
This was supposed to be a happy
tale of 800 carefree miles, taking in
Goodwood, family in the Cotswolds
and Hastings, and a couple of
nights’ socially distanced camping
in Dorset. As ever, it wasn’t to be.
At least loitering in the car park
waiting for the AA to arrive dragged
me away from the misery of
Norwich’s relegation-confirming
0-4 defeat. Every cloud and all that.
About an hour from our
destination the battery, handbrake,
brake system and bulb failure
warning lights began to glow. At
times on full, dim at speed; never
off. Then I realised the low music
volume probably wasn’t bad album
production but likely linked to
those lights. We made it, the AA
arrived mercifully with the football
at 0-2, and removed and checked
the alternator: the readings were
low but not catastrophic and the
battery level hadn’t dropped much.
“Drive before dark and you should
get home,” were his – thankfully
prescient – words. Shutting up back
in London, one door didn’t lock,
suggesting it might have been tight.
Part of me was relieved when
local archway garage ADE Auto
Repairs asked me to pop round and
have a look, because even I could
unbolt a dead alternator and bolt
on a new one. This was barely a few
thousand miles old, so it couldn’t
have been the issue. Turns out one
of the tensioning bracket bolts had
once shorn off on the engine block,
which meant the radiator and much
of the front end needed to come off
so the bolt could be coaxed out, and
I was reminded of the fix two years
ago. The mobile mechanic I’d
called round had to combine the
new and old alternators because the
bracket was “weird”, he said. Quite.
Gloomy Goodwood
was brightened by
the brilliant Rush
VOLVO
240GL
RUN BY Jack Phillips
OWNED SINCE August 2016
PREVIOUS REPORT June
First light is shed on the centre console
Biannual meet-up with the recovery truck
To that point, lockdown with
a toddler meant free time had been
spent cleaning up carnage rather
than ticking off jobs. The centre
console has been off at least twice,
though, and the bulbs mainly
changed (and one holder broken);
likewise in the instrument cluster.
The window scrapers have
finally been replaced, so no more
absently snapping brittle bits of
rubber when I’m sitting bored in
traffic. It’s been on the to-do list for
so long that it was a full year
between enquiring and buying
(from somewhere else, out of
shame). A simple but frustrating
job, because the strips preferred to
crumble rather than slide out. But
In association with
no blood was shed as I hacked away.
Switching the boot struts had
been planned – it drops sullenly
when open, and replacements had
been bought. Had I checked before
I clicked ‘Buy it now’ on eBay,
I would have seen they were not the
parts I needed after all. The search
goes on. It could be a blessing, in
truth, because the Haynes manual
reckons special tools are needed.
When it goes to Darren Smith at
DNS in Hastings for its MoT I’ll
get him to do it, giving me a few
months to find the right bits…
Still, the barge had fired up
whenever it was needed, including
to watch Rush at ‘The Drive-In
from Secret Cinema’ at Goodwood,
which forced me to clean it, too.
I also spoke to John Mayhead at
Hagerty because, out of intrigue
and not because I’m looking to
move it on, I was wondering what
240s might be worth now. Interest
Matching tent and car is not intentional…
Belts warped by the dodgy mount replaced
in the model bubbles along, but not
to a point where there’s an agreed
value, really, and daily someone
asks the question on the forums.
John said, looking at recent auction
estimates and sales including a
not-mint GLT that sold for £6450,
a perfect turbo might sell for about
£10k. Not that this is mint or a
turbo, but it’s a good launching-off
point for anyone tempted by the
wobbly, wafting world of the Brick.
Just before lockdown I also gave
up £50 to own a quarter of a 1987
Volkswagen Polo saloon project
with one seat. More on that another
time, or more likely not as we forget
it’s there and it becomes a barn-find
for some future generation.
October 2020 Classic & Sports Car 161
AND IN
OTHER
NEWS...
FORD
MUSTANG GT
The Mustang
was all set to
return home
when a whine was detected
in the gearbox, so specialist
Darryl Setchell has now rebuilt
it. While making investigations,
he also discovered a blown
head gasket and leaking sump
in the V8. With the top and
bottom off already, I decided
to go the whole hog and get
the engine rebuilt. JM
LAMBORGHINI
ISLERO
We’re moving to
Kent next week:
bye-bye Brixton,
hello Cranbrook and finally a
garage. This is very exciting; I’ll
use my car more, so say hi if
you see me trundling around
Kent. Thanks to all who replied
to the social post about my
four-door car needs; once
we’ve decided, I’ll let you know.
It’s really for my wife… DM
VOLKSWAGEN
BEETLE
Much to my
EMY 703J embarrassment,
progress has
been slow. With the engine out
I stripped off the knackered
heat exchangers and exhaust
and cleaned up what remained
of the core motor. There have
been several discoveries, but
the bottom line is that the
wallet moths need to be set
free. In the meantime I’m doing
the ‘free’ bit: welding. MP
LANCIA
GAMMA
I decided to
exhume the
Gamma from
The Shed and get Gus Meyer
on the case sorting the electric
windows; I’m counting on the
fact that all four could not
have seized up simultaneously,
but anything is possible. After
that I’m treating it to some
paintwork – nothing concours,
but something that addresses
the worst-offending bits. MB
OUR CLASSICS
Whether they’re for safety, comfort
or performance, there’s no shortage
of upgrades available when it comes
to classic Jaguars. And, as long-
term readers will know, in the 15
years I have had the keys to the
XK150 I’ve added quite a few of
them. Inertia-reel seatbelts and
dual-circuit brakes to make it safer,
an alternator (dressed as a dynamo)
to keep the battery charged in
heavy traffic and a beefed-up heater
to keep the cockpit cozy on winter
runs. I’ve installed a thicker anti-
roll bar and adjustable dampers to
firm up the handling and electronic
ignition to keep the engine in tune,
plus larger HD8 SU carburettors
to boost the performance from
the fabled 3.4-litre ‘six’.
All of them have added to the
enjoyment behind the wheel except
for the carb upgrade. That was
done during the XK’s right-hand-
drive conversion (when the carbs
had to come off), and while it
delivered extra oomph, it also
propelled me into the unchartered
territory of optimising the mixture
Pick ’n’ mix set of SU carburettor needles
162 Classic & Sports Car October 2020
JAGUAR
XK150
RUN BY Graeme Hurst
OWNED SINCE January 2005
PREVIOUS REPORT Dec 2016
profile. Judging by the array of
carb needles in my workshop tool
cabinet, that has been a protracted
affair for the past seven years.
Twin-carb 3.4- and 3.8-litre XK
engines sported 1¾in HD6 carbs
from new, while the ‘S’ variants had
three 2in HD8s. They all have set
factory-researched mixture needle
profiles (the profile of the moving
needle relative to the fixed jet body
determines the mixture) but, to my
knowledge, the lads at the Browns
Lane engineering shop never
specified a needle for an XK150
sporting two HD8 carbs.
Fast-forward six decades and
I picked up the baton. Only my
needle profile selections either
delivered a thirsty engine that
fouled the plugs every 50 miles, or
one that was too lean and misfired
during sustained high revs.
The fact that spark plugs aren’t
as tolerant to unleaded as they used
to be (thanks to inferior porcelain
insulation) hasn’t helped. It was a
hit-and-miss affair until I recently
stumbled across a helpful site that,
despite the odd address (mintylamb.
co.uk), allows you to plot the mixture
curves of up to three options of
all available needle profiles.
That added some precision to
the experimentation and, fingers
crossed, I now have a needle profile
that doesn’t have me reaching for
the plug spanner every other time
I’ve been out in the car.
Also getting some attention was
the XK’s clutch – another source of
In association with
much stress over the years – after it
started losing pedal travel. Bleeding
and adjusting the slave cylinder
failed to deliver a crunch-free
gearchange, so I opted to buy a new
master cylinder while in the UK for
the Goodwood Revival last year to
be on the safe side. I’m not sure if
the new unit or re-setting the throw
on the connecting rod did the trick,
but blissfully quiet gearchanges
thankfully soon followed.
In between the bouts of
spannering the XK has seen some
regular and varied use, although
Clean clutch master cylinder replacement
the onset of the pandemic led to a
ban on using ‘recreational’ vehicles
here in South Africa, which limited
my classic-car fun to running the
XK’s engine with the garage doors
open. When lockdown eased, Cape
Town’s multi-marque car group,
the Crankhandle Club, was able to
endorse a socially distanced run on
the last Sunday in June (top left).
Pre-pandemic club-related
activity included fronting a display
at Cape Town’s annual Classic Car
and Bike Show, while on-the-road
fun has included taking the XK
on several SentiMETAL Outruns.
These quarterly cars-and-coffee-
style classic blasts were started by
a classic journo mate two years ago
and have grown from a five-car
inaugural gathering to a 100-plus
turnout for a scenic drive.
Also hugely enjoyable have been
a couple of outings on the Oily
Rag Run, which is an annual event
celebrating unrestored vehicles
with a 120km rally that alternates
between the Franschhoek Motor
Museum and the showroom of
classic specialist and event sponsor
Crossley & Webb in Cape Town.
The XK’s past restoration makes
it ineligible as an official entry, but
it is allowed to join in the Supporter
category, which was first run more
than three years ago now. That
was when I was lucky enough to
be joined by the late Heidi Hetzer,
who was then in Cape Town as part
of her solo, 85,000km round-the-
world journey in a 1930 Hudson
Great Eight (heidi-um-die-welt.
com), and we quickly became
firm friends before she returned
to Germany in 2017.
With the Hudson’s engine
undergoing open-heart surgery,
Heidi opted to play navigator. And,
with the then-79-year-old having
several Mille Miglia and Carrera
Panamericanas under her belt, I felt
under pressure to ensure the trip
went without a hitch. Which it did
until Heidi – who, being used to
Continental European cars, hadn’t
realised that the Jag’s odometer was
in miles – got us so spectacularly
lost that we missed the famous
lemonade stop and ended up on a
gravel road. I joked at the time that
she could find her way around the
globe, but couldn’t get us from
Franschhoek to Cape Town!
SentiMETAL Outrun takes over the
Kyalami circuit. Above: Heidi Hetzer
on the Oily Rag Run in 2017
OUR CLASSICS
RUN BY Gaynor Cauter
OWNED SINCE September 1980
PREVIOUS REPORT August
In my previous report, Boo’s engine
was out for a new rear oil seal and
the cylinder head was about to be
inspected. The current one isn’t
original but a hardened-valve-seat
replacement fitted in 1996 and
a couple of studs had stripped,
including one holding an offside
camshaft cap in place. It could have
been that way for years and, since
what you don’t know can’t hurt you,
I’ve probably done thousands of
miles like that. Now that I know –
and specialist Barry Bishop knows,
too – it can’t be ignored.
He inspected the entire head and
immediately donned his Bad News
voice: “It’s cracked!” Apparently
there is a hairline fracture in an
awkward place between the valve
ports and he isn’t keen to weld it,
particularly since there is evidence
it has been welded before. And signs
that it has overheated at some stage.
“I don’t suppose you have
another?” Barry asked. Unlike tins
of beans, I don’t keep a larder full of
XK cylinder heads lying around…
And yet it occurred to me that I did,
in fact, have a low-mileage head for
Flywheel repaired, refaced and lightened
164 Classic & Sports Car October 2020
The bulkhead stripped and
cleaned up; anticipation is
building for completion
JAGUAR
E-TYPES1
my 420 project. It was off the car,
a perfect match and wasn’t going
anywhere in a hurry. It would need
rebuilding before it went back on,
and it wasn’t as if I was selling it.
Boo’s need was greater, so I handed
it over. Barry declared it excellent,
and has been busy rebuilding it.
In the meantime, the gearbox
and flywheel have come back. The
’box has new synchromesh and
bearings, a damaged first motion
shaft has been replaced, as have the
gear clusters on third. The flywheel,
like the gearbox, looks like new.
Next under Barry’s scrutiny were
the master cylinders, brake servo
and calipers. Although they weren’t
condemned, he reckoned it was a
false economy to set out on a 2000-
mile round trip to Geneva with
potentially dodgy brakes – they
have been sent to be resealed.
I mentioned that a working speedo
might be useful on the rally, so that’s
gone, too. Also off to be refurbished
are the front suspension parts, to
be powder-coated in black.
While we await their return, the
front subframe and hangers have
been dismantled. We toyed with
replacing them but, with new ones
at £4800, he decided it would be
cheaper to repair them himself.
Condensation can build up in the
box-sections and rot from within,
and Boo’s have suffered plenty of
wear and tear since they were last
painted in the ’70s. With the engine
out and the suspension dismantled,
the front frame looked like a sad,
tangled mess of rusting metal.
In association with
Well before lockdown I was talking
to Dougal Cawley at Longstone
about period-correct tyres for my
Range Rover, of which there has
been a dearth for some time. From
new in 1970 the car came with
Firestone Town and Countrys or,
more commonly, Michelin M+S
205R 16s. He told me that Michelin
was responding to calls for a
reissue, not only from RR owners
but also drivers of Merc G-Wagens,
Toyota Land Cruisers and a variety
of other old off-road vehicles.
There’s something about having
the correct tread pattern on a
classic that is up there, for me, with
period numberplates and radios,
so I was pretty chuffed when a set
turned up at the beginning of July.
Michelin Classic says that,
thanks to modern rubber
technology, they last longer and are
stronger, more flexible and quieter
than the originals for a better ride.
Ian Wilson Services in Fairford
swapped them and it seemed only
one of the random selection of old
covers was worth retaining. Given
that I’ve had the car for at least eight
years now, it must be well overdue.
It looks great, and I think the ride
was softer and quieter coming back.
I left you last time bemoaning
a broken overdrive. In the end,
local specialist Tim Fry discovered
he had a Fairey unit on the shelf.
Mike Connor of Purley Road
Garage fitted it and all is well again.
I realise now how noisy the old
one was, though I have kept it for
reference. Thanks to reader Paul
Callow from New Zealand, by the
Range Rover earning its keep
filming at Cotswold Airport
way, who very kindly offered me his
spare overdrive; if anybody needs
one I can put you in touch.
Rather than just being an
interesting way of consuming fossil
fuel, the Range Rover has come in
useful over the past few months
for filming purposes. With Mike
Saunders we shot Fredrik Folkestad
and his various DKWs; then it was
used over two days at Kemble
airfield for another project with the
cameraman strapped in as we threw
an MGB and a Fiat 124 Spider
through cones and generally raced
about for dramatic effect. It was
odd watching people who’d never
driven an old Rangie before take to
it fairly effortlessly, and alarming
to watch the body roll.
Since the previous little electrical
sort-out I’ve lost the horn again (as
it were), and the water in the ’screen
washer bottle seems to magically
disappear even though the pump
now functions. I’m still working on
sourcing a set of carpets, sorting the
rusty rear side-window sliders and
fitting the sound-deadening kit.
Before all that I’ll get a few
scratches sorted, having discovered
a gem of a bodywork man just up
the road – the mythical ‘old boy in
a shed’ who doesn’t seem to have
inhaled too many brain-melting
chemicals from too much exposure
to thinners (unlike most), and you
don’t even have to sit down before
he gives you his invoice. And no,
I’m not telling you who he is.
THANKS TO
Δ Longstone Tyres:
longstonetyres.co.uk
Δ Mike Connor, Purley Road Garage
Δ Tim Fry Land Rovers
RANGE
ROVER
RUN BY Martin Buckley
OWNED SINCE March 2012
PREVIOUS REPORT May
 Thanks to Morten Kjeldgaard for the use of the photo and his car

6.5 x 15 wide lip Turrino

alloy rims,
stainless centres & spokes

info@turrinowheels.com +44 (0) 1780 470460 www.turrinowheels.com

YOUR CLASSIC READERS’ CHERISHED CARS

FIZZYSPRITE IS A
CAT’S BEST MATE
AUSTIN-HEALEY
SPRITEMk1
OWNED BY Jonathan Colley
FIRST CLASSIC Lotus Seven
DREAM CLASSIC 1940s Chevrolet
‘Fangio’ coupe

What you drive says something
about you, whether you want it to
or not. I must be suffering from
some form of multiple-personality
disorder because my car history
is best described as ‘chequered’,
although it is way short of ersatz
Gower Street car dealer Buckley.
When I started driving, classics
were just old cars. Exceptions were
Italians ending with ‘i’ and certain
British exotica. My first car was
a Triumph 1300, which was slow
but comfortable and was followed
by an Imp – the most fun you can
have with your clothes on. Then
I became ambitious and bought a
Lotus Seven from a scrapyard and
rebuilt it… it cost £750!
Following a succession of
company cars interspersed with
other Lotus (Excel and Elise) I took
the plunge on a Jaguar Mk2 3.4
10 years ago. Once it was sort-of
finished the itch started, so I began
looking for another classic to keep
it company. My wife Liz agreed
with me that something two-seated
and drop-topped would be nice for
the summer. Also, something with
lighter (and cheaper!) parts would
be sensible. I’m not getting any
younger, you know. A wide-ranging
search resulted in my most recent
acquisition: a Mk1 – but an Austin-
Healey Sprite, not a Jag.
From leather, wood and straight-
six sophistication I’ve ‘progressed’
to 948cc, 44bhp and no synchro
on first. Fortunately, I’ve reached
the age where performance isn’t
everything – and I have a modern
for that, anyway. Isn’t it a joy?! In goes the 1380cc
Unencumbered by fripperies such A-series, taken from
as a radio and seatbelts, I instead a later Mk3 Midget and
revel in double-declutching, fettled to owner Colley’s
balancing choke and throttle from perfect spec. Top: in good
cold, and non-cancelling indicators. company at the Revival

166 Classic & Sports Car October 2020

 Clockwise from left: cam
timing being undertaken;
lightweight 73.5mm
pistons from MED fitted;
at home with its Jaguar
Mk2 3.4 companion

Plus, of course, the yellowish glow

of sealed-beam headlamps. I can
pretend it’s ’65, rather than being 65.
It’s not a perfect example, but
that’s part of the fun; gradual
improvements keep me away from
watching Eastenders. However, the
conspicuous lack of grunt meant
the only thing I was likely to beat
was the synchromesh. Yes, it had
the original smooth-case gearbox,
with all that entails. The search
therefore began for upgrades.
Long story short, a donor Mk3 Colley dressed to impress
on arrival at the Goodwood
Midget was sourced and its engine
Revival, with the early
went in – not before I rebuilt it, Austin-Healey Sprite
bored it to 1380cc with a high- hiding its upgrades and
torque cam, 1.5:1 roller rockers, modifications perfectly
a ported head with big valves and
hardened exhaust seats together
with compression raised to 10.2:1 use the appropriate downpipe and were easily sorted, as were the
(all from MED in Hinckley in purchase a 1275 single-box silencer. carburettor settings. It hadn’t all
Leicestershire). Accompanied The good thing is that by restoring been a waste of time and money.
by the rib-case ’box, and with the a lot of the Midget’s ancillaries, the I am now blessed with a non- WIN! A BESPOKE
4.2 diff replaced by a 3.9, the whole installation looks standard. matching pair of classics, both HURTLE PRINT
specification seemed interesting. The first crank, with plugs out, usable and both adorable. The Send high-res photos (300dpi)
Along the way a few adaptations resulted in 60psi oil pressure and a Sprite puts a smile on other people’s and 700 words to lizzie.pope@
needed to be made, such as a Minor compression test revealed 150psi in faces, too, and I am certainly not haymarket.com. If your story is
thermostat housing, hydraulics to all four. It was no use putting it off; alone in thinking they make a great used, you’ll get a personalised
the clutch slave and blanking the I was going to start it for the first combination: two other people in artwork featuring your classic!
water-temperature-gauge orifice time. Bingo! Healthy noises all our village have both Mk2s and For further details, go to
in the head. The Midget exhaust round. One or two unwanted extra Frogeyes. Now, which to take to www.hurtle-works.com
manifold is different, so I needed to ones (manifold to downpipe joint) the Goodwood Members’ Meeting?

October 2020 Classic & Sports Car 167

 PANELS & METALWORK
FOR
GROUP
JAGUAR E-TYPE
THOUSANDS MORE PARTS AVAILABLE FOR CLASSIC AND MODERN JAGUARS WWW.MARTINROBEY.COM

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S2 & S3 VARIANTS AVAILABLE £869.49, S3 MRE82B £934.50 £385.88, S2 C32888 £329.65 S3 MRE91A £411.11

REAR WING PANEL FRONT WING ASSEMBLY DOOR SHELL HOOD FRAME
S1E S2E DHC MRE75 £636.30 S1 MRE83 £936.52 S1E DHC MRE79A £892.16 S1 BD19464 £2,072.62
OTHER VARIANTS AVAILABLE GENUINE AND AFTERMARKET S2 & S3 VARIANTS AVAILABLE S2 BD32851 £2,072.62

www.martinrobey.com | info@martinrobey.co.uk | +44(0) 2476 386 903

All prices exclude vat. All prices subject to change without prior notice.
06/19

From top: Davidson with Jowett, Borgward,
Wurlitzers and steam models – another
passion; AMI Continental was first jukebox
IAN DAVIDSON
Retro jukeboxes combine a music exec’s twin passions for vinyl and engineering
I
an Davidson’s 40-year career in the music
industry has included everything from
working at the famous Abbey Road studios
to helping translate blockbuster films into
foreign languages, but it all started in 1964
with a 702-ton Danish passenger ferry.
“I got interested in vinyl through listening to
’60s pirate stations such as Radio Caroline, ships
that were transmitting illegally from the North
Sea,” explains Davidson. “For people of my age,
who were teenagers at the time, it was fantastic
to get pop music played to you 24/7. I got into
The Rolling Stones, The Animals, Small Faces
– all those bands of that era. I went on to study
mechanical and electrical engineering at
Kingston Polytechnic, but at the end of that
I didn’t really want to go and work in a greasy
engineering workshop with oily lathes, so
I applied to join a couple of record companies.”
The young Davidson landed a job as a vinyl
mastering engineer at RCA, transferring final
recordings from the likes of David Bowie and
Lou Reed to vinyl, before going on to work
at Phil Wainman’s Utopia Records and later
serving as chief technical engineer at Virgin’s
west London Townhouse Studios then as
operations director at Abbey Road.
“It all led me to jukeboxes, which combined
all of those interests in one thing,” Davidson
explains. “I loved the sound; that deep, mellow
WORDS GREG MACLEMAN PHOTOGRAPHY MAX EDLESTON
ALSO IN MY GARAGE
sunken bass from three 12in bass drivers with
a valve power amp on the end of it. The 1961
AMI Continental is the first one I acquired. In
the early 1970s I met a chap who owned a record
shop and had a jukebox hire company with 20-30
machines dotted all around north-west London;
I got to know him quite well and bought five
AMI Continentals. I restored all of them but
kept one myself, putting all of the best bits of
the five together in one machine. That’s how
the main collection got started.
“From there, I then found the AMI I in
a shop in north London and carried out a full
ALSO IN MY GARAGE
rebuild, but the other two – a 1955 Wurlitzer
1800 and ’57 Wurlitzer 2100 – I bought restored.
When you don’t know how they work you have
to study them for hours on end, and I’d had
enough of having my head stuck in a big black
box playing the same record over and over!
“They’re all American machines and they all
thump the bass out, which I love, and they’re
lovely pieces that look great. I’m going to build
a man-cave above the garage, a real den with
jukeboxes and a bar billiards table.”
A lifelong love for music and an extensive
vinyl collection have allowed Davidson to tailor
each jukebox to his own taste, with around 700
tracks at his fingertips. “They hold either 50 or
100 records – mine are mainly 100-record units,
so you get 200 plays including B-sides,” he
explains. “They’re all full and have a range of
genres, from 1950s rock ’n’ roll to Frank Sinatra,
Ella Fitzgerald and Run-DMC. Usually, if you
buy a jukebox that’s laden with records, half
of it you won’t like, so I choose it myself.”
When he isn’t listening to music, Davidson’s
fascination for taking things apart and putting
them back together is satisfied by his Mamod
and Hornby steam models and his cars, a 1959
Borgward Isabella Coupé and a 1952 Jowett
Jupiter that’s just undergone a 10-year rebuild:
“It’s a bit like the jukeboxes – I’ve tinkered with
a few, but I’ve kept the ones I really like.”
October 2020 Classic & Sports Car 169
Dunstan gets to grips with one of the Panoz sports cars JDR is to restore for a historic GT racing series

170 Classic & Sports Car October 2020


Overhead view of the
workshop conveys the
varied mix of cars John
Danby (left) looks after at
his immaculate Essex base
Spa 24 Hours Dolomite Sprint gets surgery
THE SPECIALIST
PREPARED
TO WIN
History means everything to this race-preparation
workshop that knows its way to the podium
WORDS DAMON COGMAN PHOTOGRAPHY MAX EDLESTON
C
hances are, if you have the workshop. “And when it comes to doing the
wandered around the pits of things we can’t do, we find the right people.
any historic racing event in “I think we’re hitting a bit of a niche. We
the past few years, you’ve have one customer, for example, who owns
seen a sticker in the window everything from an Aston Martin DB4 all the
of a winning car that reads way up to a modern LMP car, and there aren’t
‘John Danby Racing’. JDR very many places you can go to take that group
has been quietly going about its business of cars racing all under one awning.”
of preparing race-winning cars since 2002, The heart of the business is race preparation
and is at the forefront of the sport today. back at the firm’s Essex base. But, as part of that
The eponymous boss started out as a fresh- process, having a presence at circuits around the
faced kid at Lotus, preparing Elises for the world is vital for success. “I like the challenge of
TOCA support races. When that championship the race weekends,” enthuses Danby, “the travel
came to an end, he decided it was a good time to and the adventure of it all. I also really enjoy
build a business for himself and promptly used uncovering the history of a car, whether it’s
his own experience of racing Sports 2000s. “It the physical or the engineering history, and
seemed like a natural place to start,” says Danby, understanding why something was done. The
and he began preparing other race-winning cars cars that have actually achieved something are
in the championship. “Then the realisation the ones that interest me the most.”
came that it wasn’t a terribly good place to make When it comes to customers arriving with
money.” For his infant firm, the decision was cars at project stage, Dunstan explains that the
made to step up to the world of historic racing. process begins with a bit of clarity. “We like to be
One of the key strengths JDR has over its quite honest with people,” he says, refreshingly.
rivals is its comfort in taking on anything from “And when it comes to more modern machinery,
a 1960s Can-Am one-off to ’70s tin-tops, ’80s it takes huge sums of money just to get them
F1 machines, ’90s Super Tourers, 2000s GT running in a safe manner. We could simply use
sports-racers, 2010s Le Mans prototype and the old ECU, and we could fire it up if you want,
everything in between. Every project that enters but we would have no idea what will happen:
the workshop adds to the gloriously eclectic mix. it could be fine, or it could wreck your very
“I’ll have a go at whatever comes through the expensive racing car. We try to help them
doors,” he says with a smile. through it all, even if it’s
“I think we have a pretty not great for business; you
wide skill set,” says Tom
Dunstan, a senior project
The knowledge have to guide people in
the right direction.”
manager. “We’ve got people Name John Danby Racing The final word goes
here who can do wheel Address Unit 20 Teybrook to the boss, though: “We
bearings by hand with just Centre, Brook Road, Great Tey, keep our customers; they
the right amount of grease, Colchester, Essex CO6 1JE stay for an awfully long
which is ideal for older cars Specialism Race-car preparation, time. The very first
that need a little finesse.” support and servicing; restoration, customer JDR had, we
“We try and feed the machining, fabrication and still run their car today.”
people we have into the bespoke engineering projects That says all you need
jobs that suit them and use Staff from 10, work dependent to know about this
everyone’s strong points,” Prices from £60 plus VAT per enthusiastic diehard race
he continues, “which gives hour, depending on project fan, who just so happens
us quite a broad spectrum.” Tel 01206 214997 to run one of the most
That’s certainly backed up Web www.johndanbyracing.com successful historic racing
by the range of projects in outfits today.
October 2020 Classic & Sports Car 171

  

 
 


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574 .80
INC.VAT MODEL MOTOR MAX. PRESSURE EXC.VAT INC.VAT 1 HANDLES
WAS £598.80 inc.VAT JS1850 1400W 1523psi £59.98 £71.98
GARAGES/WORKSHOPS JS1950 1600W 2030psi £89.98 £107.98
FROM ONLY IDEAL ALL-WEATHER MICRO HEAVY DUTY Jet 7500* 1600W 2030psi £119.98 £143.98
£
229EXC.VAT
.00
PROTECTION Jet8500 2100W 2610psi £149.98 £179.98
£
274INC.VAT
.80 JUMP Ideal
Honda NEW PETROL
POWER
Jet9500 2400W 3045psi £179.98 £215.98
STARTS for
& Diesel
FROM ONLY starting WASHERS
£
49EX.VAT
.98 cars, engine AXLE STANDS EXTRA
charging models 2 LARGE
£
59INC.VAT
.98
JSM200 phones, etc. in stock Ratchet action FROM ONLY DRAWER
MODEL START
BOOST
PEAK
BOOST EXC.VAT INC.VAT
for quick height
adjustment
13EX.VAT
£ .99 PULLS

JSM200 200A 400A £49.98 £59.98 PLS195A Sold in pairs 16INC.VAT

£ .79

JSM300 300A 500A £64.99 £77.99 #per single CHROME

FROM ONLY
JSM350 350A 500A £84.99 £101.99 stand SPOKED
BRIGHT WHITE
INTERIOR
LENGTH
UP TO 24'
£
229EXC.VAT
.00
CAN DRAW *Aluminium WHEELS
Ideal for use as a AUTOMOTIVE £
274INC.VAT
.80
OWN WATER
garage/workshop WHEEL DOLLY SET PRESSURE ENGINE EXC. INC. MAX MIN/MAX
Extra tough triple layer AWD1 MODEL BAR/PSI HP VAT VAT MODEL TONS HEIGHT EXC.VAT INC.VAT
weatherproof cover Heavy Tiger1800 110/1595 2.6 £229.00 £274.80 CAX2TF 2 235-360mm £13.99 £16.79 EXTRA WIDE 56"
duty powder coated steel tubing Tiger2600 170/2465 4 £289.00 £346.80 CAX3TP 3 325-490mm £21.99 £26.39 CHESTS/CABINETS
Ratchet tight tensioning Tiger3000 200/2900 6.5 £349.00 £418.80 CAX-3TBC 3 300-430mm £23.99 £28.79 IN STOCK
ZIP CLOSE DOOR
PLS195A NEW 182/2640 5.5 £439.00 £526.80 CAX6TP 6 333-500mm £29.98 £35.98
£
47EXC.VAT
.99
CAX-6TBC 6 400-615mm £34.99 £41.99 The ultimate
MODEL
CIG81015
SIZE (LxWxH)
4.5 x 3 x 2.4M
EXC.VAT
£229.00
INC.VAT
£274.80 BIG £
57INC.VAT
.59
PLS265A NEW 225/3263 13 £669.00 £802.80
CAX3TA* 3 295-395mm £49.98 £59.98 in tool storage
CIG81020 6.1 x 3 x 2.4M £279.00 £334.80 3" CASTORS PER PAIR BODY CAX10TP# 10 450-750mm £86.99 £104.39
CIG81216 4.8 x 3.7 x 2.5M £279.00 £334.80 Four non-marking castors for easy MODEL DESCRIPTION EXC. VAT INC. VAT
CIG81220 6.1 x 3.7 x 2.5M £349.00 £418.80 movement in confined spaces Heavy duty steel FROM ONLY
REPAIR CBB203B 3 Dr step up £72.99 £87.59
CIG81224 7.3 x 3.7 x 2.5M £419.00 £502.80 construction - load rating 500kg per dolly 89EX.VAT
£
.98 KITS CS10BRK
1 CBB209B 9 Dr Chest £129.98 £155.98
DRILL PRESSES CBB210B 10 Dr Chest £139.98 £167.98
£
107INC.VAT
.98
Range of precision bench CBB213B 3 Dr Cabinet £199.98 £239.98
& floor presses for enthusiast, CBB215B 5 Dr Cabinet £199.98 £239.98
2 CBB217B 7 Dr Cabinet £249.98 £299.98
NOW FROM ENGINE PARTS engineering & industrial
.99 STANDS applications MECHANICS’ TOOL
£
42EXC.VAT WASHERS FROM ONLY B = Bench
£
51INC.VAT Rotates
.59 CHEST & CABINETS
WAS £59.98 inc.VAT
PARTS WASHER
FLUID FROM Fast
£
69EXC.VAT
.98 mounted
through 360˚ .98 F = Floor
Fully tested to
£5.99 INC.VAT snap connector attachments for quick & easy as-
£
83INC.VAT standing
CES680F FROM ONLY sembly Hydraulic pump, ram & hose with various
proof load MOTOR (W) EXC. INC.
£
42EX.VAT
.99 tubes, pieces & connectors Includes metal case
MODEL SPEEDS VAT VAT REAR LOCKING
EXC. INC. ‡ was
MODEL CAPACITY VAT VAT £59.98
£
51INC.VAT
.59 * Fast action pump CDP5EB 350 / 5 £69.98 £83.98 SECURITY BARS
MODEL CAPACITY EXC.VAT INC.VAT CDP102B 350 / 5 £79.98 £95.98
CES340 ‡ 340kg £42.99 £51.59 inc.VAT CS4BRK 4 tonne £89.98 £107.98 CDP152B 450 / 12 £149.98 £179.98 CTC1300B
CES450 450kg £64.99 £77.99 MODEL TANK CAP. TYPE EXC.VAT INC.VAT
CS10SBRK *10 tonne £155.99 £187.19 CDP202B 450 / 16 £189.00 £226.80
CES560 560kg £79.98 £95.98 *Folds for CW2D 10Ltrs Bench £42.99 £51.59
CS10BRK 10 tonne £149.98 £179.98 CDP10B 370 / 12 £199.98 £239.98 LARGE
CES680F* 680kg £99.98 £119.98 storage CW1D 45Ltrs Floor £99.98 £119.98 CAPACITY
CWM20 22.5Ltrs Floor £144.99 £173.99 CDP352F 550 / 16 £229.00 £274.80 LOWER
CW40 75Ltrs Floor £159.98 £191.98 GRINDERS DP452B 550 / 16 £239.00 £286.80 CDP152B STORAGE
PETROL & STANDS CDP502F 1100 / 12 £569.00 £682.80 WITH
FROM ONLY
GENERATORS INVERTER Stands come 6" & 8" LOCKABLE
£
99EX.VAT
.98 GENERATORS complete with AVAILABLE HYDRAULIC DOORS
Produces sine wave & bolt mountings WITH LIGHT
£
119INC.VAT
.98
stable power, essential and feet PRESSES FROM ONLY
for computers & anchor holes STANDS FROM ONLY
£47.98 INC.VAT PROFESSIONAL QUALITY
£
69EXC.VAT
.98
sensitive equipment
Low noise Fuel £
FROM ONLY
35 .99
EX.VAT
Built for tough daily use in
automotive/industrial workshops
£
83INC.VAT
.98

Efficient Eco Throttle

Honda 12V battery charging
£
43 .19
INC.VAT
* Available with/without 7
pce pin, bracket & pressing
engine facility Up # With *Was £83.98 inc.VAT
FROM ONLY sanding belt plate kit
models to 7 hours run ‡ Adjustable polycarbonate #Was £101.99 inc.VAT
available
£
179EXC.VAT time on /4 & 6" drystone
.98
3 *8" whetstone
safety screen # Economy ^Was £143.98 inc.VAT
4 stroke
CHECK FRAME TYPE IG1200B £
215INC.VAT engine
.98 load
MODEL DUTY WHEEL model MODEL DESCRIPTION EXC. VAT INC. VAT
WHEN ORDERING PG3800 DIA. EXC.VAT INC.VAT CSA10BB CTC600B* 6 Dr Chest £66.99 £80.39
MAX WEIGHT EXC. INC.
MODEL OUTPUT KG VAT VAT CBG6RP DIY 150mm £35.99 £43.19 MODEL EXC.VAT INC.VAT CTC900B# 9 Dr Chest £79.98 £95.98
MODEL KVA HP EXC.VATINC.VAT
G720 0.7 - £99.98 £119.98 IG950B 800W 9.3 £179.98 £215.98 CBG6250 HD 150mm £37.99 £45.59 4 tonne bench# £144.99 £173.99 BEST CTC500B^ 5 Dr Cabinet £109.98 £131.98
CTC800B 8 Dr Combination
G1200 1.1 - £159.98 £191.98 IG1700F 1700W 22 £199.00 £238.80 CBG6RZ PRO 150mm £42.99 £51.59 10 tonne bench* £209.00 £250.80 SELLER
IG1200B 1100W 12.4 £249.98 £299.98 CBG6RSC HD 150mm £56.99 £68.39 12 tonne floor*# £269.00 £322.80 Chest/Cabinet £119.98 £143.98
PG2500 2.2 6.5 £179.98 £215.98 FROM ONLY CTC700B 7 Dr Cabinet £129.98 £155.98
CBG6SB# PRO 150mm £58.99 £70.79 20 tonne floor £359.00 £430.80 £
PG3800
PG3800DV
3 7 £239.98 £287.98
3 7 £269.00 £322.80
IG3500F 3400W
IG2000B 1800W
35 £329.00 £394.80
19.4 £329.00 £394.80 CBG6RWC HD 150mm £59.98 £71.98 30 tonne floor‡ £769.00 £922.80 144 .99
EX.VAT CTC1300B 13 Dr Combination
CBG8W* (wet) HD 150/200mm £59.98 £71.98 50 tonne floor‡ £1498.00 £1797.60 173INC.VAT Chest/Cabinet £159.98 £191.98
£ .99
PG6500DVES 5.5 13 £499.00 £598.80 IG2200 2200W 26.6 £379.00 £454.80

VISIT YOUR LOCAL SUPERSTORE OPEN MON-FRI 8.30-6.00,

SAT 8.30-5.30, SUN 10.00-4.00
5 EASY WAYS TO BUY...
BARNSLEY Pontefract Rd, Barnsley, S71 1EZ 01226 732297 EXETER 16 Trusham Rd. EX2 8QG 01392 256 744 NORWICH 282a Heigham St. NR2 4LZ 01603 766402 SUPERSTORES
B’HAM GREAT BARR 4 Birmingham Rd.
B’HAM HAY MILLS 1152 Coventry Rd, Hay Mills
0121 358 7977
0121 7713433
GATESHEAD 50 Lobley Hill Rd. NE8 4YJ
GLASGOW 280 Gt Western Rd. G4 9EJ
0191 493 2520
0141 332 9231
NORTHAMPTON 4B, Beckett Retail Park NN5 5JW 01604 267840 NATIONWIDE
NOTTINGHAM 211 Lower Parliament St. 0115 956 1811
BOLTON 1 Thynne St. BL3 6BD 01204 365799 GLOUCESTER 221A Barton St. GL1 4HY 01452 417 948 PETERBOROUGH 417 Lincoln Rd. Millfield 01733 311770
BRADFORD 105-107 Manningham Lane. BD1 3BN 01274 390962 GRIMSBY ELLIS WAY, DN32 9BD 01472 354435 PLYMOUTH 58-64 Embankment Rd. PL4 9HY 01752 254050 ONLINE
BRIGHTON 123 Lewes Rd, BN2 3QB
BRISTOL 1-3 Church Rd, Lawrence Hill. BS5 9JJ
01273 915999
0117 935 1060
HULL 8-10 Holderness Rd. HU9 1EG
ILFORD 746-748 Eastern Ave. IG2 7HU
01482 223161
0208 518 4286
POOLE 137-139 Bournemouth Rd. Parkstone
PORTSMOUTH 277-283 Copnor Rd. Copnor
01202 717913
023 9265 4777
www.machinemart.co.uk
BURTON UPON TRENT 12a Lichfield St. DE14 3QZ 01283 564 708 IPSWICH Unit 1 Ipswich Trade Centre, Commercial Road 01473 221253 PRESTON 53 Blackpool Rd. PR2 6BU 01772 703263
CAMBRIDGE 181-183 Histon Road, Cambridge. CB4 3HL
CARDIFF 44-46 City Rd. CF24 3DN
01223 322675
029 2046 5424
LEEDS 227-229 Kirkstall Rd. LS4 2AS
LEICESTER 69 Melton Rd. LE4 6PN
0113 231 0400
0116 261 0688
SHEFFIELD 453 London Rd. Heeley. S2 4HJ 0114 258 0831 TELESALES
CARLISLE 85 London Rd. CA1 2LG 01228 591666 LINCOLN Unit 5. The Pelham Centre. LN5 8HG 01522 543 036
SIDCUP 13 Blackfen Parade, Blackfen Rd
SOUTHAMPTON 516-518 Portswood Rd.
0208 3042069
023 8055 7788
0115 956 5555
CHELTENHAM 84 Fairview Road. GL52 2EH 01242 514 402 LIVERPOOL 80-88 London Rd. L3 5NF 0151 709 4484 SOUTHEND 1139-1141 London Rd. Leigh on Sea 01702 483 742
CHESTER 43-45 St. James Street. CH1 3EY 01244 311258 LONDON CATFORD 289/291 Southend Lane SE6 3RS 0208 695 5684
COLCHESTER 4 North Station Rd. CO1 1RE 01206 762831 LONDON 6 Kendal Parade, Edmonton N18 020 8803 0861
STOKE-ON-TRENT 382-396 Waterloo Rd. Hanley
SUNDERLAND 13-15 Ryhope Rd. Grangetown
01782 287321
0191 510 8773
CLICK & COLLECT
COVENTRY Bishop St. CV1 1HT 024 7622 4227 LONDON 503-507 Lea Bridge Rd. Leyton, E10 020 8558 8284 OVER 10,000 LOCATIONS
SWANSEA 7 Samlet Rd. Llansamlet. SA7 9AG 01792 792969
CROYDON 423-427 Brighton Rd, Sth Croydon 020 8763 0640 LUTON Unit 1, 326 Dunstable Rd, Luton LU4 8JS 01582 728 063
SWINDON 21 Victoria Rd. SN1 3AW 01793 491717
DARLINGTON 214 Northgate. DL1 1RB 01325 380 841 MAIDSTONE 57 Upper Stone St. ME15 6HE 01622 769 572
DEAL (KENT) 182-186 High St. CT14 6BQ 01304 373 434 MANCHESTER ALTRINCHAM 71 Manchester Rd. Altrincham 0161 9412 666 TWICKENHAM 83-85 Heath Rd.TW1 4AW 020 8892 9117
DERBY Derwent St. DE1 2ED 01332 290 931 MANCHESTER CENTRAL 209 Bury New Road M8 8DU 0161 241 1851 WARRINGTON Unit 3, Hawley’s Trade Pk.
WIGAN 2 Harrison Street, WN5 9AU
01925 630 937
01942 323 785
CALL & COLLECT
DONCASTER Wheatley Hall Road 01302 245 999 MANCHESTER OPENSHAW Unit 5, Tower Mill, Ashton Old Rd 0161 223 8376
DUNDEE 24-26 Trades Lane. DD1 3ET 01382 225 140 MANSFIELD 169 Chesterfield Rd. South 01623 622160 WOLVERHAMPTON Parkfield Rd. Bilston 01902 494186 AT STORES TODAY
EDINBURGH 163-171 Piersfield Terrace 0131 659 5919 MIDDLESBROUGH Mandale Triangle, Thornaby 01642 677881 WORCESTER 48a Upper Tything. WR1 1JZ 01905 723451
29943RH Calls to the catalogue request number above (0844 880 1265) cost 7p per minute plus your telephone company’s network access charge. For security reasons, calls may be mo
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at time of going to press. We reserve the right to change products and prices at any time. All offers subject to availability, E&OE. Terms & conditions apply see machinemart.co.uk/finance for more details

550WINSFERRARIWEBRECORDRACE
The online auction record
expectedly rose once again in
August, albeit to a perhaps
unexpected car. A Ferrari Enzo had
held the honour since May, selling
for $2.64m with RM Sotheby’s,
but two fellow yet very different
Prancing Horses knocked it off the
top spot in quick succession.
First, in Gooding & Co’s Geared
Online sale from 3-7 August, a
long-nose 275GTB landed in the
middle of its $2.75-3.25m estimate
at $3.08m – well clear of the Enzo.
Yet within 10 days the record was
increased to a heady $4.29m, by
a Prodrive-built 550 GT1 that won
the 2004 Spa 24 Hours – no Ferrari
has won a 24-hour race since.
The $3.85-4.85m estimate was
the highest in the RM Sotheby’s
Shift/Monterey sale on 14-15
August, ahead of a pair of GTB/4s
– a 275 and a 365 – that failed to sell
and a 500 Superfast that closed at
$1,980,000, short of its $2.25-2.5m
estimate. The second-highest
successful seller at RM was a
275GTB that hit its lower estimate
of $1.8m ($1.98m with fees).
Bonhams had been expected to
take top spot with a ’34 Alfa Romeo
8C-2300 Cabriolet Décapotable in
THE MARKETPLACE
Clockwise from top:
19-year-old GT1 racer;
brief record-holding GTB;
Bonhams’ top seller, a
Porsche 718; 550 claimed
14 wins from 58 races
its Quail online sale, but bidding
stopped short of its $6.5-7.5m
guide price at $4.6m. With the top
four lots going unsold, a Porsche
718 RSK raced by Bob Holbert led
the way at $2,232,500.
Ferraris dominated the virtual
auction rooms, with four of the top
five at RM all from Maranello,
along with the top four at Gooding.
Revenues totalled $30.4m at RM
Sotheby’s 116-car sale (71% sold),
twice the $14.5m spent at Gooding
& Co, where 55 of the 77 lots sold
(71%). Bonhams’ 69 successful lots
(64%) combined to make $12.8m.
October 2020 Classic & Sports Car 175
THE MARKETPLACE

Auction
diary
SEPTEMBER
5 Tennants Leyburn, UK 01969
623780; tennants.co.uk

5 Gooding & Co Hampton Court

Rare Miura helps

Palace, UK 001 310 899 1960;
goodingco.com

Silverstone to record sale

6 Bonhams Brussels, Belgium
0033 1 42 61 10 11; bonhams.com

10 Duke’s Dorchester, UK 01305

A huge 225-lot catalogue featuring
five different car collections
culminated in Silverstone Auctions’
highest-grossing sale ever, held
online on 31 July-1 August.
The star was a rare right-hand-
drive Lamborghini Miura, guided
at £1.8-2.4m, which at £1,912,500
became the firm’s most expensive
lot. A pair of Jaguars sold strongly,
with an XJ220 achieving £292,500
and what the auctioneer called
‘one of the finest early E-types’ –
formerly owned by Steve Coogan
– selling for an undisclosed sum.
The company compiled a
no-reserve SA30 set on behalf of a
European collection, and among it
was a Ferrari Dino 246GTS, which
fetched a mid-estimate £337,500.
A 43-mile Ford GT from 2006
headed the Anthony Hamilton
collection, featuring cars owned
by the father of six-time World
Champion Lewis. It fell just shy of
its £250-280,000 estimate at
£241,875. Top lot of the Stuttgart
collection, comprising a glut of
Porsches, went to a 1995 911 RS
that threatened to creep out of its
slated estimate at £315,000. Just
two Porsches failed to sell.
The Warwickshire Collection
included a £130,500 Subaru
Impreza 22B-STi, which nearly
doubled its lower estimate of
£70,000, while a 1965 Citroën
DS19M Décapotable sailed clear of
its pre-sale predictions to £148,500
– it had been expected to sell for
between £90,000 and £105,000.
Three-quarters (76%) of the lots
changed hands during the two-day
sale, which was due to be held at the
Silverstone Classic. In total, the
auction raised £15.8million.
265080; dukes-auctions.com
13 Artcurial Gibel, France 0033
1 42 99 20 73; artcurial.com
16 H&H Classics Online, UK
01925 210035; handh.co.uk
19 Richard Edmonds
Chippenham, UK 01249 444544;
richardedmondsauctions.com
18-19 Classic Car Auctions
Leamington Spa, UK 01926
640888; classiccarauctions.co.uk
20 Aguttes Sochaux, France
aguttes.com

Barons launches Maserati Mistral Spyder flies the flag

micro concept for classics among Bonhams’ supercars

20 Bonhams Switzerland 0033

South-coast-based auctioneer Barons will run
a series of 15-car sales online around its usual
auction calendar. The first of its kind took place
on 2 September, featuring a 1960 Jaguar Mk2 3.8
(below) and 1969 Chevrolet Corvette C3.
All but in-person bidding is in place – either
online, via telephone or by absentee bids – with
cars available to view by appointment two weeks
before the sale. The next attended auction by
Barons will be the Jaguar Heritage, Classic and
Sports Cars event on 22 September.
REVISED BONHAMS
CALENDAR UNVEILED
1 42 61 10 11; bonhams.com
20 Bonhams MPH Bicester, UK
01869 229477; mph.bonhams.com
22 Barons Esher, UK 023 8066
8413; barons-auctions.co.uk
23 Charterhouse Online, UK
charterhouse-auction.com
23-25 RM Sotheby’s Online, USA
rmsothebys.com

The post-lockdown diary has filled up at Bonhams, with 26 Historics Windsorview Lakes,
11 sales confirmed for the remainder of 2020. Among UK 01753 639170; historics.co.uk
the European four-wheeler sales is one at the Autoworld
Museum in Brussels, Belgium, on 6 September, with two 27 Artcurial Grézillac, France
MPH sales at Bicester on 20 September and 12 December, 0033 1 42 99 20 41; artcurial.com
plus a Speedweek sale at Goodwood on 17 October. There
will be two at New Bond Street: the first is for vintage and Details correct at time of going
veteran cars on 30 October, previously the Veteran Run to press – please check that sales
sale, followed by the traditional sale on 5 December. are on before going to venues

176 Classic & Sports Car October 2020

 Traditional Oak And Timber Company are
a family business, so happy to support the
Motor Racing Legends Family Spirit Trophy

FAMILY SPIRIT TROPHY

www.tradoak.com
01825 723648
ONE OF THE UK’S LARGEST STOCKISTS OF RECLAIMED AND AIR DRIED OAK BEAMS
THE MARKETPLACE
Buckley’s
market
matters
I was hopping in and out of four
white MGB roadsters the other
day for reasons I won’t go into
here, but that may, at some
stage, become apparent. They
progressed from one that was
mint-beyond-mint to a hanging
shed that looked as if it shouldn’t
have been on the road. It was,
however, and it drove better than
all the others, although for me
the fact that it was an early one
with the giant steering wheel and
leather seats was the clincher.
I almost wanted the B, but not
enough to give my friend Robert
the £4000 he wanted for it… yet
it had a strange charm.
Later on, I met up with a man
known for fitting Rover V8s into
Bs who told me some funny
stories about his former partner,
the late Ken Costello, who had
also been a racing driver of note
in his 1950s and ’60s heyday:
“He used to take customers out
in the demonstrator and scare
them so much that they would
climb out and throw up – he
actually lost us sales.”
Costello also got in trouble
for, allegedly, driving one his
converted V8 MGs as a getaway
car on a heist: “He got off because
the police didn’t believe that he
could possibly have covered the
distance in the time allotted.”
Meanwhile, my Volvo estate is
almost finished. COVID-19 clearly
hit Swansea hard, because the
V5C took months to appear when
two weeks or so is the norm, but
178 Classic & Sports Car October 2020
this meant that I was able to
organise a new windscreen for the
car and get some plates made up.
A neighbour has shown interest
but he is semi trade and won’t
want to give me anything like the
£5000 I think it’s worth.
The Peugeot 1007 has gone,
too, and with no regrets. Best of
all it raises the question of what
to replace it with. I had dreams
of recapturing one of my former
Lancia Appias, but the man
I sold it to has had some kind
of epiphany and fallen in love
with it all over again.
The Peugeot was crushing
my humanity, and the final straw
came when the ABS warning light
came on and it suddenly refused
to go up through the gears on its
own; welcome to the world of
modern electronics.
It turned out to be a failed
wheel-speed sensor – and even
that didn’t dissuade the first of
nine suitors from buying it within
hours of my wife Mia putting it on
Facebook. I have never before
sold a car that quickly or had so
many interested parties.
Am I missing a trick here?
Famous MGB Costello V8.
Top: Buckley is warming
to the Volvo wagon
AUCTION RESULTS
Top 50 sales of July 2020
Richoz Collection headlining alloy Ferrari 275GTB fetched €1.4m, €300k down on estimate
Ex-Ken Miles Mustang is the world leader Merc 300SL led Artcurial’s auction return
PRICE CAR SALE
£2,926,000 1965 Shelby GT350R prototype Mecum, Indianapolis, USA
£1,287,000 1966 Ferrari 275GTB (alloy body) RM Sotheby’s, online (Europe)
£1,274,400 1955 Mercedes-Benz 300SL ‘Gullwing’ Artcurial, Monaco
£1,086,800 1965 Ferrari 275GTS Mecum, Indianapolis, USA
£863,604 1990 Ferrari F40 Artcurial, Monaco
£836,000 1966 Shelby GT350 convertible Mecum, Indianapolis, USA
£772,416 1957 Mercedes-Benz 300SL Roadster Artcurial, Monaco
£752,400 1964 Shelby 289 Independent Competition Cobra Mecum, Indianapolis, USA
£718,960 2018 Ford GT Mecum, Indianapolis, USA
£693,000 1985 Lancia Delta S4 rally RM Sotheby’s, online (Europe)
£668,800 1965 Shelby GT350 Paxton prototype Mecum, Indianapolis, USA
£647,900 1966 Shelby GT350 Paxton fastback Mecum, Indianapolis, USA
£560,000 1964 Aston Martin DB5 Historics, Datchet, UK
£551,760 1963 Rolls-Royce Silver Cloud III drophead coupé Mecum, Indianapolis, USA
£544,500 2009 Mercedes-Benz SLR McLaren 722 S RM Sotheby’s, online (Europe)
£543,400 1971 Ferrari 365GTB/4 Daytona Mecum, Indianapolis, USA
£530,860 2011 Ferrari 599GTO Mecum, Indianapolis, USA
£525,000 1965 Aston Martin DB5 Historics, Datchet, UK
£465,340 1973 Porsche 911 Carrera RS 2.7 Touring Collecting Cars, online (UK)
£450,576 1939 Bugatti Type 57 Cabriolet by Vanvooren Artcurial, Monaco
£406,000 2019 Aston Martin Vanquish Zagato Shooting Brake Collecting Cars, online (UK)
£391,050 1970 Ferrari 365GTB/4 Daytona RM Sotheby’s, online (Europe)
£363,660 2014 Mercedes-Benz SLS AMG Black Series Mecum, Indianapolis, USA
£336,600 1976 Inaltera GTP-Cosworth RM Sotheby’s, online (Europe)
£334,400 2011 Ferrari 599GTO Mecum, Indianapolis, USA
£326,040 2007 Ferrari 599GTB Fiorano Mecum, Indianapolis, USA
£309,320 1969 Ford Mustang Boss 429 fastback Mecum, Indianapolis, USA
£300,960 2001 Ferrari 550 Barchetta Pininfarina Mecum, Indianapolis, USA
£292,600 2019 Porsche 911 Speedster Mecum, Indianapolis, USA
£292,600 1964 Rolls-Royce Silver Cloud III Mecum, Indianapolis, USA
£289,656 1966 De Tomaso Vallelunga Artcurial, Monaco
£284,240 1984 Ferrari 512BBi Mecum, Indianapolis, USA
£280,500 1989 Aston Martin V8 Vantage Volante X-Pack Historics, Datchet, UK
£275,880 1967 Lamborghini 400GT Mecum, Indianapolis, USA
£275,000 1961 Aston Martin DB4 Historics, Datchet, UK
£273,564 1962 Bentley S3 Continental Cabriolet Park Ward Artcurial, Monaco
£267,520 2014 Lamborghini Aventador LP-720/4 Roadster Mecum, Indianapolis, USA
£263,909 1963 Bentley S3 Continental Flying Spur Artcurial, Monaco
£259,160 1966 Shelby GT350 fastback Mecum, Indianapolis, USA
£250,800 2016 Rolls-Royce Dawn Mecum, Indianapolis, USA
£250,800 1967 Shelby GT500 fastback Mecum, Indianapolis, USA
£246,620 1962 Gullwing Motorcars Roadster Mecum, Indianapolis, USA
£242,550 1974 Ferrari 365GT4 BB RM Sotheby’s, online (Europe)
£242,440 2007 Ferrari F430 Spider Mecum, Indianapolis, USA
£240,000 2019 Ferrari 812 Superfast Collecting Cars, online (UK)
£225,000 1927 Bentley 3 Litre Speed Model Sports Roadster Bonhams, online (UK)
£224,000 2012 Spyker C8 Laviolette LM85 Historics, Datchet, UK
£221,540 2005 Ford GT RM Sotheby’s, online (USA)
£209,000 1969 Dodge Daytona Mecum, Indianapolis, USA
£207,000 1989 Aston Martin V8 Vantage Volante X-Pack RM Sotheby’s, online (Europe)
Prices include buyer’s premium. Exchange rate used correct at time of writing.
For more auction news and results, visit www.classicandsportscar.com
CMC Mercedes-Benz
600 Pullman –
let the sunshine in!

Item No. M-204

CMC Mercedes-Benz 600
Pullman-Limousine with openable
sunroof. Hand-crafted metal
precision model built from more
than 1,230 parts

CMC GmbH & Co. KG Classic Model Cars

Stuttgarter Straße 106 · D 70736 Fellbach
E XTR AO R DI N A R Y
IN A CLASS OF THE EXQUISITE
Email: info@cmc-modelcars.de
www.cmc-modelcars.de
Telefon: +49 711 44 00 799-0

Vintage and Classic Cars, Spares and automobile

Automobilia on September 19th
To include: ‘The Gordon Rose collection’
of Veteran and Edwardian cars
With 40 years in practicing our craft, we have completed a long list of
award-winning restorations. Serving the collector car community, Automotive
Restorations, Inc. has built its reputation by providing our clients with the highest
standard in automotive care. Our renowned staff of marque and skill set
specialists is the only tool you need to ensure your enjoyment. We strive to be
sure your classic car is ready for a spirited drive through along a favorite road or
to be positioned on a Concours lawn.

1954 Lancia B20 GT Coupe Estimate: £95,000-£100,000

1901 Renault Series E four seater tonneau Estimate:

£40,000-£50,000
1953 Siata 208 CS Balbo Coup
Sale at Showell Farm, Chippenham, Wiltshire, SN15 8NU 100 Lupes Drive, Stratford CT 06615 | (203) 377 6745
Richardedmondsauctions.com 01249 444544 automotiverestorations.com
BUYER’S GUIDE
TVR S-SERIES
The model that kicked off the Blackpool marque’s
best years is an affordable great British sports car
WORDS MALCOLM MCKAY PHOTOGRAPHY JAMES MANN
VR boss Peter Wheeler
realised that the wedge
shape of the ’80s was dating
fast, and wanted to revert
to the Blackpool marque’s
traditional curves. The S
harked back to the 3000S of
the 1970s, but shared nothing more than its
doorhandles and general style – it was both
longer and wider, with an all-new body and
backbone chassis. Simplified panel arrangements
reduced construction costs and with other
savings where possible, such as replacing the
wood dash with padded vinyl, the S was launched
at a very competitive price: 150 deposits were
taken at the 1986 NEC Motor Show, before
production moulds had even been made.
By 1988, the S represented 75% of TVR
production, with 515 cars built, and it would
become the firm’s most successful model to date.
It was progressively improved, from mechanical
injection to electronic and then with the option
of the Griffith V8 drivetrain, with the wooden
dash returning along with numerous other
updates. The V8S outsold everything else before
Griffith production came on stream; its big
bonnet bulge was only needed for the few 1998cc
180 Classic & Sports Car October 2020
supercharged V8 cars developed for the Italian
market, but was fitted to all V8s. Though only
the 3.9-litre engine was officially available, the
factory built at least two 275bhp 4.3-litre V8Ss
and many have been upgraded since.
With none of the engine fragility of the later
TVR-engined cars, the appeal of these relatively
bombproof classic sports cars is growing: they
can be a lot of fun with relatively little trouble.
A well-preserved or properly repaired chassis
is the first consideration – the ideal low-pain
purchase is likely to be a car with a full, caring
history, at least in recent years, and one that is
not left sitting idle for too long. The later the car,
the higher the spec and also the value, with V8S
models significantly higher than V6s.
Chassis rot is definitely the biggest concern,
because the original powder coating is prone
to lifting and letting rampant rust set in. The
outriggers behind the front wheels are usually
the first to go, but it can rot anywhere, and
suspension and seatbelt attachment points can
disintegrate. Beware the bodgers who tack new
outriggers on only at the bottom, or even
glassfibre over the whole sorry mess – a really
thorough inspection on a ramp is vital, no matter
how shiny and tidy the paint and trim may be.
TROUBLE SPOTS
CHASSIS Outriggers are especially
vulnerable, but rust can appear anywhere
the original powder coating is chipped or
peeled – check thoroughly underneath.
New outriggers must be welded all round
BODYWORK It’s not so much the paint as
the glassfibre beneath it: look for sinkage,
star cracks, crazing, chips and poor paint
matches: repairs and resprays are expensive
ENGINE Look for evidence of long-term care;
neglect brings overheating, coolant/oil leaks
and blown head gaskets, especially on V8s
SUSPENSION Check for worn bushes
and soggy dampers; beware over-stiff
aftermarket conversions
TRIM Look out for wear, damage, missing
and non-functional items
ROOF Beware leaks leading to damp interiors
 With unashamedly retro styling at
the right time, the S found TVR a new
generation of buyers: it looked great,
sounded great and was brilliant fun

was building new sports cars in the classic mould, with

that drops to give proper wind-in-the-hair motoring.
ent performance – especially the Rover-powered V8S,
ologne’ V6 (here in later 2.9-litre S3 form) is no slouch

Overheating from a blocked radiator Check trim for wear and damage, and
will kill both V6s and V8s, so check its make sure that all switchgear works:
history and look for signs of any leaks some is scarce. Specification changes
or emulsion in the oil and coolant were frequent during production

As with all older Ford products, some parts are hard to find for the V6 engine Check the steering rack and column, The roof made up of two hard panels
but it’s extremely robust if well looked after, and few have done a high enough dampers and all suspension bushes and a fold-down rear with roll-over
mileage to wear them out. The all-aluminium Rover V8 is a bit more fragile and for wear. All suffer and this will result protection is neat and leak-proof if
doesn’t tolerate neglect: watch for blown head gaskets leading to overheating in vague handling and a wallowy ride seals are maintained: check all fit well

October 2020 Classic & Sports Car 181

BUYER’S GUIDE
Entertaining handling, loads of
grunt and an addictively throaty
soundtrack make any S a blast to
drive on a favourite country road
Before you buy
Take the test drive with the roof on so you can
hear any unwanted noises better. All engines
should feel torquey and flexible, the V8 boasting
huge grunt throughout the rev range whereas
the V6 likes to rev, with noticeably more power
available higher up. The 2.8 had its camshaft
gear-driven with a fibre-toothed mid gear
for quietness, which can fail; replacements are
aluminium and not as quiet. The 2.9’s camshaft
is chain-driven, as is the V8’s. Cars that have not
been serviced as often as they should may well
display reduced performance due to cam wear.
V8s should have 15psi+ of oil pressure at
tickover, 25+ at speed, V6s significantly more.
The 2.8-litre’s cylinder heads were not designed
for unleaded petrol, but will last a long time
before hardened valve-seat inserts are needed:
additives should delay that date indefinitely.
Both engines can do 150-200,000 miles before
a bottom-end rebuild is required.
Gearboxes are strong and rarely give trouble
– check that all gears select smoothly and that
the clutch is sound. Listen for layshaft wear
by dipping the clutch in neutral.
Suspension wear is common and will affect
your enjoyment of the car – budget for fresh
dampers and full bush changes, and possibly
a steering rack. Brakes should be adequate on
cars with rear drums, excellent on those with
discs all round – slave cylinders and caliper
pistons are often seized, especially on cars that
spend a lot of their time sitting idle. Ensure all
the electrics work, especially power windows.
182 Classic & Sports Car October 2020
OWNING ONE ALTERNATIVES
Mario Caltabiano
caught the TVR bug
from his son, Lee, who
bought an S new and has
had many TVRs since.
“He was selling this S3
because he’d found a
V8S,” Mario explains.
“I wanted something to
tinker with, so I bought
it – it’s good to keep these things in the family. LOTUS ELAN M100 1989-’94, 4655 built
It took Lee a long time to find this car. Colin With GM backing, Lotus built a front-drive
Apps at TVRSSW replaced the outriggers and sports car that worked, and really flew in
it was repainted at Central TVR. turbo SE form. Beware chassis and wishbone
“My background is in upholstery and trim, so rot, accident damage, modifications and
I repaired the seat and made new carpets. I also electrical faults. Price now £5-12,000
retrimmed the gearlever and handbrake gaiters
and the steering-wheel cowl with leather and
made a bespoke armrest. I love the fact that it’s
handmade, and it goes like a rocket. It drives
well, corners well, has great acceleration and
with no power steering you feel the road more.
I love it so much that I’ve just bought a Griffith!”
“I love the fact that it’s
handmade, and it goes PANTHER KALLISTA 1982-’91, 1743 built
With steel chassis/floor and an aluminium
like a rocket – and with body built in Korea, the 2.8i Kallista undercut
the Capri whose engine it shared; 1.6, 2.0 and
no power steering you 2.9 versions were built, too. Watch for steel
and alloy corrosion. Price now £5-20,000
feel the road more”
 01902 244255
sales@oakandhome.co.uk GARAGES | ORANGERIES | DOUBLE STOREY EXTENSIONS | GARDEN
oakandhome.co.uk ROOMS | ANNEXE BUILDINGS | POOL BUILDINGS & MANY MORE. . .

STOP THE ROT!

Most classic cars are being stored in conditions unsuitable for their preservation
PUTTING A VEHICLE WITHIN A
PROTECTIVE BUBBLE WILL ONLY
EVER KEEP IT CLEAN
The UK is one of the most
humid countries on earth
with 80% relative humidity.
Removing moisture from
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way to protect your car.
We have spent the last 22 years understanding humidity and how it affects our clients
If you are serious about preserving your classic car or collection then contact us today

01926 882624 or email sales@dehum.com

to discuss your domestic or car-storage needs.
Purchase & installation starts at less than you think.
Visit our website at www.dehum.com/applications/classic-car-humidity-control/ for more information
BUYER’S GUIDE

THE KNOWLEDGE OUR VERDICT

TIMELINE Distinctive to look at, well engineered and simple FOR
1986 S-series launched at Earls Court: Ford to work on, without the complex electronics that A very usable and fun sports car for two, with the
2.8 V6, K-Jetronic injection, drum rear brakes plague later TVR models, the S range is currently right combination of performance, looks, driver
1987 First production cars delivered (Sept) good value for the fun the cars offer. But beware: appeal and weather protection – and a great noise
1988 S2 announced: 2.9, L-Jetronic, 168bhp, values don’t match the cost of making a neglected
172lb ft, better trim, optional wooden dash, car like new again, so buy the best you can find AGAINST
bumper chrome, standard electric windows; and budget to keep it that way. The V8S is the Accidents, neglect and bodgery lead to
catalytic converter optional for export ultimate, but V6s can give just as much fun. dangerously weak chassis; glassfibre
1989 S3: longer doors, driving lamps below body can cause big paint problems
bumper, modified chassis/dash; S3C option
with catalytic converter, leather/wood, LSD,
191lb ft, 6.9 secs 0-60mph, 133mph
1991 V8S: Griffith drivetrain, bonnet bulge
1992 V8S chassis backbone stiffened
1993 S4C: V8 chassis/brakes, improved trim
1994 Production ends

FACTFILE
Sold/no built 1987-’94/2604 (inc 410 V8Ss)
Construction steel tubular backbone
chassis, glassfibre body
Engine all-iron, ohv 2792/2933cc V6 with
Bosch K/L-Jetronic fuel injection, or all-alloy,
ohv 3950cc V8 with Lucas-TVR injection
Max power 160bhp @ 6000rpm to 240bhp @
5750rpm Max torque 162lb ft @ 4300rpm
to 275lb ft @ 4200rpm
Transmission five-speed manual, RWD;
limited-slip diff on S3C, S4C, V8S
Suspension independent, at front by double
wishbones, anti-roll bar rear semi-trailing
arms; coil springs, telescopic dampers f/r
Steering rack and pinion
Brakes discs front, drums rear (all discs on
V8S), with servo Length 13ft (3958mm)
Width 5ft 51/2 in (1665mm) Height 4ft

CAUGHT IN THE CLASSIFIEDS

(1223mm) Wheelbase 7ft 6in (2286mm)
Weight 2072-2247lb (940-1020kg)
0-60mph 7.6-5 secs Top speed 128-150mph
Mpg 25-35 (V6), 18-25 (V8)
Price new £18,064-23,595 (S3-V8S, 1991)
CLUB
TVR Car Club
01952 822126; tvr-car-club.co.uk
Two cars for sale now at www.classicandsportscar.com
TVR 280 S
Year 1989 Recorded mileage 70,073
Price £6995 Vendor JLS Car Sales, Bangor,
north Wales; 01248 370707; jlscars.co.uk
For Sensible mileage; sensibly priced
Against Early cars have less power and fewer toys
TVR V8S
Year 1994 Recorded mileage 157,000
Price £10,500 Vendor AH Classics, Oldham,
Lancashire; 07761 549454; ah-classic-cars.co.uk
For Nicely original, and affordable for a V8
Against High mileage; will need some tidying

SPECIALISTS
TVRSSW tvrssw.com TVR Parts tvr-parts.
com Central TVR centraltvr.com Fernhurst
Motor Co fernhurst-tvr.co.uk Southways
Automotive southwaysautomotive.co.uk
Black Cat Panels blackcatpanels.com
Powers Performance powersperformance.
co.uk RT Racing rtracing.co.uk Torque RVT
torquervt.co.uk James Agger jamesagger.
com Racing Green racinggreentvr.com
DG Sportscars dgsportscars.com
Sportmotive sportmotive.com Selby TVR Offered with 12 months’ MoT, lots of history Don’t be put off by the mileage, because a Rover
selbytvr.co.uk Racetech tvrshop.com and a fairly low mileage, this five-owner S looks V8 is remarkably durable if well maintained and
smart in white with a tidy black roof. Pleasingly, it has resulted in a bargain price-tag for this V8S,
it hasn’t been personalised and still sits on the which looks sharp in Monza Red with a grey
WHAT TO PAY Resto/Average/Show original alloys, with correct decals and badging. leather interior, though the latter is showing its
S1/2 £2500/5000/7500 Inside, there is some crazing to the half-leather age and the dashboard veneers are cracking. The
S3 £3000/6500/10,000 seat bolsters, while beneath there are signs of OZ split-rim alloys wear quality Avon tyres, and
S4C £3500/7500/12,000 surface rust on the hefty chassis, so it would be the chassis has had some recent paint. It will be
V8S £5500/10,000/16,000 worth a proper inspection (as with all TVRs), sold with a fresh MoT, plus a history file that
but the stainless-steel exhaust looks fairly fresh. includes bills for a partial engine rebuild in 2006.

184 Classic & Sports Car October 2020

1988 Arrows A10 F1
-
Driven by Derek Warwick and Eddie
Cheever / Finished 4th Monaco 1988 /
Complete and running with BMW
Megatron engine / Complete with
substantial spares package, including
a spare engine and body moulds

1989 Jaguar Sport TWR

XJR10 Works IMSA Prototype
-
Driven by Davy Jones, Martin Brundle, Jan Lammers, Raul Boesel &
Price Cobb / Outstanding race history over a 3 year period with 2
outright wins plus 6 Podium Finishes / Totally restored / race prepped
including engine totally rebuilt, all with 0 Klms / Supplied complete with
substantial spares package and all documentation

Globe House,15 Purdeys Way, Rochford, Essex, SS4 1ND UK

T +44 (0) 1702 531758 or M +44 (0) 7774 953111
E kent.thirley@carsinternational.com W www.carsinternational.com
THE WORLD’S GREATEST CLASSIC MARKET STARTS HERE
DEALER SHOWCASE
MEET & GREET
Derek Mowat
Derek C Mowat: 07836 740333;
www.derekcmowat.co.uk
How long have you been in
business? I started 33 years ago
in my father’s garage in the Orkney
Isles. Today I specialise in British
cars, mainly Rolls-Royce and
Bentley – with the craftsmanship
and aroma of wood, leather and oil,
I was smitten from an early age.
How’s the market? It has been
extraordinarily busy during
lockdown, but it’s now weakened
because I’m low on stock!
What should readers buy now?
I always said Jensen Interceptors,
but they have already moved on.
For me, the best-value classic is a
Rolls-Royce Corniche Convertible.
If you weren’t involved in classic
cars, what would you be doing?
Flying in and out of the Scottish
islands for Loganair.
TO ADVERTISE, CALL 020 8267 5277 OR EMAIL ADS.C&SC@HAYMARKET.COM
The one-stop shop for all enthusiasts
CLASSIFIED PICKS Our favourite cars you can buy this month
1991 BMW Z1 ROADSTER £46,750 MORETTI 2300S CABRIOLET £POA
Somehow, we The chance to
always knew the own a bona fide
Z1 would be a exotic rarity
classic from the seems to be the
moment this main draw to
little drop-door this near-unique
roadster first drop-top for
emerged. Shaking off the Teutonic shackles, it was Alastair Clements. With an expensive full rebuild
as if a concept car had entered production almost ahead it’s not for the faint of heart, but what a
unchanged. Damon Cogman is besotted. p191 fabulous machine it will be once finished. p196
PORSCHE 944 TURBO AU$44,995 RENAULT NN BERLINE £14,950
At the time Although she
of writing, the is unlikely to
exchange rate try following in
put this slice the wheeltracks
of prime Porker of the 6CV’s
at just under pioneering 1927
£25k. Hardly the journey across
cheapest 944 around, then, and at c115,000 miles the Sahara any time soon, Lizzie Pope has fallen
it’s not in the first flush of youth, but Jack Phillips for the charms of this sturdy, practical, pretty –
thinks it could still be a tip for the future. p201 and pretty lethargic – little Renault. p206
IN THE WORKSHOP Essential products & services guide
CLASSIC FOLIOS EQUIBASE UK
Handwritten notes, photos Tailor-made timber garages,
and bills can increase a car’s workshops and outbuildings
value as well as enhancing from EquiBase are designed and
the pleasure of ownership. Catalogue your manufactured by specialists, with complete
vehicle’s documents in a personalised Motor care solutions available including groundworks
Folio, made from bonded leather and hand- and construction. For further details, call
finished in the UK. See motorfolios.com 01904 492935 or see equibaseuk.co.uk
DEALER SHOWCASE

SYDNEY AUSTRALIA

1969 Lamborghini Miura S - matching numbers, fully restored 1963 Aston Martin DB5 - fully restored by Auto Restorations N.Z.

2002 Ferrari 360 Spider - RHD, Giallo Modena, low kms, manual 1967 Ferrari 330 GT Series 2 - Australian delivery, 1 of only 36 RHD cars

1958 Triumph TR3A - restored, Admiral Blue, overdrive, tools, history 1961 MG A 1600 - fully restored, original Katoomba Grey with Red

BAYS 3&4 50-64 PACIFIC HIGHWAY NORTH SYDNEY AUSTRALIA T +61.2.9922 2036 F +61.2.9922 4594

1950 FRAZER NASH

LE MANS REPLICA
The 1950 New York Motor Show car,
421/100/110 was raced extensively
in America in period. A very original
Le Mans Replica with a fabulous
history file

+44 (0) 1869 357126 www.pendine.com cars@pendine.com Located at

188 Classic & Sports Car October 2020

 DEALER SHOWCASE
ASTON MARTIN DB6 VOLANTE
RHD, one of only 140, matching
numbers, indicated 48,000 miles,
UK registered.
Power hood, factory power steering,
presented in Dark Blue with Tan interior.
Recent invoice for service and
restoration work to transmission, engine,
suspension, etc. by marque specialist
Aston Engineering totalling £24,000.

INFO

October 2020 Classic & Sports Car 189

DEALER SHOWCASE

1966 JAGUAR E-Type Series 1 4.2 Coupe.
Carmen Red with Black interior trim. Extremely
straight and correct. Matching Numbers UK RHD
example. Drives beautifully. Chrome wire wheels.
Good long-term ownership. A superb E-Type
maintained by WinSpeed and offered with great
confi dence. £97,500.00
JAGUAR C-TYPE by PROTEUS.
A very desirable and original Jim Marland example. Very good long-term & meticulous owner-
ship. 3.4 Litre XK Unit with Triple SUs. Driving beautifully – an absolute delight!
£79,500.00
….Knowledge, experience & expertise from The WinSpeed Family….
1970 Jaguar E-Type Series 2 Roadster.
Subjected to a comprehensive restoration by
Fullbridge Engineering during 2003/5 and has
been maintained by WinSpeed since 2013. 67,500
miles, UK RHD, continuous MOT certifi cates
from 1975 and a very comprehensive History File.
Finished in Signal Red with Black interior trim,
extremely well maintained. £97,500.00

2004 Jaguar XKR Convertible.
Platinum with Charcoal trim and Ebony fascia.
`S` Pack: Recaro Seats; 20” Detroit Alloys;
Alloy pedals. Upgraded; fsh; Owned & main-
tained by WinSpeed since 2014; Great Modern
Classic! £14,500.00
• Dedicated Engine Shop • Dedicated Fabrication Shop 1973 Jaguar E-Type V12 Roadster.
• Top Quality Bespoke Engine Building • Full or Part Restorations BRG with Cinnamon trim. Manual.
• Fast Road & Race Specifications • Expert Fabrication & Repair UK matching numbers example. Last fastidious
• Performance Upgrades • Rewiring owner for 20 years. WinSpeed maintained
• SU and Weber Carburettor Rebuilds • Repainting/Retrimming since 2010. Utterly delightful and immaculate.
£105,000.00
WINSPEED MOTORSPORT LTD.
enquiries@winspeedmotorsport.com www.winspeedmotorsport.com
Tel: 01483 537 706 Mobile: 07831 164 460

The Original
CLASSIC AUTOMOBILES
Classic Automobiles Worldwide Ltd.
Quin Hay Farm, Froxfield, Petersfield, Hampshire GU32 1BZ. Telephone: +44 (0)20 8871 1357
1964 Jaguar E-type S1 1950 Bentley MkVI
3.8 Coupe , 2 previous 4.25 Stream Lined
owners from new, Sports Saloon by Park
matching numbers S1 Ward, chassis B93GT
with the desirable covered was ordered with a
headlights. In 2012/14 number of interesting
features, electric
861773 was subject
rear window blind,
to a major restoration push button electric
in its original spec of windows (1950!)
Opalescent Golden Sand and not one but two
with Red interior. cocktail cabinets.
2008 Lamborghini 1967 Rolls Royce
Reventon, styled to Mulliner Park Ward
imitate that of a F22 2 door Saloon (pre
Fighter Jet, bespoke Corniche). A real rarity
TFT digital screen and the best Mulliner Park
again following the Ward we have seen for
principal design from
many years, featuring the
that of military aircraft,
2 Owners, 2,760 KM, chippendale dashboard,
Limited to 20 Vehicles CRH3009 has had just
with number 18 being 3 owners from new and
1of the 7 allocated to covered 74,000 miles.
the European market.
www.classic-car-london.com e-mail: sales@classic-car-london.com
We have a collection of over 50 classic cars available for sale at our showroom.
+44 (0)20 8871 1357 - 01730 719037
190 Classic & Sports Car October 2020

CARS FOR SALE
1989 Morgan Plus 4
Corsa Red, full interior retrim in black leather just
completed by us, Speedifit hood. £25,750
2008 Morgan Roadster 3 litre
Black, mulberry leather, mohair hood, luggage
rack, reclining sports seats, Moto-lita. £37,500
1990 Morgan 4/4
Corsa Red with black interior, luggage rack,
walnut dash, tonneau, clock, Moto-lita. £20,850
1996 Caterham 7
Yellow, black leather seats, 1,700cc super sprint
engine, tonneau, 4 point seat belts. £13,750
2015 Lotus Exige S
Black with black leather and alcantara interior,
soft top, hard top, 4-point harnesses. £36,995
1996 Lotus Esprit V8
Azure Metallic Blue with blue leather, extensive
service history and excellent condition. £38,500
01234 750205
email: sales@allonwhite.co.uk • www.awsportscars.co.uk
www.awsportscars.co.uk
2014 Morgan 4/4
Black with black leather, sports exhaust and
remapped ECU, Moto-lita. £33,995
1983 Morgan Plus 8 3.5 litre
Metallic Regal Red, grey leather, reclining seats,
tonneau, luggage rack, roll bar. £27,950
1996 Morgan Plus 4
White, green leather, walnut dash, reclining seats,
mohair hood and tonneau. £23,995
2007 Lotus Elise S
Titanium Silver, black leather, ProBax seats, air
con, electric windows, radio/CD. £16,995
2007 Lotus Elise S
Nightfall Metallic Blue, black leather, ProBax seats,
electric windows, radio/CD. £36,995
2006 Lotus Elise 111R
Red with black leather, air con, electric windows,
ProBax seats, DAB radio. £22,995
High Street, Cranfield Beds MK43 0BS
Classified picks
Our favourite cars you can buy this month
BMW Z1
Year of manufacture 1991 Recorded mileage 38,000
Asking price £46,750 Vendor Percival Motor Company, Ulcombe, Maidstone,
Kent; 01622 851841; www.percivalmotorco.co.uk
WHEN IT WAS NEW
Price £37,728 Max power 168bhp Max torque 164lb ft
0-60mph 7.9 secs Top speed 136mph Mpg 28
Those of you who are of a shy, retiring disposition should look away now. This
is not a car for the wallflower, because if you do find yourself behind the wheel
of the Harm Lagaay-designed roadster you’ll be forever explaining why the
doors look as if they’ve collapsed into the sills and that, yes, it’s definitely
a BMW. And no, it’s not for sale. Because if you own it, I reckon you will have
quite possibly made the best decision of your life.
In the current climate, when the phrase ‘on sale’ appears everywhere, Z1s
buck the trend by increasing in value at a pretty impressive rate. While you may
think the price is steep, be prepared for a shock when you Google ‘BMW Z1 for
sale’. When new, they were reassuringly more expensive than an MX-5 or Lotus
Elan – a trend that continues now they have all become 30-year-old classics.
Maybe because of that hefty price-tag, a mere 8000 were built and sold in
its three-year life. Finding one today isn’t too hard, but finding one that looks
as if it has just driven off the Munich production line is much tougher. That is
where this timewarp example comes into play. Having covered fewer than
40,000 miles, the metallic green Z1 has spent its life being pampered and
when the owner finally decided to sell in 2019, a BMW collector snapped it up.
Boasting a fully documented service history from Germany and the UK, it
has just had an all-important cambelt change and comes with the dealer pack
and the correct factory wind deflector. A new Bosch battery has been fitted
so the doors should continue to glide up and down for years to come.
The most impressive thing about this particular Z1 is the interior. The
Alcantara and leather-trimmed seats are notoriously fragile and have usually
been either retrimmed or at least repaired by now. This one, however, still
displays its original factory material with pride. As a further indication of
the care the owner has lavished, an original Blaupunkt radio cassette player
was sourced, stripped and rebuilt to allow 21st-century technology such
as Bluetooth connectivity to be added. A neat touch.
Despite its weight-saving bolt-on panelwork and revolutionary use of
composite materials throughout, the Z1 tipped the scales surprisingly heavier
than the E30 325i from which it borrowed its drivetrain. The plus side to that
is that the mechanical running costs should be comparable to a 3 Series. Just
don’t damage the unique and now-unobtainable bodywork…
SUMMARY
CHOSEN BY Damon Cogman
FOR It’s only original once; driving
with the doors down feels naughty
AGAINST LHD, so making the most of
BMW’s brilliant ‘six’ is compromised
WHY SHOULD I BUY IT?
Who else do you know who has one?
It’ll turn heads, be reliable and almost
certainly be worth more when you
decide to sell. Which you won’t
October 2020 Classic & Sports Car 191
DEALER SHOWCASE

WE LOVE INTERESTING CARS AND OFFER THE FOLLOWING FROM

AMONG OUR CURRENT SELECTION OF MORE THAN 70 GREAT EXAMPLES

1962 THUNDERBIRD “SPECIAL ROADSTER.”
Rare original factory “Special Roadster!”
Original Kelsey Hayes chrome wires, factory
a/c, p/w, “Swing-Away” steering wheel, facto-
ry tonneau, etc. Beautifully restored in orig
Rangoon Red/red w/white top. $78,500.
1941 FORD “SUPER DELUXE” CONVERTIBLE. 1954 CHEVROLET CORVETTE. 2-owner car 1962 CORVETTE FACTORY “FUELIE” 2-TOP
Very correct, complete and unmolested with with last owner 40+ years. Absolutely cor- RDSTR. Extremely correct & pristine California
orig. flathead V-8 and 3-sp trans, orig. radio, rect, #s matching with full ground-up resto- car in Ermine white w/ gorgeous orig. blk int,
etc. Steel grey/dark red, black top and top ration. Correct throughout--even with the orig. fuel injection, orig. Wonderbar radio and
boot, both with w/dark red piping. Fabulous original working “Wonderbar” radio and clock - all working perfectly. Drives fabulously
inside, outside and mechanically. $49,000. both tops. Polo White/red interior. $75,000. well, magnificent! 60,894 miles. $112,000.

1960 BENTLEY CONTINENTAL JAMES 1964 RR SILVER CLOUD III SALOON: Deep 1998 DODGE VIPER. GTS-R. #60 of the 100 1970 PLYMOUTH SUPERBIRD.
YOUNG CONTINENTAL SALOON. one of 36 Velvet Green over Smoke Green w/ nice street/competition cars (GTS-”R’s”) produced. One of just 16 built with the “440-six pack”
4-doorsaloons built and features a 6-light original green Connolly hides. Restored in A completely original local car, serviced by us, engine. All #’s match and are recorded.
body. Speciallyordered, built and delivered ‘90, delivered by Rolls-Royce Foundation with volumes of documentation and accompa- 1 owner for the past 25 years. Fabulous in
to British Air Commander Sir Egbert in 2010. Restoration records, original lg. & nying materials. Absolutely as new through- “Vitamin C Orange” with optional bucket
Cadbury, honored WWI pilot and director of sm. tools, manuals. 98,548 miles. $39,000. out. 8,163 miles. $100,000. seats. 55,600 miles. $195,000.
Cadbury Chocolates. $185,000.
THOROUGHBRED MOTORCARS
70+ great cars currently in our Gladstone showroom.

192 Classic & Sports Car October 2020


Paul Bentley Limited
SALES, BROKERAGE & ACQUISITION OF CLASSIC & PERFORMANCE CARS
2004 Aston Martin DB7 Zagato 1 of 99. A UK, RHD supplied example, delivered new on the 3rd
December 2004 via Aston Martin Murray Motor Company, Edinburgh. Specified in a Mercury Grey
exterior complemented by a Claret Analine Leather interior with aluminium interior trim facias and inserts,
electrically operated heated front seating, power folding mirrors and red brake calipers. In addition, all
99 cars were supplied with the chassis specific Zagato model car, leather jacket, fitted car cover and
hardback signed production book to which are all present. Complete with documented main dealership
service history from new along with previous mot certificates on file, this desirable specification,
immaculate example of the very collectible DB7 Zagato is available for immediate inspection. £274,850
2007 Mercedes Benz R230 SL65 AMG 6-litre. A UK supplied 1 of 72 RHD examples,
delivered new on 16th July 2007 via Mercedes Benz Hampstead. A twin turbocharged V12
specified in Iridium classic silver with black leather interior. Factory fitted Panoramic glass
roof, heated/cooling massage seating, navigation, active suspension & driver modes, keyless
entry & go, parking sensors, bi xenon headlights, front fog lights & factory fitted luggage. With
complete main dealer service history and an extensive history file, this immaculate freshly
service limited production V12 SL65 AMG is available for immediate inspection. £46,850
T: +44(0) 1625 360 736 www.paulbentleylimited.com paul@paulbentleylimited.com
Ferrari 246 GT Dino 1971 5 owners and only 39000mls with
comprehensive history and matching numbers. Ground up restoration
just completed.
Lamborghini Gallardo 570-4 Performante Edizione Technica
2000mls comprehensive Lamborghini history (just serviced) Future classic
Tel: 07836 622 234 • Email: info@michaelwisecars.co.uk • Web: www.michaelwisecars.co.uk
DEALER SHOWCASE
2005 Ferrari F430 Manual. A UK, RHD Supplied example delivered new on 15th January
2006 via H.R Owen South Kensington, London. Specified with the desirable manual
transmission in a Rosso Corsa exterior, complemented with a Crema interior, Daytona
electric seating, Bordeaux stitching and carpeting. With only 7,700 documented miles
from new, complete with main dealer service history and freshly serviced with all books,
tools and charger. This immaculate example of the very collectable manual gearbox F430
presents a serious consideration for any Ferrari collection. £136,950
1987 Ferrari 412GT Manual. 1 of 24 RHD Examples. A RHD manual supplied example,
delivered new on 21st October 1986 via Maranello Concessionaires Ltd, Thorpe Industrial Estate,
Egham, Surrey to Melbourne Garage Limited, St John, Jersey. Ordered in the desirable colour
combination of Argento Metallizzato with a red leather interior and red carpets. Original order form
and correspondence on file. This rare RHD manual example is complete with original purchase
invoice, documented service history file, previous mot certificates, service pack, warranty card,
tool kit and jack. A fantastic example of the desirable V12 grand touring 2+2. £66,850
0LFKDHO :LVH &DUV
E Type 3.8 S1 Coupe LHD ‘Flat Floor’
1961 matching numbers and recently subject to £130k restoration.
Simply stunning!
Ferrari 308 GTB 1979 dry sump matching numbers. 47000mls with
comprehensive history and just serviced. Absolutely beautiful throughout.
October 2020 Classic & Sports Car 193
DEALER SHOWCASE

1955 Porsche 550 Spyder: Fully 1958 Porsche 356A Speedster: factory 1965 Porsche 356SC Cabriolet:
restored w/ known race history. Blk/Red w/Rudge wheels, matching #s. Sky Blue/Black, matching #s.

Select & secure classic automotive storage

1965 Porsche 356 SC Coupe: 1972 Porsche 911T Sunroof Coupe:
now available. We recently expanded our warehouse Tangerine/Black, original w/ 2 owners.
Vintage Race Car.
adding room for
TEN more cars.
24-hour surveillance,
cutting-edge motion
detectors & sprinklers. 1985 Ferrari 308 GTS QV: Red/Black
& 1978 Ferrari 308 GTS: Black/Tan.
Please enquire.

BUY, SELL, CONSIGN, RESTORE

PORSCHE • JAGUAR • FERRARI • MERCEDES • ASTON MARTIN
OVER 60 VEHICLES IN STOCK • CURRENT INVENTORY ONLINE

Call or stop by in Southern California: 1665 Babcock Street, Costa Mesa, CA 92627
Tel: 949-650-4718 • info@europeancollectibles.com • www.europeancollectibles.com
We have been producing Concours show winners for over 30 years.

194 Classic & Sports Car October 2020

 DEALER SHOWCASE
FERRARI 250 TR 1957 CONVERSION

One of the most original detailed and shaped pontoon fender on chassis 250 GT #1067. This chassis was supplied by Fantuzzi and the last of only seven
built by the ex-Ferrari team coach builder. All other major mechanical components were donated from chassis #1067GT, which started life as a left-hand
drive 1958 Ferrari 250 GT PF coupe. Because of the similarities between the 250 TR and the 250 GT PF Coupe, the PF is the ideal candidate for building
Ə prȒpƺr ‫דא‬0 Á« ƬȒȇɮƺrsǣȒȇِ s ɯǣtǝ ƏǼǼ JǣȒrƳƏȇƺȇǕȒ IƺrrƏrǣ ƬȒȇɮƺrsǣȒȇsً ƺɮƺrɵ ƺǔǔȒrt ɯƏs ȅƏƳƺ tȒ ƏƳǝƺrƺ tȒ prȒpƺr spƺƬǣfiƬƏtǣȒȇsً sȒ tǝƏt ƏsǣƳƺ ǔrȒȅ
the chassis number, which was retained from the donor vehicle #1067GT, the conversion would be virtually indistinguishable from the genuine article.
Engine with original DCN Weber and 300 HP. Rivet fuel tank and brake drums. Car is in excellent and drivable condition.

InÈ0zÁ J0«xzً I«0z!R z( 0zJnX³R ³¨0kXzJ ۴ xO Xn0‫ ي‬00‫זה בב‬0 ‫ בד‬0‫ג ח‬1 ۴ xXn‫ דהב ي‬Jà!@JxXnِ!Ox

1996 Porsche 993 Carrera Coupe RHD, £49,995 1965 Austin-Healey 3000 Mk.III RHD, £47,995

2000 Ferrari 550 Maranello RHD, £72,995 1976 Mercedes-Benz 280SL RHD, £39,995 1958 Austin-Healey 100/6 BN4 LHD, £39,995

2012 Land Rover Defender 110XS RHD, £27,995 1987 Mercedes-Benz 560 SEC LHD, £17,995 1968 Mercedes-Benz 280S Saloon LHD, £9,995 1985 BMW Alpina B10 3.5 Recreation RHD, £7,995

>L HJ[P]LS` W\YJOHZL *HYZ 9P]H )VH[Z HUK 7H[LR 7OPSPWWL >H[JOLZ  =PL^PUN Z[YPJ[S` I` HWWVPU[TLU[ VUS`
;\UIYPKNL >LSSZ 2LU[       Q\Z[PU'Q\Z[PUIHURZJVT
^LI! ^^^Q\Z[PUIHURZJVT  PUZ[H! 'Q\Z[PUIHURZS[K
October 2020 Classic & Sports Car 195
 Classified picks Gavin McGuire’s
Our favourite cars you can buy this month Fine Automobiles
Telephone/Fax 0044 (0) 1892 770310
Mobile Phone 0044 (0) 7770 316482
E-Mail gavinmcguirecars@gmail.com
Web site www.gavinmcguire.co.uk
Junction 6 on the M25 Motorway
Just 70 minutes from Dover
20 minutes from Gatwick

MORETTI 2300S CABRIOLET 1959 MGA 1600 roadster 1935 Lagonda M35R
Year of manufacture 1964 Recorded mileage 15,111km
Asking price See text Vendor DTR European Sports Cars, Coulsdon, Surrey; £25,000 £112,500
020 8645 5050; www.dtrsports.com
WHEN IT WAS NEW
Price n/a Max power 136bhp Max torque 145lb ft
0-60mph n/a Top speed 119mph Mpg n/a

Something unusual for me this month, because it’s little more than a barn-find
– but what a find! In our November 2018 issue, Richard Heseltine wrote about
a Moretti 2300S Cabriolet, at the time one of only two known survivors. Well,
make that three, because DTR’s Paul de Turris – the man who unearthed our 1935 Austin 7 RTC Special 1932 Talbot AV 105
feature car – has found another. “I got a call from an elderly Belgian gentleman
who said there weren’t only two, because he had a third and had owned it since
£14,750 £107,500
the 1970s,” says de Turris. “It had been off the road for 40-plus years and was
stored in a garage attached to his house (above). There is a 2500SS badge on
the back, but I think it is a 2300S because it’s identical to mine.”
So, while the model is less rare than it was before the discovery, it’s no less
exciting – and to my eyes it’s gorgeous. Unveiled at the November 1962 Turin
motor show, this classically Italian styling exercise features long overhangs
and exquisite detailing. It’s the work of Giovanni Michelotti and borrows heavily
from the Ferrari 250GT SWB Bertone Speciale by Giugiaro (C&SC, April 2020)
– a car I’ve always coveted, but could never even contemplate owning.
Not that the Moretti is going to be cheap. If you’ve a talent for restoration 1932 Supercharged McEvoy 1918 Dodge Model 30
it could be yours as is for £110k, but de Turris would rather you commissioned Star Comet - £Please ask £21,500
the rebuild with DTR (judging by the results of its previous Moretti, that would
definitely be my preferred option). Either way, you’d better start saving.
“It’s had some poor DiY repairs, and the wheelarches aren’t the correct
profile,” says de Turris. “The interior is original, albeit in 56-year-old condition,
and the soft-top is missing. I would estimate 1200-plus hours of bodywork,
including structural improvements to the sills, plus at least the same again
on the interior, engine, transmission etc. If you budgeted 2500-3000 hours
in total to bring it to show condition you wouldn’t be far off.”
Ouch. On the plus side, DTR will do you a fixed-price package and the car is
complete, with all the original Moretti-specific bits still there, plus it satisfies
my long-held desire for an interesting and usable four-seater convertible. Once 1912 Mors 12/15 hp tourer 1905 Vauxhall 7/9 hp tourer
restored, it shouldn’t prove too onerous to look after, either, because all of the £27,500 £79,500
mechanical parts are donated by the Fiat 2300S – which means a sonorous
2279cc ‘six’ that should give smooth rather than startling performance.
But pace isn’t everything: it’s more about enjoying the bemusement of others
as they try to work out what it is. That alone makes it a price worth paying…

SUMMARY
CHOSEN BY Alastair Clements
FOR Sensational looks, and you
won’t see another very often
AGAINST Will be expensive to 1902 Oldsmobile 5hp 1901 Georges Richard 8hp twin
put right; no road-burner £42,750 £155,000

All of my cars are on

WHY SHOULD I BUY IT?
Gorgeous, super-rare and truly
exotic, once finished this would
surely be a ticket into any premier
concours you fancied
www.gavinmcguire.co.uk
196 Classic & Sports Car October 2020

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VX RUW R ODVV F DQG 6 RUWV FDUV
URP HVW HDU WR 5HWUR
/HW XV PDNH RZQHUVKLS
RI \RXU FODVVLF D MR\
:KDWHYHU RXU GUHDP FDU V XVW HQ R
UNIT 6, CASTLEHAM ROAD, ST LEONARDS ON SEA, EAST SUSSEX, TN38 9NR
TEL: 01424 234555 WWW.JUSTHISTORICCARS.CO.UK
EMAIL: MELVIN@JUSTHISTORICCARS.CO.UK
All original 1959 XK150 Jaguar in outstanding
condition. One owner for 40 years. Only work
done was legal requirements (seatbelts and
engine adapted for unleaded fuel). Runs perfectly.
Price £79,000
Please contact Alasdair@havenconsult.com
or call 07855 479628
DEALER SHOWCASE
canepa.com 00.1.831.430.9940
2018 Ford GT Heritage
Racing champion Scott Pruett’s
personal Ford GT. 12 miles - new
condition. One of very few Dan
Gurney Heritage editions pro-
duced in 2018. Includes all items
delivered from new.
1963 Chevrolet Corvette 327
Early production “Fuelie” Split
Window in Ermine White. 43-year
continual prior ownership. Highly
original interior. Original L84
engine, 4-speed manual trans-
mission, and glass. Fully serviced.
1955 Mercedes 300SL Gullwing
Fully restored by Scott Grundfor
Company, completed in 2004.
Q W Participated in multiple Colorado
Grand rallies. Fastest production
car in the world in 1954. 4-speed
manual, 3.0-liter inline six engine.
1954 Lancia Aurelia “Outlaw”
One of only 9 examples to ever be
made. 2nd produced by Thornley
Kelham. Owned by Indy 500 win-
ner Danny Sullivan.Approx. 5,000
labor hours to build. Upgraded fuel
injected 2.8-liter Lancia V6 engine.
1963 Porsche 356 Carrera 2
A two-liter 4-cam masterpiece.
Completely restored both
cosmetically and mechanically by
Road Scholars in its original slate
grey over red leather interior spec.
Zuffenhausen Award winner.
1986 Porsche 911 Turbo
3 owners - 3,376 original miles
- Time-capsule quality. Built by
Porsche’s Special Wishes depart-
ment. Less than 250 made from1981
and 1986. Ordered in Euro-spec,
immediately imported to U.S.
2018 Ferrari 488 Spider
1 owner - 1,390 miles. $89,000+
in factory options. Blu Abu Dhabi
metallic paint/black leather inte-
rior. Protected by complete paint
TVSXIGXMSR ½PQ WTIIH *WX]PI
dual clutch transmission. Has origi-
nal window sticker, books, tools.
Want to learn more?
Visit our website to see information about our inventory
above and all of our additional inventory for sale.
4900 Scotts Valley Drive, Scotts Valley CA 95066
October 2020 Classic & Sports Car 197
DEALER SHOWCASE

Arun Sales & Service Centre

Codmore Hill Garage, Stane Street,
100+ Contemporary and Pulborough, West Sussex RH20 1BQ
Classic Vehicles in Stock (01798) 874477
arunltd.com

£129,995 £129,995 £79,995 £47,995 £31,995 £29,995

1973 JAGUAR E-TYPE

1962 JAGUAR E-TYPE MERCEDES 250 SL 2014 JAGUAR XKR
1959 JAGUAR XK150 3.4 SERIES III V12 MG TD 1250
3.8 ROADSTER PAGODA DYNAMIC R
FIXED HEAD COUPE

From £29,995 £24,995 £24,995 £24,995 £22,995 £21,995

1962 JAGUAR MARK II 3.4

1995 JAGUAR XJS JAGUAR S-TYPE 340 1992 JAGUAR XJS V12 2005 JAGUAR XKR
MANUAL OVERDRIVE MG RV8 MGR
CONVERTIBLE SALOON CONVERTIBLE 4.2 S CONVERTIBLE
CHOICE OF 3

£19,995 £19,995 £14,995 £13,995 £13,995 £11,995

1966 JAGUAR S-TYPE 3.4 2012 JAGUAR XK 1997 DAIMLER DOUBLE CITROEN TRACTION HILLMAN MINX
SIX MAJESTIC LWB 1995 JAGUAR XJS 4.0
MANUAL/OVERDRIVE 5.0 CONVERTIBLE AVANT 11 BL IIIC

     


   
  info@vsoc.nl
 
  
www.vsoc.nl

Lancia Lambda 8th series 1928 short chassis, a remarkably original car with matching nrs, unrestored preserved condition (once painted, 1st chrome, hood and leather) but
mechanically fully restored. 3 times Mille Miglia finisher. FIVA A3 super reliable and fast. Only 4 owners since new.

With our best regards, met vriendelijke groeten, mit freundlichen Grüßen, cordialement, distinti saluti.

198 Classic & Sports Car October 2020

 DEALER SHOWCASE
CLASSIC &
SPORTS CARS
Oselli Engineering est 1962 01993 849610

1987 Aston Martin V8 Series 5

to Vantage spec
Finished in Cumberland Grey with Black trim and
Grey carpets.The car is updated to 1990 Vantage spec
including wheels and arches, handling kit and much more.
It has a 7 litre engine with 5 speed manual gearbox
£450,000

1974 Jaguar E Type V12
had an extensive restoration several years ago and
been little used since. Finished in Jaguar Dark Blue
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stick with photographs of work done. £139,000
2003 Aston Martin DB7 Zagato
ÀQLVKHG LQ $VWRQ 5DFLQJ *UHHQ ZLWK )RUHVW *UHHQ 3DUFK-
ment trim. Car number 47 of just 99 produced and with
only 9500 miles, full service history, rare manual car and
SHUVRQDO SODWH $0 =$* LQFOXGHG £295,000
1998 Aston Martin V600 Vantage
ÀQLVKHG LQ 5R\DO %OXH PHWDOOLF ZLWK 3DUFKPHQW
SLSHG %OXH WULP  PLOHV ZLWK IXOO $VWRQ
0DUWLQ VHUYLFH KLVWRU\ ZLWK QHZ FOXWFK DQG QHZ
gauges. £330,000

Check out our web site for all Aston Martin and other cars for sale
visit our web site for more information www.oselli.com visit our web site for more information

October 2020 Classic & Sports Car 199

DEALER SHOWCASE

AH Fabrications Motorsport Products

Unit 5G Ramsden Road, Rotherwas Ind Est, Hereford, HR2 6LR
Tel: +44(0) 1432 354 704 Fax: +44(0) 1432 354 704
Vat Reg Number: GB489392680
Email: ahfabrications@mac.com Web: www.ahfabrications.co

We have a range of products for the classic car builders that want up to date
solutions.
The main picture is our version of the classic Ford Escort Water Radiator.
From bottom left to right, we have:
• Aston Martin DB2 Water Radiator,
• Ford Lotus Cortina Mk 1 Race Fuel Tank,
• Hillman Imp Fuel Tank and Mounting Frame,
• Opal Ascona Water Radiator.
:H KDYH PDQDJHG WR LQFRUSRUDWH WKH EHQH¿WV RI PRGHUQ WHFKQRORJ\ LQWR WKH FODVVLF
car market.
We can produce a water radiator using the original design and shape but using a
YHU\ HI¿cient aluminium radiator core.
)XHO WDQNV WKDW ORRN RULJLQDO EXW KDYH WKH VDIHW\ EHQH¿WV RI IRDP ¿OOLQJ
Call to discuss your requirements on 01432 354704

GHOST MOTOR WORKS LTD

Exclusively Rolls Royce and Bentley

1935 Rolls-Royce 20/25 Sports Saloon By
Thrupp & Maberly. Black and Cream
Brown Hide Interior. New Clutch. Avery
pretty example with adjustable front seats
without division. £28,000
1954 Rolls-Royce Silver Dawn. Midnight Blue
60,000. Grey hide interior Last owner for
24 years. Very well maintained. Automatic,
Big bore high compression engine. Truly
outstanding original condition. £75,000
1963 Rolls-Royce Silver Cloud III. Georgian
Silver over Ming Blue Grey Blue hide
interior, 80,000 miles Excellent history file.
Rolls-Royce main agent maintained. Full
engine rebuild 20,000 miles ago. £65,000
1964 Rolls-Royce Silver Cloud III. Finished
in Smoke Green over Shell Grey Green
Hide Interior. 72,000 miles, Just 4 former
keepers. Good Service History. A first class
example in outstanding condition. £89,000
1972 Rolls-Royce Corniche Coupe. finished
in Garnet Tan hide Interior. 75,000 miles
Beautiful original example in exceptional
condition throughout. £36,000

1971 Rolls-Royce Silver Shadow LWB.
with Division finished in Garnet Beige
Hide Interior. 99,000 miles Long Wheel
Base with Division. Very rare car. Excellent
condition with excellent service history. 4
owners from new. £22,000
1979 Rolls-Royce Silver Shadow 2. Finished in
Moorland over Pewter. 78,000 miles Light tan
hide interior. Excellent service history with Jack
Barclay and specialists. Very large history file.
Ex Earl of Coventry and Sir Robert Atkinson
DSC & Two Bars. Rear Picnic tables, Green
leather top roll. Exceptional example. £28,000
1979 Rolls-Royce Silver Shadow 2.
finished in Le Mans Blue Magnolia hide
interior piped Blue. Just 41,000 miles
just 3 former keepers. 1st class condition
throughout. Lots of factory options. Not
to be missed. £35,000
1979 Rolls Royce Corniche 5000 Series Fhc.
Finished in Royal Blue with Magnolia hide
interior. Known to us for many years. Last
gentleman owner for 14 years. 65,477 miles.
Just completed a full overhaul. A wonderful
example of these increasingly rare and much
sought 5000 series cars. £79,000
1980 Rolls-Royce Silver Shadow 2. Exeter
Blue Magnolia hide interior. 78,000 miles
Full and comprehensive service history
from new. A very attractive Silver Shadow
in exceptional condition throughout.
£28,000

1984 Rolls-Royce Silver Spirit. Deep Ocean
Blue. 28,000 miles Magnolia piped Blue
interior. Full Service History Beautiful low
mileage example. £18,000
1993 Bentley Brooklands. Brooklands
Green, tan hide piped Green. 54,000 miles.
4 former keepers. Full service history. Jack
Barclay maintained. Exceptional. £18,000
1996 Rolls-Royce Silver Spur. Finished
in Royal Blue 37,000 miles Sandstone
hide Interior. Full service history. An
exceptional example of this rare and
desirable model. £29,000
2003 Bentley Arnage T. Finished in Silver
Storm with Beluga hide interior. 37,000
miles with full service history with Bentley
main agents. Outstanding condition
throughout. £28,000
2008 Bentley Continental GTC Black
Beluga hide with Red stitching. 67,000
miles Full service history with main agents
and specialists
Stunning example. £32,000

40 Rolls Royce and Bentley’s for sale now

LANDWAY FARM, BASTED LANE, CLAYGATE CROSS, KENT, TN15 8PY, ENGLAND
TELEPHONE: 01732 886002 www.ghostmotors.co.uk CARS WANTED
200 Classic & Sports Car October 2020
 The Real Car Co Est 1987
Specialist Dealers in Rolls-Royce and Bentley
01248 602649 mail@realcar.co.uk
1932 Phantom II Continental HJ Mulliner two door DHC
Fabulous sporty, stylish, 2 seat & dickey design that’s been with
one family since 1960 and comes with much interesting history.
New cylinder head, drives beautifully - watch the video; £250,000
1920 Ghost Tourer and lovely 1926 PI Dual Cowl Tourer
1958 Bentley SI Continental Fastback by HJ Mulliner
Refinished in original colours retaining lovely original Red leather.
One owner 1993 to 2019 with minimal use - recent recommission
& now sharp, sound, smart & an absolute pleasure to drive! £395,000
Gorgeous ’59 S1 Flying Spur Continental, Smart ’65 S3 S/Saloon
Jaguar very Special Two Door Fixed Head Coupe
Strikingly beautiful, unique, imagining of a Jaguar that never was!
Superb high quality construction based on 1989 XJS 3.6 Mechanicals.
Pleasurable & easy with power steering, automatic gearbox; £95,000
’86 Morgan 4 seater, ‘32 Austin 16, ‘51 Renault 4CV Mille Miglia car.
www.realcar.co.uk
For up-to-date Stock details, plenty of photos &
Sign up for ‘New Arrival’ email alerts.
See our videos on YouTube at Real Car Co.
Classified picks
Our favourite cars you can buy this month
PORSCHE 944 TURBO
Year of manufacture 1986 Recorded mileage 184,000km
Asking price AU$44,995 Vendor Classic Throttle Shop, North Sydney,
Australia; 0061 2 9922 2036; classicthrottleshop.com
WHEN IT WAS NEW
Price £23,682 Max power 220bhp Max torque 258lb ft
0-60mph 5.9 secs Top speed 158mph Mpg 20
Yes, I know. There’s a Lamborghini Miura in Sydney Classic Throttle Shop’s
inventory. And an Aston Martin DB5, and a DB6 or two. And a Ferrari 330GT,
but I ‘bought’ one of them from Talacrest a few months back.
What I’ve always loved and wanted, for no real reason but for the Hugo Boss-
liveried 924 Carrera GT model I had throughout childhood, is a Porsche 944.
I was young and impressionable, and this was a Porsche that was different. The
356 has always been, and remains, the Porsche I long for, but the 944 is actually
sort of attainable, which knocks it up a few rungs on my imaginary ladder.
That I opted for a Fiat Panda 100HP and not a 944 as a daily a few years ago
is one of my car regrets, though I suspect everyone was right about the money
pit a £2k 944 might have been. Not that the Fiat was particularly reliable…
Anyway, visually the 924 racer effectively swore in the 944 following a pretty
successful Le Mans swansong, and both looked so similar to my young eyes
that I’d turn the Bburago over from time to time to check it really was a 924.
Maybe they’d embossed it wrong, I no doubt thought. Instead, the 944’s
shell was a 924 GT’s, along with much of the mechanicals.
I know that it has two few cylinders to be a ‘proper’ Porsche, but I know, too,
that a Porsche is a Porsche from the seat that really matters. Here, that seat is
covered by slightly cracked light leather and that’s important. Because these
are usable everyday Porsches, a fairly worn seat means it has been used as
intended and backs up that 184,000km on the odometer. I’m a sucker for a
high-mileage motor, anyway. An ‘impeccable service history’ means there
shouldn’t be too much to worry about with all those miles under the wheels.
With 220bhp from the 2.5-litre, effectively half a 928 V8, and a 0-60mph of
a little under six seconds, it is usable power – to labour the usability point.
The interior isn’t the last word in luxury, mind. But it’ll be comfortable and
fast and there will be no second thoughts about firing it up regularly. Subtle
tweaks give the 944 turbo the edge it needed, such as the lips front and rear
to make it look lower and add downforce, and ordinarily I’d prefer phone dial/
pepperpot wheels but who can refuse Fuchs? The black and silver sets off the
deep colour well – and if you get hard up there’s money to be made there.
Now, to find out if Port had any luck with getting his Landie imported from
Down Under (Our Classics, September) and see if this will fit in the back…
SUMMARY
CHOSEN BY Jack Phillips
FOR A Porsche that can truly be
driven every day, and hides its use
well with solid body and paint
AGAINST Cheaper cars – needing
work – are available, and those
Porsche servicing costs…
WHY SHOULD I BUY IT?
Values of 944s are on the up, so this is
one to enjoy and maybe make a buck
October 2020 Classic & Sports Car 201
DEALER SHOWCASE

T 01765 609798 E sales@ycsc.co.uk W ycsc.co.uk

1957 BRISTOL 405

ORIGINAL SPEC UK CAR, FANTASTIC HISTORY FILE, COMPLETELY STRIPPED AND RESTORED

1965 RR SILVER CLOUD 111 JY BODY I 1954 MG TF 1250 I 1951 JAGUAR XK120 OTS I 1997 FERRARI 456 GTA I 2003 FERRARI 575M
MAROON / GREY BLUE / RED SILVER, RED SILVER / NAVY 6K MILES SILVER / NAVY, F1

MICHEL MHITARIAN

FERRARI ENZO 2003

14000kms. One owner.
Classiche Ferrari.
Service done.

Mosler MT 900 FIA GT 3 .

Nice racing history in VdV and French
Championship 2012/2013.
Service done . Ready to track days.
130 000€

FERRARI DAYTONA 1970

Azzuro black leather fully restored
including the engine. All matching and
Classiche ferrari.

FIAT DINO 1968 2.0L

8000kms since
fully restored.

www.mmc-paris.com
136, Boulevard Suchet 75016 Paris &KHOVHD &ORLVWHUV *DUDJH 2IoFH
Tel : +33 1 46 47 29 29 • Fax : +33 1 46 47 29 28 Sloane Avenue - London SW3 DL
m.mhitarian@mmc-paris.fr M: +44(0)7 484 907 054 - T: +44(0) 20 7589 9686

202 Classic & Sports Car October 2020

 DEALER SHOWCASE
The AKSS from AK Sportscars
Historic charm with modern engineering

Contact Jon Freeman/Neil Johnson to book your test drive.

AKSS: yesterday’s iconic sportscar available now for the discerning enthusiast
Tel: 01733 267633 email: mail@aksportscars.co.uk www.aksportscars.co.uk

Website: www.svs-ltd.com 0161 789 0504

Email: Sales@svs-ltd.com 07958 329443

1953 Jaguar XK120, Drophead Coupe. LHD. British 1964 Maserati 3500 GTI Sebring, Manual, RHD. 1964 Jaguar E-Type 3.8 FHC. RHD. UK car. Multi concours winner inc
racing green, beige trim. Total restoration, US concours Original UK supplied & registered. Maserati Classiche Benson & Hedges & JDC best in class. Primrose yellow, black hide. All
winner, UK reg. Certification. round sundym glass. Chrome wires. 50K miles. Magnificent.

1964 Alfa Romeo 1300 Guiletta Sprint Coupe. LHD. Total Ferrari Speciale. Original UK RHD car. Commissioned 1969 and 2007 Ferrari 599 GTB Fiorano F1. RHD. Argento Met. Grigio 2
Italian restoration. German title docs. Magnificent. rebodied with all alloy body in the style of 1950’s 2 seater competition tone hide. Huge spec. Daytona seats. Roll cage, carbon fibre
car. Absolutely breathtaking. Rosso Corsa with contrasting hide. As interior, shields, 20” Monolitic wheels, ceramic brakes, yellow
new out of the box condition. calipers. 53K with full Ferrari main dealer history.

SPECIAL PRICES, PX WELCOME, CALL ME TODAY

Also Available
1977 Ferrari 400 Carb, Manual. RHD UK car. Blue
Ortis Italver. Beige hide, blue inserts. Factory sunroof.
19,000 miles. Ultra rare!
1973 Ferrari 365 GT4 2+2 Manual. RHD, UK car.
L D
SO
Marrone colorado, beige hide. 50,000 miles. Rare car.
1963 Alvis TD21 series 2, Convertible, RHD.
Automatic, metalic silver, dark grey hide. Chrome 1962 Healey 300 ent gearbox and engine rebuild with Dennis Welch
1971 OTAS Grand Prix Coupe LHD. UK reg. Restored.
wire wheels. alloy head, handli s plus complete repaint cost over £20,000. Colorado red,
Lambo Lime green, black trim. Ultra Ultra rare. burgundy hid ack, large invoice and picture file. Beautiful conditoion.

URGENTLY REQUIRED - CARS SIMILAR TO ABOVE - IMMEDIATE DECISION AND PAYMENT

October 2020 Classic & Sports Car 203
 RORY STOKES
DEALER SHOWCASE

Melvyn Rutter Limited

International Morgan Sales, Service, Parts and Restoration
for Morgan Cars from 1936 to Present Day MAIN DEALER
Fine Vintage & Classic Cars

Unregsitered All-New Morgan Plus Four, Regal Grey with

black leather, automatic gearbox, 70 miles.
£77,080 + On the Road Costs

1960 PORSCHE 356B SUPER 90 ROADSTER

The 356 Roadster was developed from the Speedster but with
the addition of wind-up windows. Exhaustive bills describe
in detail the work carried out resulting in a prime example of
the rare and desirable Porsche. The numbers are correct for this
model. Fabulous. Check out the photos on my website.

2015 Morgan Plus 8 Speedster, one of only 60 produced,

manual gearbox, side exit exhausts, 743 miles only.
£90,000

1957 JAGUAR XK140 MC ROADSTER

This late model left-hand drive OTS has been rebuilt from
New / Registered 2020 Morgan Plus Six, ‘triple black’ high
the chassis up. Finished in Opalescent Light Blue with
spec - save on list , 73 miles.
£89,995 complimentary Blue/Grey leather upholstery. This is the same
spec. as the UK SE model with 210hp. C Type head and twin
exhaust. Fitted with chrome wire wheels, aluminium radiator
and high-torque starter motor. Wonderful. Further details and
pictures on my website.
Other Cars in Stock
AUSTIN 7 ‘ULSTER’ with some original Ulster components and body.
1951 BRISTOL 401 Great useable condition.
1963 JAGUAR S1 E Type ROADSTER Superb car sensibly priced.
1958 AUSTIN HEALEY SPRITE (Frogeye) Great restoration.
1959 MORRIS MINOR CONVERTIBLE. Scruffy but useable.
2014 Morgan 3 Wheeler ‘Brooklands Edition’ - No. 48/50, 1937 MG VA Tourer coming shortly.
Jaguar Brooklands Green, Brooklands exhausts, 7,043 miles, Wanted Any fine example of interesting classic or vintage car.
super condition. £33,950
For more information on these and other cars in
The MORGAN WORLD Magazine
www.the-morganworld.com
BRAND NEW RUTTER PARTS CATALOGUE
40 Year Anniversary Edition, 84 Page Parts Catalogue
stock call Rory on 07909 966112
£5 UK, £7 Europe, £9 overseas elsewhere
or visit www.rorystokes.com
The Morgan Garage, Little Hallingbury, Nr Bishops Stortford, Herts CM22 7RA England
Tel: 01279 725725 www.melvyn-rutter.co.uk Email: mr@melvyn-rutter.net
Email rorystokes@me.com
204 Classic & Sports Car October 2020
 DEALER SHOWCASE
1930 Austin 7 Ulster Replica 1934 Talbot AV105 Tourer

Retailers of the Finest Historic

Thoroughbred Cars across a range of Marques
alloy body, fast engine, eligible for VSCC Restored by specialists, rebuilt
events............................................£22,495 engine, beautiful car ........... £95,000
1995 TVR Griffith 1990 BMW Z1

5.0 litre, dark metallic blue, grey 38,000 miles, two owners, full
leather, 41,000 miles ........... £24,995 history, immaculate ............ £46,750
1954 Bentley R type automatic 1972 Fiat 500 1954 Lagonda 3 ltr drophead 1953 Bristol 403
£89,000 £54,500

cream interior, rebuilt gearbox, fine LHD, 650 engine, red interior, red sunroof,
example.............................. £36,750 alloy wheels, restored.....................£9,995

01622 851841
www.percivalmotorcompany.co.uk
Percival Motor Company. The Old Forge, Pye Corner, Ulcombe, Maidstone, Kent ME17 1EH Bristol Fighter (the blue one!) 1955 Bristol 404
£199,950 £189,000

FOR SALE
MGA Racer ready for painting
MGB FIA Racer for colour choice
1955 Bristol 405 drophead 1958 AC Aceca-Ford
£185,00 £119.500

MGC Sebring ready to go

1975 Bristol 411 S1V Bristol 411 1970 S1

£69,000 £39,950

Viewings by appointment. Visit us at

www.sljhackett.co.uk
email: info@sljhackett.co.uk
01442 832019 10 A Factory Lane,
mail@mgmotorsport.com
Warminster. BA12 8LT
PARTS - SERVICE - SALES Tel: 01985 219551
MGB/C’s BUILT TO ORDER. CALL FOR COMPLETE LIST
October 2020 Classic & Sports Car 205
 Classified picks
Our favourite cars you can buy this month
RENAULT NN BERLINE
Year of manufacture 1924 Recorded mileage n/a
Asking price £14,950 Vendor The Motor Shed Ltd, The Special Repair Shop,
Bicester Heritage; 01869 249999; vintageandclassiccars.co.uk
WHEN IT WAS NEW
Price n/a Max power 15bhp Max torque n/a
0-60mph n/a Top speed 43mph Mpg n/a
Picking a prospective purchase on the grounds of flicking through the
classifieds and exclaiming, “Wow, what is that?!” is probably not advisable.
If nothing else, you might find yourself lost down a rather fascinating rabbit
hole. That said, we’ve all been guilty of this at some point, even if it hasn’t led
to an expansion in our fleet, and for me that’s definitely the case with this
charming Renault NN Berline on offer with The Motor Shed.
You may know it better as the 6CV, but you might not know that in 1927
one of these Renaults became the first car to complete a solo journey across
the Sahara Desert. And it did so without any special preparation and with no
problems. Impressive. The 18,000km journey took 36 days – well, there is only
a little 951cc, single-carb, four-cylinder engine powering the Type NN, with a
mighty 15bhp or thereabouts. But then, today at least, this car isn’t about
performance, more the ambience and enjoying the ride.
By virtue of its rarity and its sweet, pale-green paintwork, this 1924 four-
door stands out even among the wonderfully eclectic offerings at the Bicester
Heritage-based company, which also include a bright yellow 1958 Comet
tanker and a ’30s Leyland Lioness fire engine (Case histories, February). The
NN’s curious but characterful grille-less front end is due to the radiator’s
location behind the engine, also revealed by the pair of filler caps on top of the
bonnet and the slashes down each side to aid cooling. And I love the external,
hand-operated horn and can only imagine the comical sound it produces.
This NN looks to be well kept and The Motor Shed’s Mark Elder reinforces
that impression, describing it as being “in very nice, sound, usable condition”.
Significant restoration work in the past has doubtless played its part, and it’s
said to start and drive well. Unsurprisingly, it is left-hand drive, and once
behind that large wheel you’ll see that the interior could do with a little tidying
– but nothing too major. One advantage is the presence of rear seats, in case
you have to tick the ‘family transport’ box with every automotive purchase,
and they appear to be very smart indeed, with cream carpet, no less.
Presumably that’s come as a result of the previous restoration.
When new, this might have been Renault’s ‘people’s car’, but today, here in
the UK at least, it is a quirky, head-turning classic loaded with period charm
and ready for someone to take it to its 100th birthday – and beyond.
SUMMARY
CHOSEN BY Lizzie Pope
FOR Pre-war motoring for four,
wrapped in a pleasingly peculiar body
AGAINST Pace is pedestrian and
maintenance will be a constant task
WHY SHOULD I BUY IT?
For a relatively modest outlay you’re
getting a cute and unusual classic –
as long as you can stomach the lack
of meaningful performance
206 Classic & Sports Car October 2020
TELEPHONE 01257 470034 MOBILE 07940 49 70 45
e-mail abbasjav@hotmail.com www.mikeabbasclassiccars.co.uk
RARE JAGUAR LYNX EVENTER XJS – ONE OF THE ORIGINAL 67 EVENTERS
MANUFACTUREDBY THELYNXFACTORY!BEAUTIFULCONDITION.AUTOMATIC
TRANSMISSION . READY TO DRIVE AND ENJOY. WE HAVE BEEN ASSOCIATED
WITHTHIS MODEL FOR OVER 30YEARSAND SOLD 19 EXAMPLES INTHISTIME!
ORIGINAL LOTUS EUROPA JPS, 5 SPEED SPECIAL – FULLY
RESTORED WITH SMALL MILEAGE SINCE. ORIGINAL BEAUTIFUL
CONDITION THROUGHOUT. RETAINS ORIGINAL EXCELLENT
LOTUS CHASSIS. CORRECTLY MAINTAINED BY LOTUS SPECIALIST.
1967 RARE JAGUAR E TYPE 4.2 SERIES 1.25 ROADSTER - LEFT
HAND DRIVE / MATCHING NUMBERS / FULLY RESTORED
SEVERALYEARSAGO WITH VERY LITTLE MILEAGE SINCE. THE
RESTORATION IS FULLY DOCUMENTED
ABBAS CAR SHIPPING SPECIALISTS
HAVING BEEN INVOLVED WITH ALL SHIPPING MATTERS ASSOCIATED WITH NOT ONLY OUR OWN CARS, BUT ALSO CUSTOMERS CARS
THROUGHOUT THE WORLD FOR OVER 40+ YEARS. WE FEEL WITH OUR LONG TERM EXPERIENCE AND SHIPPING KNOWLEDGE WE CAN ASSIST
WITH ALL SHIPPING PROCEDURES GIVING YOU PEACE OF MIND YOUR CAR IS BEING TREATED IN THE SAME MANNER AS IF IT WAS OUR OWN
INCLUDING CAR IMPORTS & WORLDWIDE EXPORTS / UK CUSTOMS / LOADING & SECURING / RO RO SERVICE / CONTAINER SERVICE ( 20ft OR 40 ft )
/ MARINE INSURANCE / UK COLLECTION AND DELIVERY. WE TEND TO SPECIALISE IN SHIPPING TO AND FROM THE UK – THROUGHOUT EUROPE /
CANADA / USA / AUSTRALIA / MIDDLE EAST/ AND THE FAR EAST. ANOTHER SERVICE WE CAN OFFER IF YOU YOURSELF HAVE LOCATED A VEHICLE
AND YOU ARE UNABLE TO VIEW / INSPECT THAT VEHICLE IN THE UK, WE CAN PROVIDE AN INDEPENDENT PROFESSIONAL HISTORIC VEHICLE
ASSESSMENT, FOR YOUR OWN PEACE OF MIND.
EMAIL – abbascarshipping@gmail.com Telephone: ++ 44 (0) 1257 470034 OR Mobile:++ 44 (0) 7940 49 70 45
The Motor Shed Ltd.
The Special Repair Shop, Bicester Heritage, Oxfordshire OX26 5HA.
Tel: 01869 249999 | Email: elder.vintage.services@gmail.com
1906 STAR 16 hp open 2-seater, restored to the highest standards . £120.000
1913 OVERLAND Model 79TE 4-seat tourer, 35hp, 3.5 litres, VCC dated........£37,750
1918 BUICK Model E-6-45 4/5 seat tourer, 4 ltr., 2 families owned...............£21,500
1921 SUNBEAM 24 hp limousine by Cunard.................................................£42,500
1923 CADILLAC V8 Town Sedan....................................................................£30,000
1923 ROLLS ROYCE 20 hp Open drive limousine by Barker ...........................£49,500
1923 SUNBEAM 14 hp 4-seat tourer .............................................................£30,000
1924 RENAULT NN Berline, Light car eligible .................................................£14,950
1925 MORRIS Oxford “Bullnose” 2-seat tourer & dickey................................£15,500
1926 STAR 12/40 Pegasus narrow body sports 2-seat & dickey ....................£34,000
1927 AUSTIN 7 saloon “Top Hat”...................................................................£16,750
1927 CROSSLEY 20.9 tourer .........................................................................£39,500
1927 VAUXHALL R-type 20/60 tourer............................................................£34,500
1928 ALVIS 14.75 Beetleback .......................................................................£37,000
1928 RUGBY Utility, built for export by Durant, bodied on inport in S.A...........£12,500
1929 AUSTIN 7 RF fabric saloon, very nicely restored....................................£13,750
1929 GRAHAM PAIGE 615 4-door sedan, Rhd................................................£16,000
1929 HUMBER 9/28 saloon .......................................................................... £8,950
1929 MG 18/80 Mk I 2-seat tourer & dickey seat...........................................£80,000
1929 MORRIS Cowley 2-seat special.............................................................£15,250
1929 SUNBEAM 16.9 Drop-head Coupé by James Young ..............................£34,500
1930 HUMBER 16/50 Imperial 6-light saloon ................................................£14,999
1931 ALVIS 12/60 TK Beetleback ..................................................................£57,000
1931 LAGONDA 2-litre open 4-seat tourer.....................................................£72,500
1930 ROLLS ROYCE 20/25 Sportsman’s saloon by Southern Coach Work......£44,000
1932 ALVIS 12/50 TJ Sports Tourer ...............................................................£37,500
1932 RILEY 9 Holbrook tourer, twin carb., newly rebuilt engine......................£28,000
1932 SUNBEAM 23.8 2-door fixed-head coupe ............................................£32,000
1933 AUSTIN 18/6 Carlton saloon..................................................................£17,250
1934 MG PA Midget 2-seat sports, super history and correct.........................£37,500
1935 FORD Y- type 2-door saloon.................................................................. £6,500
1935 MG PB Midget 4-seat sports, recent total restoration, good history........£44,500
1935 ROLLS ROYCE 20/25 Limousine by Park Ward......................................£35,000
1936 AC 16/70 2-seat drop-head coupé with dickey .....................................£67,000
1936 AUSTIN 16 York six-light saloon............................................................£16,500
www.vintageandclassiccars.co.uk
1971 EARLY RARE DE TOMASO PANTERA PUSH BUTTON MODEL – LEFT
HAND DRIVE. FULLY RESTORED SEVERALYEARS AGO TO A HIGH STANDARD.
THIS CAR HAS BEEN FEATURED INVARIOUS ARTICLESAND ISAWELL KNOWN
EXAMPLE. CORRECTLY UK REGISTERED. READYTO ENJOYAND DRIVE.
1959JAGUARXK150FIXEDHEADCOUPESPECIALEQUIPMENTSMODEL–ORIGINALRIGHT
HAND DRIVE MODEL. ORIGINAL JAGUAR FACTORY COLOURS BLACK WITH RED INTERIOR.
ORIGINAL COVENTRY UK REGISTRATION NUMBER. BUILT IN 1958 BUT REMAINED AT THE
JAGUAR WORKS FACTORY UNTIL SHE WAS REGISTERED IN FEBRUARY 1959, JUST 13 DAYS
BEFORETHEOFFICIALJAGUARXK150sVERSIONWASMANUFACTURED.ORIGINALOVERDRIVE
GEARBOX. BEAUTIFUL CONDITION THROUGHOUT. LARGE HISTORY FILE INCLUDING THE
ORIGINAL BUFF LOG BOOK. VARIOUS INVOICES/FEATURED IN CLASSIC AND SPORTS CAR
MAGAZINE/THISCAR HASWONVARIOUSCLASSICCAR SHOWEVENTS.
1967 FIAT DINO COUPE - LEFT HAND DRIVE. PROFESSIONAL BODYAND PAINT RESTORATION.
THE FULL INTERIOR HAS BEEN PROFESSIONALLY RE-TRIMMED. WHEELS HAVE BEEN FULLY
OVERHAULED. TYRES ARE IN GOOD CONDITION. THE MECHANICALS AT THE SAME TIME OF
THE BODY / PAINT WORK HAVE BEEN FULLY SERVICED AND CHECKED OVER. A BEAUTIFUL
DRIVING EXAMPLE. A VAST AMOUNT SPENT ON THE RESTORATION. COMES WITH FULL UK /
EUROPEAN ROADREGISTRATION CERTIFICATE
1937 AUSTIN 7 Hamblin Special, superb, frustratingly to small for me!..........£25,000
1937 HUMBER 12 six-light saloon .................................................................£12,750
1937 RILEY 12/4 Adelphi saloon, largely original, re-built pre-select gbox .....£24,000
1938 AUSTIN 7 Single Seater, Supercharged, Bira replica, due in mid Aug..........P.O.A
1938 AUSTIN 7 Ruby.......................................................................................£6,200
1938 MORGAN 4/4 2-seat sports...................................................................£30,000
1947 LEA FRANCIS 14 hp open 2-seat sports ...............................................£30,000
1948 LEA FRANCIS 14 hp Westland Coupe....................................................£35,000
1949 BENTLEY Mk VI Drop-head coupe by Park Ward...................... £125,000
1952 BENTLEY Mk VI “Big Bore” Standard Steel Saloon, super condition.......£36,500
1954 ALVIS TC21-100 Dhc “Grey Lady” restored to the highest standards.....£58,000
1954 LAND ROVER 86 inch, series I ..............................................................£16,800
1955 ALVIS TC21/100 “Grey Lady” saloon.....................................................£27,000
1955 MG ZA Magnette 4-door saloon, 5-speed gearbox, disc brakes.............£16,000
1956 TRIUMPH TR3 2-seat sports, fast road engine, hard top. ...............£35,000
1957 AUSTIN A35 race car. Also road registered, Rallied in period .................£25,000
1957 ROVER P4 60 saloon............................................................................. £6,800
1958 JAGUAR XK150 SE Dhc, Rhd, UK market, p/steering..........................£120,000
1958 TURNER 950S Sports racing car ...........................................................£34,000
1960 MG A 1600 Fixed-head Coupe...............................................................£22,500
1964 LOTUS CORTINA MkI 2-door saloon race prepared...............................£40,000
1964 MG B roaster, early car with pull handles, O/d fitted ..............................£12,000
1964 MORRIS Mini Copper race prepared......................................................£28,000
1966 JAGUAR Mk II 2.4 saloon, manual, o/drive new interior.........................£27,500
1967 JAGUAR E-type series 1.5, 4.2 fixed head coupe..................................£80,000
1971 LOMAX 3-wheeler, Citroen 2CV based open sports car.......................... £7,800
1971 MG BGT................................................................................................ £6,750
1974 LAND ROVER series III, fitted with 90/110 military 2.5 diesel & O/d ...... £7,250
1982 CITROEN CX series I 4-door saloon 2400 injection................................ £6,500
COMMERCIAL
1930 LEYLAND Lioness Fire Engine, ex Bristol station, superb.......................£45,000
1930 STAR Flyer VB4 flat-bed lorry, 4 liter, 35 hp, 6 cylinder, restored............£27,500
1949 FORDSON 7V Van, fully kitted out for catering to a high standard ..........£38,000
1958 LEYLAND Super Tanker “National Benzole” livery, mint...........................£30,00
 DEALER SHOWCASE
SOUTH WEST MAIN DEALER
AUTOMOBILES
NEW AND used CARS . hire . servicing . Repairs . UPGRADES . full Restoration

Why dream it...Live it!

(New) Three Wheeler (2018) 4/4 (NEW) ROADSTER 3 (NEW) Plus SIX
V-TWIN S&S 2.0L Ford Sigma 1.6 3.7L Ford Cyclone BMW 3.0L B58 TURBO
Light Silver Metallic, Sport Green, Meteor Red, Metallic Graphite
Cuba Leather Tan Leather Black Leather Mulberry Leather
£47,495 £40,995 £62,995 £85.495
(2015) Plus 4 (NEW) Plus 4 (1991) Plus 4 4 Seater 1952 MGTD Ex-concours JD 2004 BENTLEY ARNAGE R Very
2.0L FORD GDI BMW 2.0L B48 Turbo Rover 2.0 M16
Classics restoration with small high specification incl. Mulliner-
Dawn Grey, Lagoon Blue, Damask Red, mileage since........................ £26,995 64,000 miles......................... £25,750
Cuba Leather Biscuit Pebble Leather Black Leather
£39,995 £74,995 £24,995

GREAT FINANCE DEALS AVAILABLE ON ALL MORGANS want to sell your morgan?
Call for details t&c’s apply Call us now

2005 DAIMLER SUPER EIGHT 2005 JAGUAR X TYPE 2.0 V6

Very rare- 64,000 miles with One Owner, 15,000 miles-16 main
complete history................... £17,995 dealer stamps.......................... £6,995

the ALL-NEW 2002 JAGUAR XK8 COUPE Silver/ Cream Hide 79,000 miles FJSH- Exceptionally clean. £7,500
2009 HONDA FRV VTEC 1.8I One Lady Owner, 39,000 miles with Full Honda history ..... £7,500

PLUS FOUR PHOTOGRAPHS AND FULLER DESCRIPTION ON

CALL US TO ARRANGE A RUN OUT IN OUR
ALL-NEW PLUS FOUR DEMONSTRATOR.
OUR WEB SITE UNDER CURRENT STOCK
Dawlish Road . Exminster . Exeter . Devon EX6 8DN
Tel: (07836) 237047 • www.roberthughes.co.uk
morgan@berrybrook.co.uk Weybridge, Surrey. 20 miles from London.
01392 833301 www.berrybrook.co.uk E-mail:enquiries@roberthughes.co.uk

1972 ALFA ROMEO GIULIA

SUPER 1600
Extensive mechanical rebuild,a
fantastic drive and in very nice all
round condition.
...................................................£18,250.00

1970 JENSEN INTERCEPTOR MK2

Dark blue with black leather. Lovely Interceptor that has
benefitted from much recent restoration................................ 1994 MERCEDES BENZ E220 COUPE
..................................................................................£44,995.00 Silver with charcoal grey cloth. Low miles,
impeccable service history....£6,250.00

DTR Sports Cars are an Italian restoration specialist based in Coulsdon,Surrey.

Restoring, servicing and maintaining classic Italian Cars since 1989.
Body work including panel fabrication and the very highest
standards of finish.
Engine and mechanical rebuilds and servicing including race preparation.
Interior and trim work, all under one roof.
Vehicle sales of the cars we love! 1937 LANCIA APRILIA SALOON 1973 JENSEN HEALEY 2006 MARLIN SPORTSTER
Just one owner since 1967 and a very Just 46k miles and in very nice Possibly the best example available,
Please contact us with your requirements. much loved member of the family! condition all round.Comes with built to very high standard with
....................................................................£17,500.00 Heritage certificate.................. £7,500.00 many improvements. 280Z Nissan
Contact the team at DTR with your requirements, engine & g/box, triple Webers
......................................................£13,750.00
or see our website: dtrsports.com
for further details on any vehicle, full stock and new arrivals contact
28 Breakfield, Ullswater Business Park,
0208 645 5050 www.dtrsports.com info@dtrsports.com 01672 512879 / 07813394167 email: eccdavid.h@gmail.com
Coulsdon, Surrey, CR5 2HS
We are situated near Swindon at the foot of the Wiltshire Downs, 10 miles from the M4 jnc 16

October 2020 Classic & Sports Car 207


 




     

  
     

  

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Austin Healey Specialist
www.murrayscott-nelson.com
Austin Healey 100/4 BN1. 1954 Original RHD export
car supplied to Sydney, Australia. The subject of a nut and bolt
restoration in 2005 with only summer use since. Finished
in Healey Ice Blue with blue leather trim and blue weather
equipment. Fitted with its original 3 speed gearbox, overdrive and
chrome wire wheels.We will supply this car fully serviced with 12
months MOT, spare keys, jack, wheel hammer, driver’s handbook
and warranty. £69,950
Austin Healey 3000 Mk 3 Phase 2. Rare Metallic
Golden Beige car with original red trim and original black
hood, built March 1967 and shipped to Fort Worth, Texas
before finding its way to Australia. Recent major refurbishment
by Steve Pike with a nice history file. Superb rare original car
with excellent body and paintwork. Runs and drives just like a
Big Healey should.The mileage is just over 52,000 and believed
to be genuine. £89,950
01723 361 227 | info@murrayscott-nelson.com
Murray Scott-Nelson, Beaconsfield Street, Scarborough YO12 4EL
DEALER SHOWCASE
www.classic-spares.com
1967 FERRARI 275GTB 4 NART SPYDER, 1958 FERRARI 250GT TOUR DE FRANCE, Red-black/tan,
Silver/burgundy, matching numbers, rebuilt engine and matching #s, covered headlight, 3 louvers, FIA papers!
driveline. New paint, leather and top. Outstanding Engine rebuilt. Period hill climb history. Ran Italian
mechanical & cosmetic condition. Ready for show or 2002 MM Retrospective. On Pole, Ferrari poster (2004)
rally circuit. POA & Cavallino cover (5/2008). Race ready. POA
Austin Healey 3000 Mk 2 BT7. 1961 RHD Home market
car still, retains its original registration number along with 1963 289 SHELBY COBRA, 285HP, 4-sp, roll bar, orig. 1972 FIAT DINO 2400 SPIDER, Silver blue metallic /
original green folding log book and driver’s handbook. Finished competition lap-belts, 6” & 8” pd. Halibrand wheels, black. Rare, stunning roadster, 1 of 424, powered by
in Colorado red with beige interior and black mohair hood. side exhausts, excellent panel fit / door gaps, straight Ferrari’s four-cam V6, 5-sp Getrag, independent rear sus-
Body restoration and exterior repaint in 2007 with only summer alloy bodywork, outstanding paint work, orig. interior, pension, recent paint, interior, top & engine rebuild. A
use since. Fitted with a Mk 3 engine, 2” HD8 carburettors, wire sensational rally or event car, ready to drive & show. POA
fully sorted mechanically, ready for any adventure! POA
wheels and overdrive. Mechanically and structurally very good
with excellent paintwork. £49,950
1953 AUSTIN HEALEY 100-4 BN1, black/red, complete, 1974 JAGUAR XKE SERIES III ROADSTER, Burgundy/
ground-up restoration by Marque expert, 4-sp w/OD, black, matching #s, 4-sp, AC, PS, PB, and wire wheels.
alloy cylinder head, Venolia pistons, billet crank, 35,000 miles. Two tops. Recent full engine service.
Carrillo rods, 2” SUs, louvered hood, front-disc brakes, Outstanding mechanical & cosmetic condition. Runs &
built for rallies, and all road & track events. Better than drives as new. Zero rust, zero leaks. $79,000 USD
new condition through-out. $125,000 USD
Austin Healey 100/M Sport. Every aspect of the car is
either new or rebuilt. All aluminium outer panels & louvered
bonnet, many 100/S chassis modifications, 100/M spec engine, CONSIGNMENTS WELCOME
carbs & cold air box, 4 speed BN2 gearbox, aluminium radiator,
hi torque starter motor, front brake disc conversion. Finished in
Aston Martin Racing Green with silver inner body, green trim,
green leather 100S seats, 72 spoke wire wheels, spot lamps.
£134,950
350 ADAMS STREET, BEDFORD HILLS, NY 10507
Tel 914-997-9133 Fax 914-997-9136 sales@motorclassiccorp.com
www.motorclassiccorp.com
FORD MUSTANG SHELBY 800+ HP SUPERSNAKE
5.0 SUPERCHARGED by BILL SHEPHERD LTD.
RARE VERY SPECIAL LIMITED NUMBER SUPER CAR
£84,995.00
White with black leather trim. A very very rare limited edition. Prepared
by Bill Shepherd and numbered by the company, it is featured on his web
site. It has been displayed at Goodwood all on Youtube, this is a truly ex-
clusive very fast car 0-60 mph in 3.5 Seconds it sounds awesome. Not
for the faint hearted, it has only 11,000 miles from new with fsh, all doc-
umentation 6 speed manual gearbox, full traction control, climate control,
sat nav, cd radio, carbon fibre package, colour reversing camera, tracker,
plus lots more. Viewing is by appointment only, please contact by email
peter.cody@ntlworld.com or call 01252 546140 / 07836 633107.
October 2020 Classic & Sports Car 209
 CLEEVEWOOD GARAGE
DEALER SHOWCASE

Sport & Classic Car Specialist

Tel: 0117 956 7144 www.allsportscars.co.uk
1936 Lagonda LG45
– Touring Body

1982 DAIMLER 4.2 XJ6 SERIES III. Full service 1974 Rover P5B Coupe. 49,000 miles, just had 1981 Talbot Sunbeam. 2200cc. Manual.
history, unmarked example. This car was owned by full photo body rebuild carried out by Cleevewood 61,000 miles. RHD. F.S.H. 5 speed Dogleg Box,
the Owner of Rover man agent in Cornwall and a Garage, New chrome, new interior, new rubbers, LSD, Uprated suspension, half cage, minilites,
former Aero engineer and used the car on weekends uprated radiator, new power steering, new plus much more! full engine rebuild 200 miles
– always garaged from new! RHD £14,995 electric ignition, Superb Car. £22,995 ago, Circa 215 BHP. £27,995 (Choice of 2)

1994 MGR V8. . UK Supplied, 3.9 litre. 84,000 1970 MGC Roadster. Manual.3000cc. Sold 1953 Ford Consul. 1500cc. Manual.
miles, Manual. convertible. FSH, superb car, new by us 20 years ago! BRG, uprated black leather New tyres, some history, exceptional
screen frame fitted, recetn new hood, Leman seats, knock-on Alloys minilites, fully rebuilt condition, 12 months MOT. RHD.
Green,12 months MOT. Leman Green. £16,995 engine – just a superb car! RHD. £27,995 £9,995 An original, matching numbers, three-owner car with a
complete history known from Build Sheet until today.
An extraordinary maintenance history including a
complete overhaul in the early Eighties.
Extremely reliable, starts ‘on the button’ and must be seen
1990 Lotus Espirit SE Turbo Owned by Garage 1972 ROVER P5 COUPE. 3500cc. 1999 TVR Chimaera. 4.0 Litre.
Owners for 20 years. Has full history, Dry stored on Manual, 83,000 miles. Superb Condition, Automatic. PAS, 62,000 miles, full to be appreciated.
axle stands passed 15 years. V8 Rims, 4 core modified new tyres and steering box just fitted, TAX service history, new carpets, stunning
radiator, recent history, full detailed check over. £24,995 condition both inside and out! £15,995
and MOT Exempt RHD. £19,995
9LJLU[S` Ä[[LK ^P[O H UL^ OVVK HUK [VUULH\ JV]LY
She has a lovely interior and is fabulous throughout.
As good as you could possibly expect for such an
important car.
1966 MGB Roadster. Heritage Shell 1970 Ford Lotus Cortina MKII. 1600cc. 1969 Lotus Elan +2. Fully rebuilt including chassis and
Price: £165,000
rebuild, chrome wires, Overdrive, power Manual. RHD. Good example! Rebuilt Nick engine. 1600cc. Manual. 69,000 miles. New interior including
steering , black leather, [please note a new Stagg engine, new seats, carpet, headlining, dash, New head, servo and door hinges and alloy radiator,
shell is now costing up-to £12,000] £15,995 tyres, battery and brake fortune on it. £34,500 New solid drive shafts fitted- a Superb Car!. £24,995 Contact Keith Currington keith@glenbourne.co.uk
Cars wanted similar to above. Please call with whatever available!

The Perfect Pair

1979 BENTLEY T2, Moorland Green over Pewter, 1980 ROLLS SILVER SHADOW 11 Metallic
45k miles, and owned by well known Bentley Le Mans Blue over Metallic Shell Grey, 47k miles
aficionado Gerard Capps............................. £39,950 ............................................................................£29,950
Both cars have very full and comprehensive history files, full bookpacks and both drive commensurate
with cars that have been properly maintained. Unique opportunity to have both equivalents of which were
available at the time.

www.derekcmowat.co.uk
Tel: 07836 740333

PHIL NEWEY SPORTS CARS OF CALIFORNIA

'59 MGA Roadster, California car, no rust, '62 MGA MK II, 1622 cc, CA car, fully rest'd, '60 TR3, 51k ORIG MI, stunningly original,
super orig. (3 rdsts & 3 cps avail.) $13,950 leather, drives fantastic! none finer! $32,500 BEST in USA!!! $33,500

1998 Mercedes AMG SLK 230 Mercedes SL350 Auto 2005 Really
Kompressor. £4,350 Good Car, History File 68,000 miles.
£8,150
'62 Sunbeam Alpine, no rust, original, '58 Porsche Convertible D, rare super S, '69 Mustang Shelby, 69k miles, original
also 1966 avail, fantastic!! $8,950 75hp, only 385 made. $237,000 California car, no rust, nice!! $73,500
Tel: 07876 563315 / 01732 760731
Shipping $995 Guaranteed!! - all base ports • Southern California, USA (562) 691-1109
www.PhilNeweySportsCars.com • PhilNeweyCars@aol.com www.classicandcollectablecars.co.uk

210 Classic & Sports Car October 2020

 A N D E RS O N H I STO R I C
Est. 1965

2.

1.

4.

3.

1. £11,995 Wolseley Hornet Mk2 Shorty. 3. £28,995 Jensen C-V8 Mk2.

Eye-catching motoring on a small scale. Superb condition with many Currently having power steering fitted. Available soon so express your interest.
bespoke features.
4: £15,995 Riley Elf Mk2.
2. £25,500 Leyland 15 Pickup. Over £30,000 has been spent to achieve this high standard. Comes with a
The last remaining Leyland 15 on the road. Full repaint and much more. very fitting registration number.

Anderson Historic, based in the county of Kent in the United Kingdom, is a private collection of interesting and
unique motor vehicles. As vehicles join the collection some of the existing cars and vintage motorcycles are sold,
creating opportunities to purchase these unique and historically interesting vehicles at very realistic prices.

You can see the current vehicles available and those above at AndersonHistoric.com
CLASSIFIED

CLASSIFIED
To advertise your car in next month’s classified, call us on 020 8267 8545;
fax: 020 8267 5404; e-mail: james.hunter@haymarket.com. Deadline is Friday 11th September.
ADVERTISE FOR £40 INC VAT (£70 if photo included) Classified advertising in Classic & Sports Car is £40 for 20 words and £1 per word thereafter.
Cheques payable to Haymarket Publishing Ltd, or a postal order must accompany your advertising copy. Send to Classic and Sports Car Advertising, c/o Tahir Saleem, Haymarket Media,
Bridge House, 69 London Road, Twickenham, Middlesex, TW1 3SP. OR TELEPHONE US You may telephone your classified advertisement to us by calling 020 8267 5937 during office
hours (quoting your credit card number). PLEASE NOTE No alterations, cancellations or refunds possible. Classic & Sports Car reserves the right to refuse or withdraw advertisements at
its discretion and does not accept liability for printers’ or clerical errors, although every care is taken to avoid mistakes. Advertisements received too late for a particular issue will
automatically be inserted in the following issue unless otherwise instructed. TRADE DESCRIPTIONS ACT 1968 Advertisers should pay close attention to the requirements of the Act,
particularly regarding accurate descriptions of all goods offered for sale. CLASSIFIED DISPLAY £20.00 per single column centimetre, minimum £96 inc VAT for 4cm inclusive of any photo
use. BOX NUMBERS There is an additional charge of £20.00 UK and £30.00 overseas for all box number ads. Reply to Box No.... c/o Tahir Saleem, Classic and Sports Car Advertising,
Haymarket Media, Bridge House, 69 London Road, Twickenham, Middlesex, TW1 3SP

One of the largest selections of

Classic Cars for sale in the USA
H E R I TA G E

AC FACTORY CRAFTSMEN / RESTORATION / CONSERVATION /

STAUNTON, ILINOIS, USA 62088 FABRICATION / JIGWORK / ALUMINIUM WELDING / LOWBAKE
PAINT SYSTEM / EXPERT COLOUR MATCHING / INSURANCE
Tel: +1-618-635-7056 APPOINTED / FULL OR PART RESTORATIONS / TRIMMING /
cntryclsscrs@madisontelco.com SERVICE / PARTS / TRANSPORTATION / OFFICIAL AC REPAIR AGENT
www.CountryClassicCars.com www.acheritage.com BENTLEY MKVI FOUR DOOR S/SALOON 1949.
Very smart in Shell & Tudor Grey with lovely brown
Steve Gray 01932 828545 / 07860 912217 leather interior. Documented £50,000+ restoration
Brooklands Motor Circuit, Brooklands Road,
in the 1990's - drives just as a MKVI should! £36,500.
Weybridge KT3 OQN.
01248 602 649. www.realcar.co.uk
1928 ALVIS 14.75 BEETLEBACK. £46,000. Tel: WANTED DEAD OR ALIVE AC’S • PROJECTS • PARTS • MEMORABILIA ETC
01869 249999 Email: elder.vintage.services@gmail.
com or www.vintageandclassiccars.co.uk
1927 AUSTIN 7 SALOON “TOP HAT”. £16,750.
Tel: 01869 249999 Email: elder.vintage.services@ B
gmail.com or www.vintageandclassiccars.co.uk

SYDNEY AUSTRALIA

BENTLEY S3 SALOON, 1965, with folding rear seat

1994 Alfa Romeo 155 2.0 Twin
Spark - original books and keys,
excellent condition, rare survivor
T +61.2.9922 2036
1926 ALVIS 12/50 TG DUCKSBACK, SYNCRO,
RIGHT-HAND CHANGE G/BOX FITTED. £35,000.
Tel: 01869 249999 Email: elder.vintage.services@
gmail.com or www.vintageandclassiccars.co.uk
1933 ARMSTRONG SIDDELEY SPECIAL,
BURLINGTON ALL WEATHER TOURER. £47,500.
Tel: 01869 249999 Email: elder.vintage.services@
gmail.com or www.vintageandclassiccars.co.uk
. Very appealing in the original colour of Dawn Blue &
excellent Blue/Grey leather. Good history, interesting
AUSTIN HEALEY FROGEYE SPRITES WANTED. features, drives really well, ready to enjoy! £45,000.
Also small selection of properly restored Frogeyes and 01248 602 649 www.realcar.co.uk
later Sprites for sale. For current stock check www.
mgmidgets.com or tel. Mike Authers Classics,
specialist in Midgets and Sprites in Abingdon on Tel
07703 465224
1933 AUSTIN 18/6 CARLTON SALOON.
£17,250. Tel: 01869 249999 Email: elder.vintage.
services@gmail.com or www.vintageandclassiccars.
co.uk
www.rsande.co.uk
1932 ALVIS 12/60 TL BEETLEBACK, RESTORED
AND RE-BODIED 20 YEARS AGO. £48,000. Tel:
01869 249999 Email: elder.vintage.services@gmail.
com or www.vintageandclassiccars.co.uk
1918 BUICK MODEL E-6-45 4/5 SEAT TOURER,
4 LTR., 2 FAMILIES OWNED. .£21,500. Tel:
01869 249999 Email: elder.vintage.services@gmail. BENTLEY 3½ Barker 2+2 Sports Coupe, 1933 A
Earley Engineering Limited com or www.vintageandclassiccars.co.uk striking, almost certainly unique, design by Barker
with some very unusual touches & lovely light flowing
Alvis Specialists wings. Excellent condition throughout, drives very
+44 (0)1981 250 244 nicely; £155,000. 01248 602 649 www.realcar.
co.uk
info@earleyengineering.co.uk
www.earleyeng.com
• Servicing • Chassis engineering

• Restorations • Engine builds

• Upgrades • Coachbuilding

• Sales • Bodyshop

Cabrio Head Scarves • Parts • Race / rally preparation

for Open-top Driving 1932 AUSTIN 7 RN SALOON, 3-SPEED, SCUTTLE

Stylish and sensible: protect your
head, ears and neck from the
elements with -brunibrocat-®
Shop: www.brunibrocat.com
Email: orders@brunibrocat.com
212 Classic & Sports Car October 2020
TANK. £7,250. Tel: 01869 249999Email: elder.vintage.
services@gmail.com or www.vintageandclassiccars.co.uk
1934 ARMSTRONG SIDDELY 15 HP DROP-HEAD
COUPE. £32,000. Tel: 01869 249999 Email: elder.vintage.
services@gmail.com or www.vintageandclassiccars.co.uk
1952 BENTLEY MK VI “BIG BORE” STANDARD
STEEL SALOON, SUPER CONDITION. £36,500.
Tel: 01869 249999 Email: elder.vintage.services@
gmail.com or www.vintageandclassiccars.co.uk
BENTLEY 3½ VDP Style 'Cutaway Door' Tourer,
1935 Rebuilt to a very high standard in the 1990's
including a full engine re-build with a new cylinder
head & overdrive. Has covered about 30k miles since,
still lovely; £145,000. 01248 602 649 www.realcar.
co.uk
 C
SYDNEY AUSTRALIA
1974 Citroën DS 23 Pallas -
orignal Vert Argente with Deep
Green velour, semi automatic
T +61.2.9922 2036
Citroën DS Specialist
* Car sales
'6 ,QWHULRUV VXSSOLHG DQG ¿WWHG
* Parts
* Cars taken on consignment
www.frenchclassics.co.uk
Tel: UK
+44 (0)1474 703125
Mob: UK
+44 (0)7778 064331
Email: info@frenchclassics.co.uk
D 4 West Coates, Edinburgh
Daimler Empress line with a Hooper body.
This is one of 38 made. What makes this
example stand out amongst the other very
few survivors is that it is in completely orig-
inal condition. The one previous owner was
chauffeured around in it everywhere. It lived
in an underground car park in London,
which is why the woodwork, headlining,
carpets and leather remain in such good
original condition. During my 6 year own-
ership she has been kept regularly serviced
and occasionally used. The preselect gearbox
took just a week to get used to, and she runs
very smoothly and quietly.
Any further questions, please do ask. A
multi-pictorial zip-file can be sent upon
request.
£24,500
Tel: 01227 720306, or
Email: sales@morrisminorconvertible.co.uk
F Call 01428 606616
FERRARIS
DESPERATELY
WANTED
Please contact:
01425 273682
07860 274455
or email
info@forza288.com
CLASSIFIED
1997 FERRARI 456 GTA. Immaculate. Finished in
Argento Nurbugring/ dark navy leather interior. Must
be one of the most exceptional cars on the market
today, not only is it one of the lowest mileage cars on
offer it comes complete with original bill of sale/
spare keys/ Ferrari trickle charger and Ferrari dust
cover. Supplied with current V5c/ fresh MoT.
£68,000 Please call 01765 609 798 sales@ycsc.
co.uk
Free upgrade for Classic & Sports Car readers – subject to availability
Located in Edinburgh’s West End, The Dunstane Houses is the city’s newest 5-star
hotel, and was awarded ‘Best Hotel Experience in Scotland 2020’. With newly
refurbished bedrooms and a true Scottish welcome, The Dunstane Houses is your
home away from home in Edinburgh.
2003 FERRARI 575M MARANELLO F1 Right-hand
drive 575M supplied 2003 fitted with the F1 Classic car owners, get in your car the old fashioned way, come to Edinburgh for a
gearbox. Finished in Argento Silver/ dark blue hide
interior, together with original leather wallet/ service
driving holiday, where you have free hotel parking, venture out to the country for
book. Complete glass out repaint. Wheels refurbished. a drive with one of our Dunstane picnics. Relax in the evening walking along the
New clutch/ cambelts. UK registered and MOT'd. famous water of Leith to The Dean Village, just behind the hotel and return to enjoy
£82,000. Please call 01765 609 798 sales@ycsc. a glass of champagne or our very own Dun Gin and tonic on our terrace. Guests at
co.uk
8LI (YRWXERI ,SYWIW EPWS FIRI½X JVSQ E TVMZEXI XSYV SJ XLI S[RIV (IVIO 1S[EX´W
classic car collection – offering that extra touch of elegance and luxury.
Our hotel is ideal for car groups and enthusiasts.
SYDNEY AUSTRALIA
T.0131 3376169
reserve@thedunstane.com thedunstane.com
2005 Fiat Stilo Schumacher
Limited Edition - original RHD,
super rare, 25,600 kms only
T +61.2.9922 2036
Sales, Here at Redline we pride ourselves on producing the highest quality
Service & wouh =uol l;1_-mb1-Ѵ u;r-buv |o om1ouuv -w-u7 wbmmbm] u;v|ou-ঞomv.
Located in Surrey J11 M25 30 mins from London
Restoration );0ĺ www.u;7Ѵbm;r;.1o.uh
1oѴѴ;1ঞom 7;Ѵbv;uy -v-bѴ-0Ѵ;.
$;Ѵĺ ƏƐƖƒƑ ѶƕƔƓƒƔ l-bѴĺ bm=oŠu;7Ѵbm;r;.1o.uh
rardleymotors.com Peter Smart Classic Alfas
Classic Alfa Romeo Specialists
WANTED: CLASSIC FERRARI of the 50s, 60s, 70s Servicing, Restoration and Race Preparation
wanted for straight purchase or consignment.
Thomas@HamannClassicCars.com, +1-203-918-
8300
Tel. 01258 268130
DRIVING SHOES
Prices from £69 to £288
Use code CSC15
for 15% off
www.carnoisseur.com/piloti
or call +44 (0)1582 787377 www.petersmartclassicalfas.com
October 2020 Classic & Sports Car 213
 F M
Cars For Sale
CLASSIFIED

Looking for a good home! DRIVING SHOES

Prices from £69 to £288
Use code CSC15
for 15% off

MORGAN PLUS 4 FOUR SEATER. Rare & desirable

www.carnoisseur.com/piloti four seat 2 litre version with five speed gearbox &
or call +44 (0)1582 787377 stage two cylinder head. Excellent order & great fun
- see video! £26,500. 01248 602 649 www.realcar.
co.uk

Volkswagen Scirocco GTX 1988

with 304,000 miles and Enthusiastic buyers of
POA. Classic Cars
All interesting classics wanted by
genuine enthusiasts
Mercedes 300 SL From barn finds to concours show
1954 MG TF 1250. Extensive amount of restoration
winners.
1989 Anything considered - Exotic,Vintage,
on this car since our purchase. Complete strip down,
removal of chassis for bare metal and paint. Now
Sports, Hot Rods, American, RS Fords, finished in stunning solid MG Royale Blue. Suspension,
with 91,564 Replicas etc. brake components, stripped / replaced. Complete
Discretion assured. re-wire. New tyres. Engine / Gbox complete check
miles and selling james@standrewsautos.co.uk
over and detail. Complete photo log of the restoration
in history file. New MOT. £32,000 Please call 01765
for minimum 07980 982367 / 01245 248888 609 798 sales@ycsc.co.uk

£21,000. www.standrewsautos.co.uk
J
Gordon Hawthorn
Email: abercorn0444@ntlworld.com
Telephone: 01763222488 MERCEDES 280SL. !985 £21,500. Cabernet red.
This is an excellent example. No expense spared. Open
to any inspection. 64,000 miles. Please call for more
details 07836 537200 anytime.

M T Classica Limited
Sales, Brokerage & Storage of Classic & Performance Bikes 1951 JAGUAR XK120 OTS. A great opportunity to
get a rare early RHD XK 120 with genuine matching
numbers that has never been re-bodied or damaged.
WANTED Complete bare metal respray/ re-wire. Mechanical
overhaul. New set of water hoses/ fuel lines. High
COLLECTORS MOTORCYCLES torque starter motor. Alternator conversion. New
tyres. New MOT. Fantastic investment opportunity.
£120,000. Please call 01765 609 798 sales@ycsc.
PERFORMANCE, SPORTS & CLASSIC co.uk
1966 Morgan 4/4 GT, Nut & bolt
Contact Ed: 07923670737 E: Ed@motoclassica.co.uk L off restoration, superb example,
W: www.motoclassica.co.uk $49,000. Christopher John LTD,
PART OF THE PAUL BENTLEY AUTOMOTIVE GROUP christopherjohnltd@gmail.com
001-772-634-4363 USA

www.mikebrotherwood.com 01834 831 546

The Historic Lotus Specialist
1995 LOTUS ELAN M100 S2. Limited Edition 1952 MG TD A very original car
454/800; 70,700miles with 32 Lotus stamps and
every invoice. MOT March 2021. Resprayed, New always maintained. $16,000.
Hood, Cambelt. One owner for 69,900 miles. Lack of Christopher John LTD,
use reason for sale. Email for spreadsheet of invoices. christopherjohnltd@gmail.com
wdavidpettit@gmail.com SE Wales £9,750
001-772-634-4363 USA
www.mikebrotherwood.com
The Historic Lotus Specialist
Lotus Mk6 1172 Sidevalve Lotus 7 S3 MGB Roadster Low
with Aquaplane head. Nice A great. Well sorted car. mileage since complete 01834 831 546
original condition. Good
useable car.
Very original. Good
provenance. Matching
rebuild with a Heritage
body shell and Oselli COVENTRY CLIMAX
numbers. engine. Beautiful car. Parts available new and used.
Complete engines
Lotus Mk9 built to order.
Unique Ford side valve model. Completely
original and as it left the factory in 1955. NEW Lotus X1 chassis.
Matching numbers. Has recently competed
in the Mille Miglia twice. Fabulous history. 1974 LAND ROVER SERIES III, FI TTED WITH 1970 MORRIS TRAVELLER. Metallic red. Restored
90/110 MILITARY 2.5 DIESEL & O/D. £7,250. virtually as new For further details - to much to list -
Race ready. Tel: 01869 249999 Email: elder.vintage.services@ phone 07770 751990 or email narpnandi@gmail.
gmail.com or www.vintageandclassiccars.co.uk com £8750 bargain, located in Bath.
214 Classic & Sports Car October 2020
 M WANTED

1963 Morgan Plus 4
53,000 original miles. $35,000.
Christopher John LTD,
christopherjohnltd@gmail.com
001-772-634-4363 USA
WANTED: 300SL GULLWING & ROADSTER 1954-
1963 wanted for straight purchase or consignment.
Thomas@HamannClassicCars.com, +1-203-918-
8300
MG MIDGETS! Small selection of properly restored
CLASSIFIED
280 SL Pagoda
RHD Wanted
Contact Mr M.Wise
Tel: 07836 622 234 Web: www.michaelwisecars.co.uk
O AC COBRA MkIV LIGHTWEIGHT FOR SALE
1913 OVERLAND MODEL 79TE 4-SEAT TOURER, SHELBY MUSTANGS & AC COBRAS
www.dragonwheelsrestorations.co.uk
35HP, 3.5 LITRES, VCC DATED. £37,750: Tel:
01869 249999 Email: elder.vintage.services@gmail.
com or www.vintageandclassiccars.co.uk
UK phone: 01908-551131 / 07846-861853
P
WANTED: 550RS Spyder, 550A, RS60, RS61, RSK,
356 Carrera Speedster and other significant classic
Porschewanted forstraightpurchase orconsignment.
Thomas@HamannClassicCars.com, +1-203-918-
1998 BMW 840ci Sport Auto
8300

WANTED
midgets, some with new Heritage body shells.
£5,000 to £15,000. Mike Authers Classics, specialist
in classic Midgets, Abingdon. Please Telephone:
07703 465224 or visit www.mgmidgets.com
MG MIDGETS WANTED. Wanted properly restored
Midgets urgently required. Contact Mike Authers
Classics, Abingdon. Please Telephone: 07703
465224 or visit www.mgmidgets.com
1923 MORRIS OXFORD 4-SEAT TOURER.
£24,000: Tel: 01869 249999 Email: elder.vintage.
services@gmail.com or www.vintageandclassiccars.
co.uk
Porsche 911 Coupe Wanted
1925 MORRIS OXFORD SIX-LIGHT SALOON.
1970-73 Just 54,000 miles. This is a rare individual model. All original
£20,000: Tel: 01869 249999 Email: elder.vintage.
services@gmail.com or www.vintageandclassiccars.
Contact Mr M.Wise condition. Private number plate is included in the price.
Tel: 07836 622 234 Web: www.michaelwisecars.co.uk
co.uk Owned for 19 years. A superb example.
1925 MORRIS OXFORD “BULLNOSE” 2-SEAT £23,000 o.n.o.
TOURER & DICKEY. £15,500: Tel: 01869 249999
Email: elder.vintage.services@gmail.com or www. R
vintageandclassiccars.co.uk For more information, please call 01695 571037

Your source for Maserati parts

1929 MORRIS COWLEY 2-SEAT SPECIAL.

£15,250: Tel: 01869 249999 Email: elder.vintage.
services@gmail.com or www.vintageandclassiccars.
co.uk
1932 MORRIS MINOR SERIES I 2-SEAT TOURER,
TOTAL RESTORATION, SUPERB. .£15,000: Tel:
01869 249999 Email: elder.vintage.services@gmail.
com or www.vintageandclassiccars.co.uk
1933 MORRIS 10 4-DOOR SALOON. .£7,800: www.rsande.co.uk
Tel: 01869 249999 Email: elder.vintage.services@
gmail.com or www.vintageandclassiccars.co.uk

WANTED

190 SL Wanted
Must be right hand drive.
Contact Mr M.Wise
Tel: 07836 622 234 Web: www.michaelwisecars.co.uk
01480 484 862
1934 MG PA MIDGET 2-SEAT SPORTS, SUPER
HISTORY AND CORRECT. £37,500: Tel: 01869
249999 Email: elder.vintage.services@gmail.com or
www.vintageandclassiccars.co.uk
1958 M.G. MAGNETTE ZB 4-DOOR SALOON.
£10,000: Tel: 01869 249999 Email: elder.vintage.
services@gmail.com or www.vintageandclassiccars.
co.uk
1960 MG A 1600 FIXED-HEAD COUPE.
£22,500: Tel: 01869 249999 Email: elder.vintage.
services@gmail.com or www.vintageandclassiccars.
co.uk
1964 MORRIS MINI COPPER RACE PREPARED. RENAULT 4CV GRAND LUXE 4 DOOR SALOON,
£28,000: Tel: 01869 249999 Email: elder.vintage. 1951. A real cheeky, fun little car in very sound
services@gmail.com or www.vintageandclassiccars. condition top & bottom. Competed in the Mille Miglia!
co.uk £19,500. 01248 602 649 www.realcar.co.uk
October 2020 Classic & Sports Car 215
 R PROPERTY
CLASSIFIED

LUXURY HOLIDAY LODGE. N.Devon betwixt

Ilfracombe / Woolacombe. 2 beds both en suite, f/
fitted kitchen, open plan lounge/dining area, study/
ut, gas CH rads, d/g. £99,000. Consider classic car or
motorhome P/ex.Tel07954374224.
ROLLS-ROYCE SILVER WRAITH BY HJ MULLINER,
1949. One owner since 1960! Repainted and
re-trimmed in the 1970's to a high standard - still
very respectable, correct, solid & drives very well,
ROAD SAFETY
one of the last Sedancas; £45.000. 01248 602 649
www.realcar.co.uk
BE SEEN
BE SAFE
Award-Winning LED LIMITED
Warning Triangle OFFER
Save £1
PAY JUST £23
(excluding de 4.95
livery)
Discount Cod
STAYBRITEe:

ROLLS-ROYCE 20/25 SALMONS 'TICKFORD'

CABRIOLET, 1933 A lovely, well cared for example
of this rare style in excellent condition throughout.
Easy, quick, crank handle operated roof, lots of www.BriteAngle.com
character & overdrive! £87,500 01248 602 649 Designed and manufactured in the UK
www.realcar.co.uk

STORAGE
Broadpeak Car Storage
A303, 25 minutes west of
Stonehenge. Passionate,
meticulous, straight-forward.
1965 ROLLS ROYCE SILVER CLOUD 111 BY We are deliberately small and
JAMES YOUNG. One of only 13 - SCV100 bodied
examples produced and presents with flawless paint, provide the perfect service for a
incredibly good brightwork and an interior which select group of owners.
shows that perfect patina. Supplied with a V5C
registration document/ copy of the original build
sheets. The finest of its kind on the market on the Web: Broadpeak.co.uk
button and ready to roll! £185,000. Please call
01765 609 798 sales@ycsc.co.uk Tel: 01747 840 666

T
SERVICING

DRIVING SHOES
Prices from £69 to £288
Use code CSC15
for 15% off

www.carnoisseur.com/piloti
or call +44 (0)1582 787377

V
1920 VAUXHALL D-TYPE TOURER, SUPER CAR
WITH GOOD HISTORY, 4 LITRES. £58,000. Tel:
01869 249999 Email: elder.vintage.services@gmail.
com or www.vintageandclassiccars.co.uk
WANTED
Y
YAMAHA TRX 850. 1997. Only 10,000 miles with
all MOT's. Has not been used since the Yamaha main
agent service. Metallic blue. This is an original lovely
bike. £2,850. Please call 07778 415465 for more AUTOMOBILES
information.
WANTED FOR PURCHASE
PUBLICATIONS Low Mileage Classic and Modern
Jaguar, Daimler, Rolls Royce,
POOKS MOTOR BOOKS Bentley, Mercedes, Rover and
Brochures, Books, Magazine and Programs,
Handbooks, Manuals, Car, Commercial and other interesting makes - Sports
Motorcycle Literature 1896 to date, and Saloons.
Bought and Sold
Six roomed shop covering 3500 sq feet.
Established 1983. Advertising and
5 miles north of Leicester. 10 minutes from well known in this magazine
junction 21A of the M1. since 1985.
Postal service worldwide. Open weekdays only.
Robert Hughes
e-mail – pooks.motorbooks@virgin.net
Fowke Street, Rothley, Leicestershire, LE7 7PJ
07836 237047
Tel – 0116 237 6222 • Mob – 07808 576837 enquiries@roberthughes.co.uk
www.pooksmotorbookshop.co.uk www.roberthughes.co.uk

216 Classic & Sports Car October 2020

FINANCE & INSURANCE

Classic Car Insurance

Let’s make this a smooth journey

Find out how we can be your Classic Car Insurance provider.
The Carole Nash Difference
Our policies include as standard:
UK & European breakdown and accident recovery,
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Up to £100,000 legal expenses cover if you’re in an
accident that’s not your fault
Salvage Retention Rights
Choose your own specialist repairer
Ask us about:
Up to 15% discount for club members
Free agreed value

Call now for your insurance quote

0333 005
carolenash.com
6664
UK opening hours: Mon - Fri 9am - 6pm, Sat 9am - 5pm, Sun Closed.
As with all insurances, terms and conditions apply. Carole Nash Insurance Consultants Ltd is authorised and regulated by the Financial Conduct Authority,
lRM REFERENCE NO  #AROLE .ASH IS A TRADING STYLE OF #AROLE .ASH )NSURANCE #ONSULTANTS ,TD REGISTERED IN %NGLAND AND 7ALES NO 

218 Classic & Sports Car October 2020

 FINANCE & INSURANCE / STORAGE & TRANSPORT
CLASSIC CAR
“WHAT SUNDAYS WERE MADE FOR”

I N S U R A N C E

/lancasterins @lancaster_ins 0-7,'

7'54

DRIVE A 01480 484 862

BET T E R D E A L www.lancasterinsurance.co.uk

with 4SPMG] FIRI½XW JIEXYVIW ERH HMWGSYRXW SJJIVIH QE] ZEV] FIX[IIR MRWYVERGI WGLIQIW SV GSZIV WIPIGXIH ERH
EVI WYFNIGX XS YRHIV[VMXMRK GVMXIVME 0ERGEWXIV -RWYVERGI 7IVZMGIW MW E XVEHMRK REQI SJ -RWYVERGI *EGXSV]
ance
Perform t
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Direc Policy Options
Include:*
Performance Direct was Multi-car policies
founded on a love of classic
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and specialist vehicles and
we're now one of the UK’s Agreed values
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WE ARE ALWAYS KEEN TO PURCHASE TOO, FROM
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www.vintageautomobilia.co.uk
07581 107400
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October 2020 Classic & Sports Car 219

FINANCE & INSURANCE / RESTORATION

CLASSIC CAR AUTOMATIC TRANSMISSIONS

& PRE-SELECT GEARBOXES
RECONDITIONED & SPARE PARTS SUPPLIED
G WHITEHOUSE AUTOS LTD
www.gwautos.com Tel: 0121 559 9800 info@gwautos.com
CLASSIC CAR AUTOMATIC CONVERSION
Convert your classic car to Jaguar XJ40 4 speed automatic
KITS NOW AVAILABLE FOR MOST CARS

Coln Unit 3 Alma Terrace,

COLONNADE METAL FINISHERS
Engineering
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Gloucester GL1 5PY
Tel: 07791 778328 x >> hDWZ^ dZ/W> W>d &KZ >KE' >/&

x >hD/E/hD WK>/^, Θ ,ZKD

Specialists in the
x D/WKd Dd> ZW/Z Θ W>d
restoration of
x /E ,Kh^ ZW/Z ^Zs/
vintage and classic dĞů: ϬϮϬ-89ϬϮ-ϳϳϮϮ
carburettors ϰϭ ,ĂůůŵĂƌŬ dƌĂĚ ƐƚĂƚĞ, &ŽƵƌƚŚ
tĂLJ, tĞŵďůĞLJ, DŝĚĚdž, ,9 Ϭ>
ǁǁǁ.ĐŽůŽŶŶĂĚĞŵĞƚĂů.ĐŽŵ
www.colnblastcleaning.co.uk
220 Classic & Sports Car October 2020
 RESTORATION / STORAGE & TRANSPORT
KEEPING
CLASSICS ALIVE
Keeping classics alive, with a passion
for classic cars, Revive a classic is here
IRU \RX DQG FRQƜGHQW ZH DUH WKH ULJKW
choice for your classic car needs.
Welding specialists

• Fabrication & coach building

• Panel beating & welding
• Highly skilled craftsman
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• Classic car restoration specialist

VAT free

Email: reviveaclassic@yahoo.co.uk
Tel: 07947962789 / 07595033530
Website: www.reviveaclassic.co.uk

Classic Restorations
MEMBER
(Scotland) Ltd
40 YEARS OF SERVICING, MAINTENANCE
AND RESTORATION OF CLASSIC AND
VINTAGE VEHICLES

£189.95 TEL: 01828 633 293

Now with two years warranty Email: charles@classicrestorations.co.uk
www.classicrestorations.co.uk
October 2020 Classic & Sports Car 221
 6XSHUE OLJKWLQJ XSJUDGHV
SERVICING & PARTS

+HDGOLJKWV 0RQH\
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Safe and considerate repairs to broken or damaged
6LGHOLJKWV
%UDNH OLJKWV cast iron components and heritage pieces
0RUH $OO Y
FODVVLFV
FDWHUHG If it is cast iron, we
IRU  can fix it.
%&/ SEAMLESSLY AND
HQTXLULHV#EHWWHUFDUOLJKWLQJFRXN PERMANENTLY

ZZZEHWWHUFDUOLJKWLQJFRXN    No brazing - No nickel - Just cast iron,

recast & fused to the original material at

a molecular level

Brake, clutch & fuel lines?

Think

Ready Made Copper & Copper Nickel Brake Pipe Sets

Easily fitted. Will not rust. Fast delivery.

DOT 5 Silicone Brake Fluid

Eliminates brake system wear. Never needs changing.

Other products include:

Brass Brake & Clutch Fittings
Copper & Copper Nickel Coils
s at Flaring & Bending Tools
Goodridge Braded Hoses
www.automec.co.uk ABA Hoseclips

Order online for 10% discount

Code CSC20

Automec Equipment & Parts Ltd As seen on

36 Ballmoor, BuckinghamIndustrial Park
Buckingham MK18 1RQ United Kingdom
T. +44 (0)1280 822 818 E. support@automec.co.uk

222 Classic & Sports Car October 2020


d, ^dKE DZd/E
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Maintaining the future with
engineering of the past
SERVICING & PARTS
TRINITY ENGINEERING
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^ĞƌǀŝĐŝŶŐ ʹ ŝĂŐŶŽƐƟĐƐ ʹ WĂƌƚƐ ʹ ŶŐŝŶĞĞƌŝŶŐ

&Žƌ Ăůů ƐƚŽŶ DĂƌƟŶƐ ĨƌŽŵ WŽƐƚ tĂƌ ƚŽ 'ĂLJĚŽŶ ƌĂ

• ZĞƐƚŽƌĂƟŽŶ • ZŽƵƟŶĞ ƐĞƌǀŝĐŝŶŐ

• ŶŐŝŶĞ ƌĞďƵŝůĚƐ • ^ƉŽƌƚƐ ĞdžŚĂƵƐƚƐ
• ZĞ-ƚƌŝŵŵŝŶŐ • &ĂƵůƚ ĚŝĂŐŶŽƐƟĐƐ

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• WƌŽĚƵĐƚ ĂĚǀŝĐĞ • dƌĂŶƐƉŽƌƚĂƟŽŶ
• ŶŚĂŶĐĞŵĞŶƚƐ • ŽŶĐŽƵƌƐ ƉƌĞƉĂƌĂƟŽŶ

ĨŽƌ ůĂƐƐŝĐ :ĂŐƵĂƌƐ

• /ŶƐƵƌĂŶĐĞ ƌĞƉĂŝƌƐ • /ŶƐƵƌĂŶĐĞ ǀĂůƵĂƟŽŶƐ
• 'ĞĂƌďŽdž ĐŽŶǀĞƌƐŝŽŶƐ • ,ĂŶĚůŝŶŐ ŬŝƚƐ
• ƌĂŬŝŶŐ ƵƉŐƌĂĚĞƐ • WƵƌĐŚĂƐĞ ĂĚǀŝĐĞ
• WŽǁĞƌ ƐƚĞĞƌŝŶŐ • ŝƌ ĐŽŶĚŝƟŽŶŝŶŐ H H UD Q HDUV R UD LQ [FHOOHQFH
Servicing enquiries tel: +44 (0) 1483 211899
Parts and online store enquiries tel: +44 (0) 1483 211289
Technical enquiries email : tim@trinityaston.co.uk
Parts enquiries email : parts@trinityaston.co.uk
Online parts store enquiries email: partsstore@trinityaston.co.uk

THANK YOU
FOR YOUR LOYALTY!

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Peace of mind,
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Thanks to our large stock, committed staff and
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BelgiumT. +32 (0)15 34 25 55 - sales.belgium@angloparts.com -

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October 2020 Classic & Sports Car 223

   


 




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 STORAGE & TRANSPORT

The ca cover peop e

T 01938 561717
E: sales@classicadditions.co.uk
Reader discount code: CA-CSC
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South East England (Tunbridge Wells)

01580 753939
www.jarcarstorage.co.uk

Winchester - Hampshire
Prestige Car Storage & Transport

Hide-Away Secure Car Storage

01962 279212
info@hideawaysecure.com

• Discreet and secure location near Winchester
• Fully insured, Grade 3 alarm, 24/7 CCTV
• Collection & Delivery service in covered trailer
Contact us to discuss your exact requirements
www.hideawaysecure.com
^ƉĞĐŝĂůŝƐƚƐ ŝŶ ŚŝŐŚ ƐƉĞĐŝĮĐĂƟŽŶ ĐĂƌ ƐƚŽƌĂŐĞ ĂŶĚ ĞŶĐůŽƐĞĚ ĐĂƌ
ƚƌĂŶƐƉŽƌƚĂƟŽŶ. dƌĂŶƐƉŽƌƚ h< Θ ƵƌŽƉĞ.
NEW SITE OPENING SEPT 2020
ĚĚŝƟŽŶĂů ƐƚŽƌĂŐĞ ŽĨ ϮϬ,ϬϬϬ ƐƋ Ō Ăƚ ƐŚĨŽƌĚ.
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Situated 5 minutes from the A3 on the Surrey / Hampshire /

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GBDJMJUZ GPS BMM DBST.
Onsite service and repair available

For further information Tel: 01420 472 273

E-mail: southlandsccs@gmail.com
Web: www.southlandscherishedcarstorage.co.uk

October 2020 Classic & Sports Car 225

STORAGE & TRANSPORT

CARSAFE
secure storage for classic
and performance vehicles

www.carsafe.co.uk tel: cambridge 01223 299011

as a garage by’
NEW FROM
JERAN INNOVATIONS
use
‘Approved for

www.thecarapace.com
sales@thecarapace.com
Tel: 0203 818 7437

When a garage is not an

option, your pride and joy
deserves more than a fabric
cover to protect it from the
elements.

THE

226 Classic & Sports Car October 2020

 STORAGE & TRANSPORT
Exclusive savings code: CSC-2020

THE FINE CAR STORE

Tailor made timber Garages, Workshops & Outbuildings
designed and manufactured by the specialists.
Full bespoke service on all our buildings nationwide.
‘Caring for fine automobiles’
The Fine Car Store is located in the heart of rural Cheshire,
within 15 minutes direct access to Manchester International
Airport and only 2 hours by rail from central London.

We offer bespoke, discreet, secure, dehumidified automotive

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• Long and short term, dehumidified, purpose built,

COMPLETE CARE SOLUTIONS INCLUDING
GROUNDWORKS & TIMBER CONSTRUCTION
Tel: 01904 492935 Mob: 07515915606
www.equibaseuk.co.uk
sales@equibaseuk.co.uk
rural facility
• Comprehensively insured with 24hr CCTV
• Catering for classic, sports and performance car and
motorcycles
• Single acquisitions and multiple collections
• UK and European enclosed, discreet collection and
delivery service
Facilities in Knutsford and Macclesfield, Cheshire.
T: 01565 872400 E: enquiries@thefinecarstore.com
W: www.thefinecarstore.com

RICHARD THORNE

CAR STORAGE
BERKSHIRE – M4 J11 3 MILES
20 mins from Heathrow – dehumidified, alarmed building.
MOTs, mechanical checkovers, collection and delivery, and valeting.
Tel: +44 (0)118 983 1200 Fax: +44 (0)118 983 1414
www.rtcc.co.uk/storage
October 2020 Classic & Sports Car 227
STORAGE & TRANSPORT

WARWICK
BUILDINGS
SECURITY
FIRST TIMBER GARDEN BUILDINGS

CarTainer® Extra features include

roller shutters for ease
The portable shipping
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forefront.

Spacious extra wide build LET US KNOW WHAT YOU

to secure any vehicle in NEED & WE WILL BUILD IT.
any setting and all Prices starting from
lengths are catered for. £3,250 plus VAT

NIGHTINGALE LANE, LONG ITCHINGTON,

info@shippingcontainersuk.com Call us on SOUTHAM, CV47 9QL 01926 815757
bit.ly/CarTainer 0800 234 3021 www.warwickbuildings.co.uk

/VER

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Quality in its finest form

Individual bays available to rent from WWWMONARCHOAKCOUK

£4,250 per annum plus vat

A limited number of bays are available to

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purchase on a long lease

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or call 0208 349 7171

Garaging ~ Carriage Houses ~ Workshops

Call us today on 01380 850965
228 Classic & Sports Car October 2020
Specialists in garaging & oak frame

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ER R
FF E
O MM
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SU
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Please visit our website oak-designs.co.uk to see further examples

of our product range and special offers. You can also now design
your own garage using our ‘Quote my Design’ tool online.

01273 400411 sales@oak-designs.co.uk

www.oak-designs.co.uk

PURE QUALITY,
BEAUTIFULLY FINISHED
When it comes to housing your beloved car, trust only the best.

We also craft bespSOI LERH ½RMWLIH

OAK FRAMED HOUSES AND EXTENSIONS
GARDEN ROOMS • POOL BUILDINGS • PORCHES
ROOF TRUSSES • CLADDING • BEAM COVERS
www.oakmasters.co.uk
01444 455 455
October 2020 Classic & Sports Car 229
 New and used Motoring books, Sales brochures, Posters and Model Cars at
STORAGE & TRANSPORT

www.motorshowphotos.co.uk

Provenance adds value

to Sports & Classics
Wanted - Amateur Motor Show Photos.
Collections purchased. Best prices paid.
Email:
250swb@motorshowphotos.co.uk

Keep yours in order

and pristine condition

Personalised
Automotive
Portfolios

Classic and Modern Vehicle Storage

NEWBURY, BERKSHIRE (M4 JUNC 13 4 MILES)
Collection and delivery Website www.lakeautosnug.co.uk
suppliers of Airflow products
www.motorfolios.com
anywhere, servicing on site
Call us for long or short term 07768 056254 OR
prestige storage 01488 71247

230 Classic & Sports Car October 2020

 STORAGE & TRANSPORT / ACCESSORIES & AUTOMOBILIA
All photography graciously provided of The Kaiser Collection.

Renauld is proud to announce the revival of its classic sunglasses,

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VLOYHU DQG EODFN ZLWK D FKRLFH RI ÀYH OHQV RSWLRQV

AVAILABLE EXCLUSIVELY AT RENAULD.CO.UK

Buckle up! with

4XLFNÀW 6DIHW\ %HOW 6HUYLFHV
Period style seat belts for pre-1973
vehicles, not forgetting your
modern classic post-1973

Seat belts and harnesses supplied and fitted Bespoke service Original belts refurbished
New original equipment available on certain vehicles

Be safe not sorry, in your classic!

T: 0208 206 0101 E: sales@quickfitsbs.com W: quickfitsbs.com

October 2020 Classic & Sports Car 231


       
    





 Jag MK 10 420G £22,500 Jag XJS 3.6 £8500

Jag XJS 5.3 £8500 Rover 2000 £8500

RR Silver Shadow MPW Coupe £39,950 Volvo 245 GLE £8500

An enthusiast is thinning their collection if interested

please contact: martinbuckley130@gmail.com
07798 797262
FUTURE CLASSIC

FACTFILE
Engine supercharged 3456cc V6;
410bhp @ 7100rpm; 295lb ft @ 3500rpm
Transmission six-speed manual, RWD
0-60mph 4.2 secs Top speed 174mph
Mpg 25.7 Price £82,900

LOTUS EVORA GT410

The long-serving Lotus range-topper deserves far more than its also-ran reputation
WORDS JACK PHILLIPS PHOTOGRAPHY JOHN BRADSHAW

A
very strong case could be made Also unchanged are the usual Lotus quirks.
for the Lotus Evora being a classic
already, rather than one for the
FUTURE CLASSIC The glovebox takes at least three slams to shut,
the odd light will appear on the binnacle with
future. This is its 13th year, having a beep to accompany it, the key is still from
been announced in 2008 as the the mid-2000s Ford bin and the steering wheel
first all-new Lotus in more than a decade and is no longer a hand-crafted Moto-Lita. Nor is
part of one of the company’s fairly frequent the interior exactly pretty, with more vents and
new-range announcements. This model did speakers appearing with every second glance.
actually get built, obviously, and much was made But that’s part of the charm, along with a badge
about it being the only four-seat mid-engined bearing the signature of its builder. It’s not cold,
sports car on sale, and that it was a Lotus with robot-built or soulless. Foibles be foibles.
a softer touch. Not a lighter touch, of course, but Get it on the road and it’s done, you’re won
it wasn’t exactly heavy at just shy of 1400kg. over. The ride is supple, never harsh, and it’s
Today its raison d’être remains the same, a joy whatever the surface and whatever the
though like every recent Lotus it has spawned distance. It just has so much poise. Road noise is
numerous variants since: some a little racier; minimal, with only the V6 rumbling quietly
some a lot racier; most with the same letters and behind your ear – or loudly, if you’re in Sport
numbers in a different order and the word mode. A button on the centre console boosts you
‘Sport’ in varying places. This, the GT410, is up, interfering less with your cornering speed
instead the latest to try to break through and to allow more wheel slip, 400 more revs, and
become a mainstream success. with more responsive exhaust baffles giving you
The problem, which inversely aids its case to more noise more often. Switch into Race mode
being a classic, is actually spotting one. Seen on and there’ll be less ESP; press it again and ESP is
a page, on screen and the odd time on track, it disabled. An automatic ’box is only an option,
doesn’t get the chance to reveal its true magic. with the standard manual placing a stout brushed
Up close, Steve Crijns’ design shows none of its gearlever perfectly beside your left leg.
age and really is beautiful. The sound from the Supposedly known as ‘Phil spec’ because it
supercharged Toyota V6 is intoxicating. And was introduced into the UK at the behest of
that aura of being a driver’s car is unfiltered: it CEO Phil Popham, a troublesome teenager
handles like little else from outside East Anglia. this ain’t. Just don’t ask about the price.

234 Classic & Sports Car October 2020

 1931 BENTLEY 4½ LITRE
One of the last 4½ Bentleys produced
Q Built new to “heavy crank”
specification Q Matching engine
and chassis Q Rare Maythorns of
Biggleswade Sportsmans Coupé
Coachwork Q In single ownership for
over 60 years Q Accompanied by a
Clare Hay report
1936 SUPERCHARGED SQUIRE
Chassis 1052, the only lightweight
Squire and Works demonstrator Q Can
claim the most competition history of
any Squire, including an award on the
1936 RAC Rally Q Since restoration, has 14 Queens Gate Place Mews
successfully completed the Mille Miglia London SW7 5BQ
twice Q One of the most fabled pre-war +44 (0)20 7584 3503
supercharged sports cars of all time www.fiskens.com