The Classic Motor Hub is one of those places that you would be very unlikely to find by accident, as it is located in the middle of nowhere on a narrow country lane a couple of miles north of the pretty Cotswold village of Bibury. But for anyone who has been, they are very likely to return time and again on purpose. There’s always something to see here, as at its core this is a business that restores and sell high end and classic cars. Visitors are welcome to drop in, just for a look, and to grab a coffee or a bite to eat in the on-site café. As well as welcoming Car Club visits, there is also a comprehensive events  program so for many Saturdays and some Sundays of the year, there is even more to see than just the regular stock. One of those events is the one covered in this report, something to celebrate MidSummer’s Day, taking place after working hours on the day which should have the longest hours of daylight. I went along in 2022 and the place was packed out, so had no hesitation in booking a place to attend again for 2023. Here is what I found:

VISITING CARS

As with all the special events held at the Classic Motor Hub, people are asked to register in advance and the venue is quite selective in which cars are accepted, as there is limited space on site, and priority is given to cars that others would want to see rather than just lines of everyday moderns. That had been done here, and so I assumed that the site would fill up soon after I arrived, especially as the weather was good and of course this was the evening of the year with the longest amount of daylight. It did not quite work out like that, and whilst there were lots of nice cars, the site was never full. Even so, there was plenty of variety on what did turn up, as this part of the report evidences.

ABARTH

Slightly surprisingly, there was just one Abarth here: mine. Rumours started to circulate towards the end of 2014 that Abarth were going to upgrade the Competizione model, so as better to bridge the gap between the Turismo and the 190 bhp 695 Biposto that had been added to the range earlier in the year. It was Geneva 2015 when the result was finally shown to an expectant fan base. Most exciting news was that thanks to a bigger Garrett Turbo, the engine had been tweaked to 180 bhp, and with reduced CO2 emissions. A standard spec that included Koni Dampers, Brembo brakes, Xenon lights, Sabelt seats, Climate Control, parking sensors as well as other refinements that had been added like the TFT instrument display all proved very compelling, so not long after the first cars reached the UK  in June of 2015, I found temptation too hard to resist, and as is well documented here, swapped my 2010 car for one of these. At the time I ordered it, Cordolo Red, a tri-coat pearlescent paint which shimmers in bright sunlight looked set to become one of the most popular colours of the lot, even though it is a cost option. Indeed, the Launch Edition models were all offered either in this colour or Scorpion Black, with black wheels. Surprisingly, the colour was not carried over to the Series 4 cars.

AC

If the fact that there was only one Abarth present was a surprise, then it was even more of a surprise there were two example of the AC ME3000 here. The AC 3000ME was based on a prototype called the Diablo built by the Bohanna Stables company and shown at the London Racing Car Show in 1972. Peter Bohanna was an automotive body structures engineer. His experience included working with fibreglass structures as a boat engineer and a stint with Ford’s Advanced Vehicle Operations in the UK doing bodywork for the Ford GT40. In late 1967 Bohanna was at Lola cars working on the T70, where he met Robin Stables, who prior to his arrival at Lola had been a racing mechanic and Lotus dealer. In 1968 Bohanna and Stables won a design contract for a new sports car tendered by a young aristocrat named Piers Weld-Forester. The partners designed a two-seat mid-engined car to be powered by the 2.2 L inline six version of BMC’s newly announced SOHC E-series engine, code-named ARO25. Production problems would delay release of this engine until 1972. In late 1968 Weld-Forester partnered with Ernie Unger to form a new company named UWF (for Unger Weld-Forester), and bought the Unipower GT production line from Universal Power Drives. Bohanna and Stables’ subsequent work for UWF was to design a car to replace the existing Unipower GT, but this design would not reach production. Instead the partners started the Bohanna Stables company and resumed development of the earlier mid-engined design, which would become the Diablo. The 1972 Diablo prototype was built with the 1.5 L inline four version of the E-series engine and 5-speed manual transaxle that was used in the Austin Maxi. Bohanna Stables had sought interest from both AC and TVR before the Diablo was shown at the Racing Car Show, but neither company committed to the project. After the car’s debut AC’s Keith Judd drove the Diablo to the company’s Thames Ditton headquarters and convinced AC owner Derek Hurlock to take the project on. AC acquired the rights to the Bohanna Stables Diablo design and assigned two of their engineers, Alan Turner and Bill Wilson, to develop it into a production car. AC also hired Bohanna and Stables to consult on the redesign. The Diablo’s steel tubing spaceframe was completely re-engineered. A new engine had to be found for the car, as British Leyland expected to need all of the E-series engines produced at their Cofton Hackett factory for their own models. The substitute chosen was a Ford V6. AC first showed their version of the car at the 1973 London Motor Show. This prototype was called the AC 3 Litre, or the AC 3000. Later pre-production prototypes were called the AC ME 3000. Press releases of the time indicated that the company hoped to be able to build and sell the car at the rate of 10 to 20 cars per week. AC suggested that pricing would to be somewhere between £3000 and £4000. Even though the car debuted in 1973, development was still ongoing, with the car’s styling not finalised until 1974. A prototype failed the 30 mph (48 km/h) crash portion of the new Type Approval tests that had been instituted in 1976, necessitating a chassis redesign. The revised chassis passed on the next attempt. Several pre-production prototypes were built, with their number variously reported as eight, nine or eleven cars. The car officially went on sale when it appeared at the 1978 NEC Motor Show. The name was now the “AC 3000ME”. The list price for the car had risen to £11,300. The first customer cars were not delivered until 1979, by which time they had to compete with newer designs like the Lotus Esprit. The delays meant that the 3000ME was out of date by the time it reached production. Prices also continued to rise; a road test by Autocar magazine in March 1980 reported that the car cost £13,238. The same test expressed some reservations with the car’s handling when pushed. Several other contemporary reviews expressed similar misgivings. As early as August 1975 AC was planning to offer a turbocharged version. The forced induction system was originally expected to be supplied by Broadspeed. By 1980 turbocharged conversions were available, but from a company run by engineer and photographer Robin Rews rather than Broadspeed. Rews’ conversion for semi-competition applications used a Garrett AiResearch turbocharger blowing through a 1½” Reece Fish carburettor mounted to a custom intake manifold. Boost was limited to 7.0 psi, and the compression ratio was reduced to 8:1 by the use of low-compression cylinder heads. A Bosch fuel pump supplied the system. Rews used Rotomaster turbochargers for regular road car conversions. The conversion raised power to 200 bhp. Rews also modified the rear suspension geometry to add toe-in to improve the car’s handling. 19 cars received turbocharger upgrades from Rews’ Rooster Turbos company. Attempts to convince AC to offer the turbo conversion as a factory option were unsuccessful. A road test of another turbo conversion in December 1983 shows that the Rooster Turbo conversion had evolved. The turbocharger was now an IHI unit, and while the “standard” turbo compression ratio was still 8:1, special pistons sourced from Cosworth would lower it even further to 7.2:1 to permit the use of higher boost. The carburettor for this later conversion was also the standard 3000ME unit, although like the earlier conversion it was a blow-through system. A waste-gate and a dump-valve handled boost control. The conversion cost £1180 until 1984, when prices rose to £2000. Rew and Rooster Turbos also did at least one twin-turbo conversion. This engine used the Cosworth pistons, Weber carburation and water injection to cool the intake charge. Output was estimated to have been 300 bhp. By the early 1980s Derek Hurlock’s health had been poor for some time. The world economy was in difficulty, and sales of the 3000ME had never reached the volumes hoped for. After building fewer than 80 cars, Hurlock called a halt to production. In 1984, production stopped at Thames Ditton and the car and the AC name were licensed to a company registered as AC (Scotland) plc. This company was run by David McDonald, and operated out of a new factory in Hillington, Glasgow. Production goals were set at 40 cars per week. A total of 30 additional cars were built to the original 3000ME specification. The Scottish cars are distinguished from the Thames Ditton cars by their body-coloured air-intakes and grilles. 3000ME chassis #129, registration VPC 634X, which had previously served as both a factory demonstrator at AC and Managing Director Andrew Hurlock’s personal ride, was used by AC (Scotland) as a development mule for an updated car. Aubrey Woods, a former BRM production engineer, was tasked with the related development. The original Ford engine was replaced by an Alfa Romeo 2.5-litre Busso V6 engine. While the original gearbox was retained, other parts of the running gear were swapped for Alfa parts. AC (Scotland) also began work on a Mark 2 prototype of the car, which was nearly complete at the time of the company’s closing. Changes were also made to the suspension to eliminate the earlier car’s unpredictable handling at the limit AC (Scotland) went into receivership in June 1985. The license agreement with AC Cars ended in November 1985.

ALFA ROMEO

There’s a complex history to this much-loved classic. The first car was called the Alfa Romeo Giulia Sprint GT, and was revealed at a press event held at the then newly opened Arese plant on 9 September 1963, and displayed later the same month at the Frankfurt Motor Show. In its original form the Bertone body is known as scalino (step) or “step front”, because of the leading edge of the engine compartment lid which sat 1/4 an inch above the nose of the car. The Giulia Sprint GT can be distinguished from the later models by a number of features including: Exterior badging: Alfa Romeo logo on the front grille, a chrome script reading “Giulia Sprint GT” on the boot lid, and rectangular “Disegno di Bertone” badges aft of the front wheel arches; flat, chrome grille in plain, wide rectangular mesh without additional chrome bars; single-piece chrome bumpers; no overriders. Inside the cabin the padded vinyl dashboard was characterised by a concave horizontal fascia, finished in grey anti-glare crackle-effect paint. Four round instruments were inset in the fascia in front of the driver. The steering wheel was non-dished, with three aluminium spokes, a thin bakelite rim and a centre horn button. Vinyl-covered seats with cloth centres and a fully carpeted floor were standard, while leather upholstery was an extra-cost option. After initially marketing it as a four-seater, Alfa Romeo soon changed its definition of the car to a more realistic 2+2. The Giulia Sprint GT was fitted with the 1,570 cc version of Alfa Romeo’s all-aluminium twin cam inline four (78 mm bore × 82 mm stroke), which had first debuted on the 1962 Giulia Berlina. Breathing through two twin-choke Weber 40 DCOE 4 carburettors, on the Sprint GT this engine produced 105 hp at 6,000 rpm. Like all subsequent models, the Sprint GT was equipped with an all-synchromesh 5-speed manual transmission. The braking system comprised four Dunlop disc brakes and a vacuum servo. The rear brakes featured an unusual arrangement with the slave cylinders mounted on the axle tubes, operating the calipers by a system of levers and cranks. According to Alfa Romeo the car could reach a top speed of “over 180 km/h (112 mph)”. In total 21,902 Giulia Sprint GT were produced from 1963 to 1965, when the model was superceded by the Giulia Sprint GT Veloce. Of these 2,274 were right hand drive: 1,354 cars fully finished in Arese, and 920 shipped in complete knock-down kit form for foreign assembly. For 1966, the Giulia Sprint GT was replaced by the Alfa Romeo Giulia Sprint GT Veloce, which was very similar but featuring a number of improvements: a revised engine—slightly more powerful and with more torque—better interior fittings and changes to the exterior trim. Alongside the brand new 1750 Spider Veloce which shared its updated engine the Sprint GT Veloce was introduced at the 36th Geneva Motor Show in March 1966, and then tested by the international specialist press in Gardone on the Garda Lake.  Production had began in 1965 and ended in 1968. The Giulia Sprint GT Veloce can be most easily distinguished from other models by the following features: badging as per Giulia Sprint GT, with the addition of round enamel badges on the C-pillar—a green Quadrifoglio (four-leaf clover) on an ivory background—and a chrome “Veloce” script on the tail panel; black mesh grille with three horizontal chrome bars; the grille heart has 7 bars instead of 6; stainless steel bumpers, as opposed to the chromed mild steel bumpers on the Giulia Sprint GT. The bumpers are the same shape, but are made in two pieces (front) and three pieces (rear) with small covers hiding the joining rivets. Inside the main changes from the Giulia Sprint GT were imitation wood dashboard fascia instead of the previous anti-glare grey finish, front seats revised to a mild “bucket” design, and a dished three aluminium spoke steering wheel, with a black rim and horn buttons through the spokes. The Veloce’s type 00536 engine, identical to the Spider 1600 Duetto’s, featured modifications compared to the Giulia Sprint GT’s type 00502—such as larger diameter exhaust valves. As a result it produced 108 hp at 6,000 rpm, an increase of 3 hp over the previous model, and significantly more torque. The top speed now exceeded 185 km/h (115 mph). Early Giulia Sprint GT Veloces featured the same Dunlop disc brake system as the Giulia Sprint GT, while later cars substituted ATE disc brakes as pioneered on the GT 1300 Junior in 1966. The ATE brakes featured an handbrake system entirely separate from the pedal brakes, using drum brakes incorporated in the rear disc castings. Though the Sprint GT Veloce’s replacement—the 1750 GT Veloce—was introduced in 1967, production continued throughout the year and thirty final cars were completed in 1968.  By then total Giulia Sprint GT Veloce production amounted to 14,240 examples. 1,407 of these were right hand drive cars, and 332 right hand drive complete knock-down kits. The Alfa Romeo 1750 GT Veloce (also known as 1750 GTV) appeared in 1967 along with the 1750 Berlina sedan and 1750 Spider. The same type of engine was used to power all three versions; this rationalisation was a first for Alfa Romeo. The 1750 GTV replaced the Giulia Sprint GT Veloce and introduced many updates and modifications. Most significantly, the engine capacity was increased to 1779 cc displacement. Peak power from the engine was increased to 120 hp at 5500 rpm. The stroke was lengthened from 82 to 88.5 mm over the 1600 engine, and a reduced rev limit from 7000 rpm to 6000 rpm. Maximum torque was increased to 137 lb·ft at 3000 rpm. A higher ratio final drive was fitted (10/41 instead of 9/41) but the same gearbox ratios were retained. The result was that, on paper, the car had only slightly improved performance compared to the Giulia Sprint GT Veloce, but on the road it was much more flexible to drive and it was easier to maintain higher average speeds for fast touring. For the United States market, the 1779 cc engine was fitted with a fuel injection system made by Alfa Romeo subsidiary SPICA, to meet emission control laws that were coming into effect at the time. Fuel injection was also featured on Canadian market cars after 1971. Carburettors were retained for other markets. The chassis was also significantly modified. Tyre size went to 165/14 from 155/15 and wheel size to 5 1/2J x 14 instead of 5J x 15, giving a wider section and slightly smaller rolling diameter. The suspension geometry was also revised, and an anti-roll bar was fitted to the rear suspension. ATE disc brakes were fitted from the outset, but with bigger front discs and calipers than the ones fitted to GT 1300 Juniors and late Giulia Sprint GT Veloces. The changes resulted in significant improvements to the handling and braking, which once again made it easier for the driver to maintain high average speeds for fast touring. The 1750 GTV also departed significantly from the earlier cars externally. New nose styling eliminated the “stepped” bonnet of the Giulia Sprint GT, GTC, GTA and early GT 1300 Juniors and incorporated four headlamps. For the 1971 model year, United States market 1750 GTV’s also featured larger rear light clusters (there were no 1970 model year Alfas on the US market). Besides the chrome “1750” badge on the bootlid, there was also a round Alfa Romeo badge. Similar Quadrofoglio badges to those on the Giulia Sprint GT Veloce were fitted on C pillars, but the Quadrofoglio was coloured gold instead of green. The car also adopted the higher rear wheelarches first seen on the GT 1300 Junior. The interior was also much modified over that of earlier cars. There was a new dashboard with large speedometer and tachometer instruments in twin binnacles closer to the driver’s line of sight. The instruments were mounted at a more conventional angle, avoiding the reflections caused by the upward angled flat dash of earlier cars. Conversely, auxiliary instruments were moved to angled bezels in the centre console, further from the driver’s line of sight than before. The new seats introduced adjustable headrests which merged with the top of the seat when fully down. The window winder levers, the door release levers and the quarterlight vent knobs were also restyled. The remote release for the boot lid, located on the inside of the door opening on the B-post just under the door lock striker, was moved from the right hand side of the car to the left hand side. The location of this item was always independent of whether the car was left hand drive or right hand drive. Early (Series 1) 1750 GTV’s featured the same bumpers as the Giulia Sprint GT Veloce, with the front bumper modified to mount the indicator / sidelight units on the top of its corners, or under the bumper on US market cars. The Series 2 1750 GTV of 1970 introduced other mechanical changes, including a dual circuit braking system (split front and rear, with separate servos). The brake and clutch pedals on left hand drive cars were also of an improved pendant design, instead of the earlier floor-hinged type. On right hand drive cars the floor-hinged pedals were retained, as there was no space for the pedal box behind the carburettors. Externally, the series 2 1750 GTV is identified by new, slimmer bumpers with front and rear overriders. The combined front indicator and sidelight units were now mounted to the front panel instead of the front bumper, except again on the 1971-72 US/Canadian market cars. The interior was slightly modified, with the seats retaining the same basic outline but following a simpler design. 44,269 1750 GTVs were made before their replacement came along. That car was the 2000GTV. Introduced in 1971, together with the 2000 Berlina sedan and 2000 Spider, the 2 litre cars were replacements for the 1750 range. The engine displacement was increased to 1962 cc. The North American market cars had fuel injection, but everyone else retained carburettors.  Officially, both versions generated the same power, 130 hp at 5500 rpm. The interior trim was changed, with the most notable differences being the introduction of a separate instrument cluster, instead of the gauges installed in the dash panel in earlier cars. Externally the 2000 GTV is most easily distinguished by its grille with horizontal chrome bars, featuring protruding blocks forming the familiar Alfa heart in outline, smaller hubcaps with exposed wheel nuts, optional aluminium alloy wheels of the same size as the standard 5. 1/2J × 14 steel items, styled to the “turbina” design first seen on the alloy wheels of the Alfa Romeo Montreal, and the larger rear light clusters first fitted to United States market 1750 GTV’s were standard for all markets. From 1974 on, the 105 Series coupé models were rationalised and these external features became common to post-1974 GT 1300 Junior and GT 1600 Junior models, with only few distinguishing features marking the difference between models. 37,459 2000 GTVs were made before production ended and these days they are very sought after with prices having sky-rocketed in recent years.

As was still the practice in the 1970s, Alfa followed up the launch of the Alfetta Berlina with a very pretty coupe. Styled by Giugiaro, this car, initially called the GT, and premiered in the autumn of 1974,   looked completely unlike the saloon on which it was based. The first cars had 1.8 litre four cylinder engines and there was one of those on show. In 1976 the range was expanded both up and down with a 1.6 and a 2.0 model, the latter adopting the legendary GTV name. A rare SE model from this period was part of the display, complete with period vinyl roof (look closely), and although the pain does appear a bit like a lot of older Alfa reds, having gone rather pink, this was the actual shade when the car was new. In 1981, with the 2.5 litre V6 engine that had been developed for the ill-fated Alfa 6 luxury saloon available, Alfa was able to create a true rival for the 2.8 litre Capri with the GTV6. A facelift modernised the look of the car with plastic bumpers front and rear and a new interior looked rather better as well as being more ergonomically logical. There was a good mix of the earlier chrome bumpered and later plastic bumpered models, the last with 2.0 and 2.5 GTV6 versions both represented. There was also a car sporting 3.0 badging and right hand drive. This is a South African car. From 1974 South African Alfetta’s were manufactured at Alfa Romeo’s own Brits plant. South Africa was one of two markets to have a turbocharged GTV6, with a Garrett turbocharger and a NACA intake. An estimated 750 were assembled before all production ceased in 1986. The South African range included a 3.0 litre GTV-6, predating the international debut of the factory’s 3.0 litre engine in 1987 (for the Alfa 75). and 212 of these were built in South Africa for racing homologation. The last 6 GTV-6 3.0’s were fuel injected. To this day, the GTV-6 remains the quintessential Alfa Romeo for South Africans.

ASTON MARTIN

Follow on to the DB7 was the DB9 (there has never been a car called DB8 – supposedly because people might have assumed this meant a V8 engine), and there was a nice example here. Designed by Marek Reichmann and Hendrik Fisker, the DB9 was first shown at the 2003 Frankfurt Auto Show, in coupe form. It was widely praised for the beauty of its lines. This was the first model to be built at Aston Martin’s Gaydon facility. It was built on the VH platform, which would become the basis for all subsequent Aston models. The Aston Martin DB9 was initially launched equipped with a 6.0 litre V12 engine, originally taken from the V12 Vanquish. The engine produced 420 lbf·ft of torque at 5,000 rpm and a maximum power of 444 hp at 6,000 rpm, allowing the DB9 to accelerate from 0 to 60 mph in 4.7 seconds and a top speed of 299 km/h (186 mph). The engine largely sits behind the front-axle line to improve weight distribution. Changes to the engine for the 2013 model year increased the power to 503 hp and torque to 457 lb-ft, decreasing the 0 to 60 mph time to 4.50 seconds and with a new top speed is 295 km/h (183 mph). The DB9 was available with either a six-speed conventional manual gearbox from Graziano or a six-speed ZF automatic gearbox featuring paddle-operated semi-automatic mode. The gearbox is rear-mounted and is driven by a carbon-fibre tail shaft inside a cast aluminium torque tube. The DB9 was the first Aston Martin model to be designed and developed on Ford’s aluminium VH (vertical/horizontal) platform. The body structure is composed of aluminium and composites melded together by mechanically fixed self-piercing rivets and robotic assisted adhesive bonding techniques. The bonded aluminium structure is claimed to possess more than double the torsional rigidity of its predecessor’s, despite being 25 percent lighter. The DB9 also contains anti-roll bars and double wishbone suspension, supported by coil springs. To keep the back-end in control under heavy acceleration or braking, the rear suspension has additional anti-squat and anti-lift technology. Later versions of the car also features three modes for the tuning: normal, for every-day use, sport, for more precise movement at the cost of ride comfort, and track, which furthers the effects of the sport setting. The Aston Martin DB9 Volante, the convertible version of the DB9 coupe, followed a few months later. The chassis, though stiffer, uses the same base VH platform. To protect occupants from rollovers, the Volante has strengthened windscreen pillars and added two pop-up hoops behind the rear seats. The hoops cannot be disabled and will break the car’s rear window if deployed. In an effort to improve the Volante’s ride while cruising, Aston Martin have softened the springs and lightened the anti-roll bars in the Volante, leading to a gentler suspension. The retractable roof of the Volante is made of folding fabric and takes 17 seconds to be put up or down. The Volante weighs 59 kilograms (130 pounds) more than the coupe. The coupe and Volante both share the same semi-automatic and automatic gearboxes and engine. The car was limited to 266 km/h (165 mph) to retain the integrity of the roof. Like the coupe, the original Volante has 420 lb/ft of torque at 5,000 rpm and a maximum power of 450 hp at 6,000 rpm. The 0 to 60 mph slowed to 4.9 seconds due to the additional weight. The DB9 was facelifted in July 2008, which mainly amounted to an increase in engine power, to 476 hp and a redesigned centre console. Externally, the DB9 remained virtually unchanged. For the 2013 model year revision, Aston made minor changes to the bodywork by adapting designs from the Virage, including enlarging the recessed headlight clusters with bi-xenon lights and LED daytime strips, widening the front splitter, updating the grille and side heat extractors, updating the LED rear lights with clear lenses and integrating a new rear spoiler with the boot lid. .On newer models, like the coupe’s, the Volante’s horsepower and torque increased to 517 PS (510 hp) and 457 lb/ft respectively. As a finale for the model, a more powerful DB9 was released in 2015, called the DB9 GT. This had 540 bhp and 457 lb-ft of torque at 5500 rpm, giving a 0 to 60mph time of 4.4 seconds and 0 to 100mph in 10.2 seconds, with the standing quarter mile dispatched in 12.8 to 12.9 seconds and a top speed of 183mph.

Following the unveiling of the AMV8 Vantage concept car in 2003 at the North American International Auto Show designed by Henrik Fisker, the production version, known as the V8 Vantage was introduced at the Geneva Motor Show in 2005. The two seat, two-door coupé had a bonded aluminium structure for strength and lightness. The 172.5 inch (4.38 m) long car featured a hatchback-style tailgate for practicality, with a large luggage shelf behind the seats. In addition to the coupé, a convertible, known as the V8 Vantage Roadster, was introduced later in that year. The V8 Vantage was initially powered by a 4.3 litre quad-cam 32-valve V8 which produced 380 bhp at 7,300 rpm and 409 Nm (302 lb/ft) at 5,000 rpm. However, models produced after 2008 had a 4.7-litre V8 with 420 bhp and 470 Nm (347 lb/ft) of torque. Though based loosely on Jaguar’s AJ-V8 engine architecture, this engine was unique to Aston Martin and featured race-style dry-sump lubrication, which enabled it to be mounted low in the chassis for an improved centre of gravity. The cylinder block and heads, crankshaft, connecting rods, pistons, camshafts, inlet and exhaust manifolds, lubrication system and engine management were all designed in house by Aston Martin and the engine was assembled by hand at the AM facility in Cologne, Germany, which also built the V12 engine for the DB9 and Vanquish. The engine was front mid-mounted with a rear-mounted transaxle, giving a 49/51 front/rear weight distribution. Slotted Brembo brakes were also standard. The original V8 Vantage could accelerate from 0 to 60 mph in 4.8 seconds before topping out at 175 mph. In 2008, Aston Martin introduced an aftermarket dealer approved upgrade package for power and handling of the 4.3-litre variants that maintained the warranty with the company. The power upgrade was called the V8 Vantage Power Upgrade, creating a more potent version of the Aston Martin 4.3-litre V8 engine with an increase in peak power of 20 bhp to 400 bhp while peak torque increased by 10 Nm to 420 Nm (310 lb/ft). This consists of the fitting of the following revised components; manifold assembly (painted Crackle Black), valved air box, right and left hand side vacuum hose assemblies, engine bay fuse box link lead (ECU to fuse box), throttle body to manifold gasket, intake manifold gasket, fuel injector to manifold seal and a manifold badge. The V8 Vantage had a retail price of GB£79,000, US$110,000, or €104,000 in 2006, Aston Martin planned to build up to 3,000 per year. Included was a 6-speed manual transmission and leather-upholstery for the seats, dash board, steering-wheel, and shift-knob. A new 6-speed sequential manual transmission, similar to those produced by Ferrari and Lamborghini, called Sportshift was introduced later as an option. An open-topped model was added to the range in 2006 and then in the quest for more power a V12 Vantage joined the range not long after. All told, Aston produced 18 different versions of the model in a production run which continued until 2018, with a number of limited edition cars swelling the ranks.

AUDI

The styling of the Audi TT began in the spring of 1994 at the Volkswagen Group Design Center in California. The TT was first shown as a concept car at the 1995 Frankfurt Motor Show. The design is credited to J Mays and Freeman Thomas, with Hartmut Warkuss, Peter Schreyer, Martin Smith and Romulus Rost contributing to the interior design. A previously unused laser beam welding adaptation, which enabled seamless design features on the first-generation TT, delayed its introduction. Audi did not initially offer any type of automatic transmission option for the TT. However, from 2003, a dual clutch six-speed Direct-Shift Gearbox (DSG) became available, with the United Kingdom TT variants becoming the world’s first user of a dual clutch transmission configured for a right-hand drive vehicle, although the outright world first for a road car equipped with a dual clutch transmission was claimed earlier by a Volkswagen Group platform-mate, the left hand drive Volkswagen Golf Mk4 R32. The Audi TT takes its name from the successful motor racing tradition of NSU in the British Isle of Man TT (Tourist Trophy) motorcycle race. NSU marque began competing at the Isle of Man TT in 1907 with the UK manager Martin Geiger finishing in fifth position in the single-cylinder race. The 1938 Isle of Man Lightweight TT race was won by Ewald Kluge with a 250 cc supercharged DKW motor-cycle and the DKW and NSU companies later merged into the company now known as Audi. The TT name has also been attributed to the phrase “Technology & Tradition”.  The production model (internal designation Type 8N) was launched as a coupé in September 1998, followed by a roadster in August 1999. It is based on the Volkswagen Group A4 (PQ34) platform as used for the Volkswagen Golf Mk4, the original Audi A3, the Škoda Octavia, and others. The styling differed little from the concept, except for slightly reprofiled bumpers, and the addition of rear quarterlight windows behind the doors. Factory production commenced in October 1998. Early TT models received press coverage following a series of high-speed accidents and the related fatalities which occurred at speeds in excess of 112 mph (180 km/h) during abrupt lane changes or sharp turns. Both the coupé and roadster variants were recalled in late 1999/early 2000, to improve predictability of the car’s handling at very high speeds. Audi’s Electronic Stability Programme (ESP) or Anti Slip Regulation (ASR) and rear spoiler were added, along with modifications to the suspension system. All changes were incorporated into subsequent production. Mechanically, the TT shares an identical powertrain layout with its related Volkswagen Group-mates. The TT uses a transversely mounted internal combustion engine, with either front-wheel drive or ‘quattro four-wheel drive’ available as an option. It was first available with a 1.8-litre inline four-cylinder 20-valve turbocharged engine in two states of DIN-rated power outputs; 180 PS (178 bhp) and 225 PS (222 bhp). The engines share the same fundamental design, but the 225 PS version features a larger K04 turbocharger (180 PS version came with a smaller K03), an additional intercooler on the left side (complementing the existing right-side intercooler), larger 20mm wrist-pins, a dual tailpipe exhaust, intake manifold with inlet on driver’s side, and a few other internals – designed to accommodate the increase in turbo boost, from roughly 10 pounds per square inch (0.7 bar) peak, to 15 pounds per square inch (1.0 bar). Haldex Traction enabled four-wheel drive, ‘branded’ as “Quattro” was optional on the 180 engine, and standard on the more powerful 225 version. The original four-cylinder engine range was complemented with a 3,189 cc VR6 engine rated at 250 PS (247 bhp) and 320 Nm (236 lb/ft) of torque in early 2003, which came as standard with the quattro four-wheel-drive system. In July 2003, a new six-speed dual clutch transmission – dubbed the Direct-Shift Gearbox (DSG), which improves acceleration through much-reduced shift times, was offered, along with a stiffer suspension. The second generation TT was launched in 2006.

Still highly rated more than a decade after production ceased is the B7 generation RS4, seen here in regular Saloon guise. There was no RS4 built on the Audi “B6” platform that served as the basis for the Audi A4 between 2001 and 2005. However, after a long hiatus, the second Audi RS4 quattro (Typ 8E), was built on Audi’s “B7” A4 platform. It was unveiled in February 2005. The RS4 became available to European customers in mid-2006. It was introduced at the 2006 North American International Auto Show in January, and arrived in June 2006 in North America. The B7 RS4 was an almost complete departure from previous Audi “RS” cars, as it was initially available as a four-door five-seat saloon with a five-door five-seat Avant and two-door four-seat Cabriolet versions arriving later. Only the Audi RS6 had taken this similar route (saloon and Avant) before; the previous RS4 and RS2 were available exclusively as Avants. Constructed from fully galvanised steel, the B7 RS4 uses lightweight aluminium for its front wings and bonnet. The saloon version features a drag coefficient (Cd) of 0.31, from a frontal area of 2.17 m2. Like its B5 predecessor, visually, the B7 RS4 differs from its related B7 S4, by having even wider flared front and rear wheel arches, to allow for a wider axle track. Over the B7 A4, it also includes two larger frontal side air intakes (for the two additional side-mounted coolant radiators). The trim on the saloon and roof rails on the estate are chrome as standard but can also be found in black with the addition of the Optic Pack which includes a black front grill, all exterior trim and black roof rails on the estate version. The B7 RS4 also includes an optional adaptive headlights to complement the standard “Xenon Plus” (Bi-Xenon) High Intensity Discharge (HID) headlamps, which swivel around corners in conjunction with steering wheel movements. Also standard are daytime running lights (DRLs), found within the main headlamp housings, identical to its related B7 A4 and S4, and use a conventional tungsten filament bulb. An acoustic parking system with front and rear sensors is also a standard fitment. Unique carbon fibre interior trims, along with a lap timer within the central Driver Information System (DIS), aluminium pedal caps and footrest, and RS 4 logos complete the look. Kerb weight of the saloon variant starts at 1,650 kg (3,638 lb). The engine of the B7 RS4 is based on the existing all-alloy 4,163 cc V8 from the B6 S4, and shares many parts, and Fuel Stratified Injection, with the 4.2 FSI V8 engine in the Q7. The engine includes new cylinder block construction, and is a highly reworked, high-revving variant (redline at 8,000 rpm; rev limit of 8,250 rpm). The same engine base was used for the Audi R8 when Audi wanted to build their first supercar. However, the camshaft drive system was moved to the front of the block for the mid-engine R8. Audi factory numbers indicate that the B7 RS4 saloon can accelerate from 0 to 100 km/h (0 to 62 mph) in 4.8 seconds, and arrive at 0 to 200 km/h (0 to 124 mph) in 16.6 seconds. Top speed for all variants is “officially” electronically limited to 250 km/h (155.3 mph),  though some owners reported that the speed limiter is rather “liberal”, conforming to the pattern of previous Audi “RS” cars, with genuine top speeds of 270 km/h (168 mph) being recorded. The production run of the B7 RS 4 was 2006 to 2008 inclusive. Approximately 10,000 B7 RS4s were built, of which around 2,000 went to the USA.

AUSTIN HEALEY

Donald Healey had been producing a range of expensive sports cars from the 1940s, cars such as the Silverstone, the Abbott and the Farnham. For the 1952 London Motor Show, he produced a new design, which was called the Healey Hundred, based on Austin A90 mechanicals, which he intended to produce in-house at his small car company in Warwick. It was one of the stars of the 1952 Show, and it so impressed Leonard Lord, the Managing Director of Austin, who was looking for a replacement to the unsuccessful A90. that Lord struck a deal with Healey on the spot, to build it in quantity. Bodies made by Jensen Motors would be given Austin mechanical components at Austin’s Longbridge factory. The car was renamed the Austin-Healey 100, in reference to the fact that the car had a top speed of 100 mph. Production got under way in 1953, with Austin-Healey 100s being finished at Austin’s Longbridge plant alongside the A90 and based on fully trimmed and painted body/chassis units produced by Jensen in West Bromwich—in an arrangement the two companies previously had explored with the Austin A40 Sports. By early 1956, production was running at 200 cars a month, 150 of which were being sold in California. Between 1953 and 1956, 14,634 Austin-Healey 100s were produced, the vast majority of them, as was the case for most cars in this post war era, going for export. The car was replaced by an updated model in 1956, called the 100-6. It had a longer wheelbase,  redesigned bodywork with an oval shaped grille, a fixed windscreen and two occasional seats added (which in 1958 became an option with the introduction of the two-seat BN6 produced in parallel with the 2+2 BN4), and the engine was replaced by one based on the six-cylinder BMC C-Series engine. In 1959, the engine capacity was increased from 2.6 to 2.9 litres and the car renamed the Austin-Healey 3000. Both 2-seat and 2+2 variants were offered. It continued in this form until production ceased in late 1967. The Big Healey, as the car became known after the 1958 launch of the much smaller Austin-Healey Sprite, is a popular classic now. You come across the 3000 models more frequently than the 100s, as they accounted for more than 60% of all Big Healey production

BMW

Oldest of the BMW cars parked up outside was this 328, a sports car made between 1936 and 1940, with the body design credited to Peter Szymanowski, who became BMW chief of design after World War II (although technically the car was designed by Fritz Fiedler). It had a 1971cc straight 6 OHV engine and 3 solec carburettors which gave it an output of 79 bhp at 5000 rpm, and a top speed of 150 km/h, making this relatively light car ideal for motorsport. The 328 was introduced at the Eifelrennen race at the Nürburgring in 1936, where Ernst Henne drove it to win the 2.0 litre class. The 328 had more than 100 class wins in 1937, including the RAC Tourist Trophy, the Österreichische Alpenfahrt, and the La Turbie hillclimb. In 1938, the 328 won its class at Le Mans, the RAC Tourist Trophy, the Alpine Rally, and the Mille Miglia. The 328 won the RAC Rally in 1939 and came in fifth overall and first in class in the 1939 24 Hours of Le Mans. The car continued its competition career after the war, with Frank Pratt winning the 1948 Australian Grand Prix driving a 328.

The M3 version of the E46 3 Series was produced in coupé and convertible body styles. The E46 M3 is powered by the S54 straight-six engine and has a 0-100 km/h (62 mph) acceleration time of 5.1 seconds for the coupe, with either the manual or SMG-II transmission. The skid pad cornering results are 0.89 g for the coupe and 0.81 g for the convertible.The top speed is electronically limited to 250 km/h (155 mph). The available transmissions were a Getrag 420G 6-speed manual transmission or a SMG-II 6-speed automated manual transmission, which was based on the Getrag 420G. The SMG-II used an electrohydraulically actuated clutch and gearshifts could be selected via the gear knob or paddles mounted on the steering wheel. The SMG-II was praised for its fast shift times and racetrack performance, but some people found its shifts to be delayed and lurching in stop-start traffic. In 2005, a special edition was introduced which used several parts from the CSL. This model was called the M3 Competition Package (ZCP) in the United States and mainland Europe, and the M3 CS in the United Kingdom. Compared to the regular M3, the Competition Package includes: 19-inch BBS alloy wheels- 19″x 8″ at the front and 19″x 9.5″ at the rear; Stiffer springs (which were carried over to the regular M3 from 12/04); Faster ratio steering rack of 14.5:1 (compared with the regular M3’s ratio of 15.4:1) as per the CSL; Steering wheel from the CSL; M-track mode for the electronic stability control, as per the CSL; The CSL’s larger front brake discs (but with the regular M3 front calipers) and rear brake calipers with larger pistons; Alcantara steering wheel and handbrake covers; The engine, gearbox and other drivetrain components are the same as the standard M3. Total production of the E46 M3 was 56,133 coupes and 29,633 convertibles. The cars were assembled at the BMW Regensburg factory in Germany and production was from September 2000 until August 2006, production totalled 85,766.

The BMW Z3 is a range of two-seater sports cars which was produced from 1995 to 2002. The body styles of the range are:  2-door roadster (E36/7 model code) and 2-door coupé (E36/8 model code). The Z3 was based on the E36 3 Series platform, while using the rear semi-trailing arm suspension design of the older E30 3 Series. It is the first mass-produced Z Series car. Development on the roadster began in 1991 and was led by Burkhard Göschel. The exterior was designed by Joji Nagashima, being completed in mid-1992 at 39 months before production and the design was frozen in 1993.  Design patents were filed on April 2, 1994 in Germany and on September 27, 1994 in the US. The Z3 was introduced via video press release by BMW North America on June 12, 1995. Production began on September 20, 1995. Development on the coupé model was run by a group of BMW engineers outside of work in their own time. The Z3 Coupé shares the same platform and parts with the roadster, but features a chassis-stiffening hatch area and is 2.7 times stiffer in comparison.  The Z3 Coupé was unveiled at the 1997 Frankfurt Motor Show. The Z3 was the first BMW model to be solely manufactured outside of Germany. It was manufactured in Greer, South Carolina. The 4-cylinder models feature a single tailpipe, while 6-cylinder models have dual tailpipes, wider rear fenders (for pre-facelift models) and a revised front bumper. M models featured the same wider fenders as the 6 cylinder models but with unique front and rear bumpers, side mirrors and the M division’s first use of a quad exhaust pipe arrangement. The 1.8, 2.0, and 2.2i models were unavailable in the United States, though the U.S. was the only market to receive the 2.3 and 2.5 models. M models were introduced in 1998 in roadster and coupé body styles and were powered by the S50, S52, or S54 straight-six engine depending on country and model year. The M models came with a 5-speed manual transmission. Production ended on June 28, 2002, with the Z3 line replaced by the E85 Z4.

CHEVROLET

The Chevrolet Special Deluxe Series AH Fleetline was an automobile produced by US automaker Chevrolet from 1941 to 1952. From 1946 to 1948 it was a sub-series of the Chevrolet Fleetmaster rather than a series of the Special Deluxe and, from 1949 to 1951, it was a sub-series of both the Chevrolet Special and the Chevrolet Deluxe. In its final year it was offered only as a sub-series of the latter. In 1947, the Fleetline made up 71.26% of Chevrolet’s sales. For the years’ 1949 through 1952 models, the fastback was the only one offered, and Chevrolet dropped the Fleetline for 1953. The original series was produced through 1948. A redesigned Fleetline with reduced body contour and integrated rear fenders was offered for the 1949 through 1952 model years. It was referred to as a “fastback” because of its distinct sloping roof which extends through to the trunk lid. The Fleetline during the 1949 to 1950 years also has a lower look than a sedan, with the windshield being one inch shorter in height than a standard contemporary sedan. The 1949 to 1951 models were made in both four-door and two-door models, with only the lower portion of the doors being interchangeable with a sedan door. The Fleetline series is currently highly collectable. Many are made into street rods, with the common Chevrolet 350 small block V8 and the 350 or 400 turbo transmission being used. In the 1941 and 1942 model years, the 216 cid inline-six “Blue Flame” engine was the only one offered. It produced 90 bhp at 3,300 rpm, and in 1950 higher compression increased it to 92 bhp. Also in 1950, a 235.5 cid single-barrel carb six-cylinder engine with 105 bhp was added. A Fleetline of this vintage could easily exceed 80 mph without overdrive. In very early models, the transmission was a manual synchromesh three-speed, with vacuum-assisted shift, in which the “three-on-the-tree” shifter was able to be moved between gears by the slightest pressure on the lever. Third gear was direct, meaning the input and output are equal speeds. From 1950 through the 1952 final year of its production, an automatic transmission was offered, which was quite sluggish. Overdrive was a rare option. Connection to the third member rear-end was via an enclosed “torque tube” driveshaft. The brakes were hydraulic with all-wheel drums. In 1951, the brakes got larger.  The master cylinder was located below the floor connected on the frame rail, beneath the driver. Shock absorbers were of the lever type for the early years only. The windshield for all years was of a split, flat-glass type. The exterior sported smooth curves, chrome and stainless trim. In the earlier models the rear bumper had an optional centre bumper guard that had to be ratcheted out of the way so the trunk cover could be lifted. Front and rear bumpers had optional chrome “tips”, a dress-up item that bolted to the ends of the stock bumper. Not a Chevrolet option but a popular after market feature was a large external sunshade that protected the driver from glare off of the metal dash board. The 1949 to 1952 models were completely different from the earlier years’ with the fleetline “fastback” shape being quite distinct from a normal sedan shape. The fastback appearance was shared with all General Motors products from 1942 until 1949, where the appearance is called a “Club Coupe” or “Sedanette” depending on the brand. The interior had cloth bench seats and a metal dash sometimes with a simulated burle woodgrain. The radio was a simple mono vacuum tube type radio with integrated speaker. An ash tray was located in the right side of the dash, close to the clock.  Depending upon the year there were both choke and throttle cables on the dash. On the right side was the choke lever. In the earlier years the clock was integrated into the glove compartment door and was of a manual-wind seven-day type. In the 1949 and 1950 models the clock was next to the glove box and with the redesigned dash board, the clock was on the top of the dash, in a centre pod. Also, this revised dash had two round pods for the speedometer and the other gauges while the 1949 and 1950 models had one large round pod directly in front of the steering wheel on the dash.

The Camaro was GM’s very definite response to the huge success of Ford’s Mustang, which had been codenamed Panther. Although there had been rumours that GM was doing something, this was an era when even the journalists were surprised. and on June 21, 1966, around 200 automotive journalists of them were when they received a telegram from General Motors stating, “…please save noon of June 28 for important SEPAW meeting. Hope you can be on hand to help scratch a cat. Details will follow…(signed) John L. Cutter – Chevrolet public relations – SEPAW secretary.” The following day, the same journalists received another General Motors telegram stating, “Society for the Eradication of Panthers from the Automotive World will hold first and last meeting on June 28…(signed) John L. Cutter – Chevrolet public relations SEPAW secretary.” These telegrams were something of a puzzle at the time. On June 28, 1966, General Motors held a live press conference in Detroit’s Statler-Hilton Hotel. It was to be the first time in history that 14 cities were connected in real time for a press conference via telephone lines. Chevrolet general manager Pete Estes started the news conference stating that all attendees of the conference were charter members of the Society for the Elimination of Panthers from the Automotive World and that this would be the first and last meeting of SEPAW. Estes then announced a new car line, project designation XP-836, with a name that Chevrolet chose in keeping with other car names beginning with the letter C such as the Corvair, Chevelle, Chevy II, and Corvette. He claimed the name, suggests the comradeship of good friends as a personal car should be to its owner and that to us, the name means just what we think the car will do… go. The Camaro name was then unveiled. Automotive press asked Chevrolet product managers, what is a Camaro? and were told it was a small, vicious animal that eats Mustangs. According to the book “The Complete Book of Camaro: Every Model Since 1967”, the name Camaro was conceived by Chevrolet merchandising manager Bob Lund and General Motors vice president Ed Rollett, while they were reading the book Heath’s French and English Dictionary by James Boïelle and by de V. Payen-Payne printed in 1936.  Lund and Rollett found the word “camaro” in the French-English dictionary to mean friend, pal, or comrade. The article further repeated Estes’s statement of what the word camaro was meant to imply, that the car’s name “suggests the comradeship of good friends, as a personal car should be to its owner”. In fact, the actual French word that has that meaning is “camarade”, from which the English word “comrade” is derived, and not “camaro”.  “Camaro” is not a recognised word in the French language. Be that as it may, the Camaro was first shown at a press preview in Detroit, Michigan, on September 12, 1966, and then later in Los Angeles, California, on September 19, 1966. Public introduction of the new model was on September 26, 1966. The Camaro officially went on sale in dealerships on September 29, 1966, for the 1967 model year It was an instant success. The first generation model ran for three years before an all new second generation car premiered (late) for the 1970 model year.

FORD

Drawing on inspiration from the mid-engined Ford Mustang I concept vehicle, Lee Iacocca ordered development of a new “small car” to vice-president of design at Ford, Eugene Bordinat. Bordinat tasked Ford’s three design studios (Ford, Lincoln-Mercury, and Advanced Design) to create proposals for the new vehicle. The design teams had been given five goals for the design of the Mustang: It would seat four, have bucket seats and a floor mounted shifter, weigh no more than 2,500 pounds (1,100 kg) and be no more than 180 inches (4,572 mm) in length, sell for less than $2,500, and have multiple power, comfort, and luxury options. The Lincoln–Mercury design studio ultimately produced the winning design in the intramural contest, under Project Design Chief Joe Oros and his team of L. David Ash, Gale Halderman, and John Foster. Development of the Mustang was completed in a record 18 months from September 1962 to March 1964. and Iacocca himself championed the project as Ford Division general manager. The styling is often credited to one person, and that is not accurate, as this was very much a team effort, it has been reported by those involved. To decrease developmental costs, the Mustang used chassis, suspension, and drivetrain components derived from the Ford Falcon and Fairlane. It used a unitised platform-type frame from the 1964 Falcon, and welded box-section side rails, including welded crossmembers. Although hardtop Mustangs accounted for the highest sales, durability problems with the new frame led to the engineering of a convertible first, which ensured adequate stiffness. Overall length of the Mustang and Falcon was identical, although the Mustang’s wheelbase was slightly shorter. With an overall width of 68.2 in (1,732 mm), it was 2.4 in (61 mm) narrower, yet the wheel track was nearly identical. Shipping weight, approximately 2,570 lb (1,166 kg) with the straight six-cylinder engine, was also similar to the Falcon. A fully equipped V8 model weighed approximately 3,000 lb (1,361 kg). Although most of the mechanical parts were from the Falcon, the Mustang’s body was completely different; sporting a shorter wheelbase, wider track, lower seating position and lower overall height. An industry first, the “torque box” was an innovative structural system that greatly stiffened the Mustang’s construction and helped contribute to better handling. The car was launched in 17th April 1964, as a hardtop and a convertible, with the fastback version following in August. It was an instant sensation, with demand massively exceeding supply. Since it was introduced four months before the normal start of the 1965 production year and manufactured alongside 1964 Ford Falcons and 1964 Mercury Comets, the earliest Mustangs are widely referred to as the 1964½ model. Nevertheless, all “1964½” cars were given 1965 U.S. standard VINs at the time of production, and – with limited exception to the earliest of promotional materials – were marketed by Ford as 1965 models. The low-end model hardtop used a “U-code” 170 cu in (2.8 litre) straight-6 engine borrowed from the Falcon, as well as a three-speed manual transmission and retailed for US$2,368. Standard equipment for the early 1965 Mustangs included black front seat belts, a glove box light, and a padded dash board. Production began in March 1964 and official introduction following on April 17 at the 1964 World’s Fair. V8 models got a badge on the front fender that spelled out the engine’s cubic inch displacement (“260” or “289”) over a wide “V.” This emblem was identical to the one on the 1964 Fairlane. Several changes to the Mustang occurred at the start of the “normal” 1965 model year in August 1964, about four months after its introduction. These cars are known as “late 65’s”. The engine lineup was changed, with a 200 cu in (3.3 litre) “T-code” engine that produced 120 hp. Production of the Fairlane’s “F-code” 260 cu in (4.3 litre) engine ceased when the 1964 model year ended. It was replaced with a new 200 hp “C-code” 289 cu in (4.7 litre) engine with a two-barrel carburettor as the base V8. An “A-code” 225 hp four-barrel carburettor version was next in line, followed by the unchanged “Hi-Po” “K-code” 271 hp 289. The DC electrical generator was replaced by a new AC alternator on all Fords (a way to distinguish a 1964 from a 1965 is to see if the alternator light on the dash says “GEN” or “ALT”). The Mustang GT version was introduced as the “GT Equipment Package” and included a V8 engine (most often the 225 hp 289), grille-mounted fog lamps, rocker panel stripes, and disc brakes. In the interior the GT option added a different instrument panel that included a speedometer, fuel gauge, temp. gauge, oil pressure gauge and ammeter in five round dials (the gauges were not marked with numbers, however.) A four-barrel carburettor engine was now available with any body style. Additionally, reverse lights were an option added to the car from August 1964 production. In 1965, the Shelby Mustang was born, it was available only in newly introduced fastback body version with its swept-back rear glass and distinctive ventilation louvres. The standard interior features of the 1965 Mustang included adjustable driver and passenger bucket seats, an AM radio, and a floor mounted shifter in a variety of colour options. Ford added additional interior options during the 1965 model year. The Interior Decor Group was popularly known as “Pony Interior” due to the addition of embossed running ponies on the seat fronts, and also included integral armrests, woodgrain appliqué accents, and a round gauge cluster that would replace the standard Falcon instrumentation. Also available were sun visors, a (mechanical) remote-operated mirror, a floor console, and a bench seat. Ford later offered an under-dash air-conditioning unit, and discontinued the vinyl with cloth insert seat option, offered only in early 1965 models. One option designed strictly for fun was the Rally-Pac. Introduced in 1963 after Ford’s success at that year’s Monte Carlo Rally and available on other Ford and Mercury compacts and intermediates, the Rally-Pac was a combination clock and tachometer mounted to the steering column. It was available as a factory ordered item for US$69.30. Installed by a dealer, the Rally-Pac cost US$75.95.A 14″ rim option was available for Rally-pac and GT350R vehicles widening front and rear track to 57.5″. Reproductions are presently available from any number of Mustang restoration parts sources. A compass, rear seat belts, A/C, and back-up lights were also optional. The 1966 Mustang debuted with moderate trim changes including a new grille, side ornamentation, wheel covers and filler cap. Ford’s new C-4 “cruise-o-matic” three-speed auto transmission became available for the 225 hp V8. The 289 “HiPo” K-code engine was also offered with a c4 transmission, but it had stronger internals and can be identified by the outer casing of the servo which is marked with a ‘C’. The long duration solid-lifter camshaft that allowed the high revving 289 to make the horsepower it was known for, was not friendly for a low stall speed automatic torque converter. The “HiPo” could be spotted very easily by the 1-inch-thick vibration damper, (as compared to 1/2 inch on the 225-hp version) and the absence of a vacuum advance unit on the dual point distributor. With the valve covers off, there is a large letter “K” stamped between the valve springs, along with screw in studs (vs. a pressed in stud for other 289s) for the adjustable rocker arms. A large number of new paint and interior color options, an AM/eight-track sound system, and one of the first AM/FM mono automobile radios were also offered. It also removed the Falcon instrument cluster; the previously optional features, including the round gauges and padded sun visors, became standard equipment. The Mustang would be the best-selling convertible in 1966, with 72,119 sold, beating the number two Impala by almost 2:1. The 1965 and 1966 Mustangs are differentiated by variations in the exterior, despite similar design. These variations include the emblem on the quarter-panels behind the doors. From August 1964 production, the emblem was a single vertical piece of chrome, while for 1966 models the emblem was smaller in height and had three horizontal bars extending from the design, resembling an “E”. The front intake grilles and ornaments were also different. The 1965 front grille used a “honeycomb” pattern, while the 1966 version was a “slotted” style. While both model years used the “Horse and Corral” emblem on the grille, the 1965 had four bars extending from each side of the corral, while on the 1966, these bars were removed. The 1966 model year saw introduction of ‘High Country Special’ limited edition, 333 of them were sold in Colorado, Wyoming, and Nebraska. When Ford wanted to introduce the Mustang in Germany, they discovered that Krupp company had already registered the name for a truck. The German company offered to sell the rights for US$10,000. Ford refused and removed Mustang badges from exported units, instead naming the cars as T-5 (a pre-production Mustang project name) for the German market until 1979 when Krupp copyrights expired. In 1965, Harry Ferguson Research purchased 3 Mustang notchbacks and converted them to 4×4 in an attempt to sell potential clients on their FF AWD system.  A similar system was used in the Ferguson P99 Formula One car, and would go on to be featured in the Jensen FF, widely considered the first AWD passenger car. As in the Jensen FF, the AWD Mustangs also featured an ABS braking system, long before such a feature was commonplace. Ford Australia organised the importation and conversion of 1966 Mustang to right-hand-drive for the Australian market. This coincided with the launch of new XR Falcon for 1966, which was marketed as “Mustang-bred Falcon”. To set the official conversion apart from the cottage industry, the RHD Mustangs were called “Ford Australia Delivered Mustang” and had compliance plates similar to XR Falcon. About 209 were imported to Australia with 48 units were converted in 1965 while the further 161 were done in 1966. The 1967 model year Mustang was the first redesign of the original model. Ford’s designers began drawing up a larger version even as the original was achieving sales success, and while “Iacocca later complained about the Mustang’s growth, he did oversee the redesign for 1967 .” The major mechanical feature was to allow the installation of a big-block V8 engine. The overall size, interior and cargo space were increased. Exterior trim changes included concave taillights, side scoop (1967 model) and chrome (1968 model) side ornamentation, square rear-view mirrors, and usual yearly wheel and gas cap changes. The high-performance 289 option was placed behind the newer 335 hp 6.4 litre FE engine from the Ford Thunderbird, which was equipped with a four-barrel carburettor. During the mid-1968 model year, a drag racer for the street could be ordered with the optional 428 cu in (7.0 litre) Cobra Jet engine which was officially rated at 335 hp. All of these Mustangs were issued R codes on their VIN’s. The 1967 Deluxe Interior was revised, discontinuing the embossed running horse motif on the seat backs (the source for the “pony interior” nickname) in favor of a new deluxe interior package, which included special colour options, brushed aluminium (from August 1966 production) or woodgrain dash trim, seat buttons, and special door panels. The hardtop also included upholstered quarter trim panels, a carryover from the 1965-66 deluxe interior. The 1967 hardtop also had the chrome quarter trim caps, carried over from 1965-66, but these were painted to match the interior in 1968 models. The 1967 deluxe interior included stainless steel-trimmed seat back shells, similar to those in the Thunderbird. These were dropped at the end of the 1967 model year, and were not included in the woodgrain-trimmed 1968 interior. The deluxe steering wheel, which had been included in the deluxe interior for the 1965-66, became optional, and could also be ordered with the standard interior. The 1968 models that were produced from January 1968 were also the first model year to incorporate three-point lap and shoulder belts (which had previously been optional, in 1967-68 models) as opposed to the standard lap belts. The air-conditioning option was fully integrated into the dash, the speakers and stereo were upgraded, and unique center and overhead consoles were options. The fastback model offered the option of a rear fold-down seat, and the convertible was available with folding glass windows. Gone was the Rally-Pac, since the new instrument cluster had provisions for an optional tachometer and clock. Its size and shape also precluded the installation of the accessory atop the steering column.  The convenience group with four warning lights for low fuel, seat belt reminder, parking brake not released, and door ajar were added to the instrument panel, or, if one ordered the optional console and A/C, the lights were mounted on the console. Changes for the 1968 model increased safety with a two-spoke energy-absorbing steering wheel, along with newly introduced shoulder belts. Other changes included front and rear side markers, “FORD” lettering removed from hood, rearview mirror moved from frame to windscreen, a 302 cu in (4.9 litre) V8 engine was now available, and C-Stripe graphics were added. The California Special Mustang, or GT/CS, was visually based on the Shelby model and was only sold in Western states. Its sister, the ‘High Country Special’, was sold in Denver, Colorado. While the GT/CS was only available as a coupe, the ‘High Country Special’ model was available in fastback and convertible configurations during the 1966 and 1967 model years, and as a coupe for 1968. The 1968 Ford Mustang GT Fastback reached iconic status after it was featured in the 1968 film Bullitt, starring Steve McQueen. In the film, McQueen drove a modified 1968 Mustang GT 2+2 Fastback chasing a Dodge Charger through the streets of San Francisco. There were further annual updates until the model’s replacement in 1973, but with each the car got steadily bigger and less overtly sporty. Sales reduced, too, suggesting that Ford were losing their way. Mustang II did not fix that, of course, but gradually, the legendary nameplate has returned to delivering the same sort of promise as those early and much loved cars were able to do.

The squarer-styled Escort Mark II version appeared in January 1975. The first production models had rolled off the production lines on 2 December 1974. Unlike the first Escort (which was developed by Ford of Britain), the second generation was developed jointly between the UK and Ford of Germany. Codenamed “Brenda” during its development, it used the same mechanical components as the Mark I. The 940 cc engine was still offered in Italy where the smaller engine attracted tax advantages, but in the other larger European markets in Europe it was unavailable. The estate and van versions used the same panelwork as the Mark I, but with the Mark II front end and interior. The car used a revised underbody, which had been introduced as a running change during the last six months production of the Mark I. Rear suspension still sat on leaf springs though some contemporaries such as the Hillman Avenger had moved on to coil springs. The car came in for criticism for its lack of oddments space, with a glove compartment only available on higher end models, and its stalk-mounted horn. The “L” and “GL” models (2-door, 4-door, estate) were in the mainstream private sector, the “Sport”, “RS Mexico”, and “RS2000” in the performance market, the “Ghia” (2-door, 4-door) for a hitherto untapped small car luxury market, and “base / Popular” models for the bottom end. Panel-van versions catered to the commercial sector. The 1598 cc engine in the 1975 1.6 Ghia produced 84 hp with 92 ft·lbft torque and weighed 955 kg (2105 lb). A cosmetic update was given in 1978 with L models gaining the square headlights (previously exclusive to the GL and Ghia variants) and there was an upgrade in interior and exterior specification for some models. Underneath a wider front track was given. In 1979 and 1980 three special edition Escorts were launched: the Linnet, Harrier and Goldcrest. Production ended in Britain in August 1980, other countries following soon after

JAGUAR

The Jaguar Mark 1 is a British saloon car produced by Jaguar between 1955 and 1959. It was referred to in contemporary company documentation as the Jaguar 2.4 Litre and Jaguar 3.4 Litre. Its designation as Mark 1 was retroactive, following its October 1959 replacement by Jaguar’s 2.4-litre Mark 2. The 2.4 Litre was the company’s first small saloon since the end of its 1½ and 2½ Litre cars in 1949, and was an immediate success, easily outselling the larger much more expensive Jaguar saloons. The 2.4 Litre saloon was announced on 28 September 1955. The 3.4 Litre saloon announced 17 months later in the U.S. on 26 February 1957 was designed for the American market and was not at first freely available on the domestic market. In 1951 Jaguar relocated to Daimler’s Browns Lane plant which provided not merely sufficient production capacity for their existing range, but enabled them to move into the middle-weight executive saloon sector, then occupied in the UK by cars such as the stately Humbers, the bulbous Standard Vanguard and the heavy Rover P4. Jaguar’s new 2.4 and 3.4 introduced a modern style and a new level of performance to this respectable company. Although having a family resemblance to the larger Mark VII, the Mark I differed in many ways. It was the first Jaguar with unitary construction of body and chassis. The independent front suspension featured double wishbones, coil springs, telescopic dampers, and an anti-roll bar, all carried in a separate subframe mounted to the body by rubber bushes (with only minor revisions, this system was used on subsequent Jaguar saloons including early versions of the XJ). The live rear axle used a simplified version of the D-Type suspension, with inverted semi-elliptic springs cantilevered into the main body frame with the rear quarter section carrying the axle and acting as trailing arms. Transverse location was secured by a Panhard rod, the system being a significant improvement over other contemporary Jaguar saloons and sports cars (the reason for the unusual inverted leaf spring arrangement was the same as for the D-Type: to transfer all rear axle loads forward to the unitary body shell. The rear of the car was unstressed). The rear wheel track was some 4.5 in (114 mm) narrower than the front track and looked peculiar from behind, a feature that was blamed (probably incorrectly) for excessive understeer at low speed.[7] It was reported to be better balanced at higher speeds – indeed, the narrower track was deemed to assist high speed straight-line stability and was a feature incorporated in many record-breaking cars of pre and post-War design. Nevertheless, it is probable that the narrower rear track was occasioned by the lack of a suitably dimensioned component from Salisbury, the axle manufacturer. The interior was of similar design to the contemporary Jaguar saloons and sports cars, with most of the dials and switches being located on the central dashboard between the driver and passenger. This arrangement reduced the differences between LHD and RHD versions. Although its profile was very different from that of previous Jaguars, the side window surrounds and opening rear “no draught ventilator” (quarterlight) windows are reminiscent of Jaguar Mark IV saloons. At launch the car had 11.125 in drum brakes but from the end of 1957 got the innovative (at the time) option of disc brakes on all four wheels. The car was available in standard or special equipment versions with the former lacking a tachometer, heater (available as an option), windscreen washers, fog lights and cigarette lighter. Both versions did however have leather upholstery and polished walnut trim. The Mark 1 was initially offered with a 2.4 litre short-stroke version of the XK120’s twin-cam six-cylinder engine, first rated at 112bhp net by the factory at the launch in 1955. From February 1957 the larger and heavier 3.4 litre 210bhp (gross) unit already used in the Jaguar Mark VIII also became available, largely in response to pressure from US Jaguar dealers. Wire wheels became available. The 3.4 had a larger front grille for better cooling, a stronger rear axle and rear-wheel covers (spats) were cut away to accommodate the wire wheels’ knock-off hubcaps. The 2.4 Litre was also given the larger grille. After 200 cars had been built and sent to USA and just prior to the car’s announcement, a major factory fire destroyed 3.4 Litre production facilities. In September 1957 a three-speed Borg-Warner automatic transmission (previously an export-only option) became available with either engine, and Dunlop disc brakes for all four wheels were made available as an optional extra on all Jaguar models except the Mark VIII saloon.[8] 19,992 of the 2.4 and 17,405 of the 3.4 Litre versions were made.

The Series 1 E Type was introduced, initially for export only, in March 1961. The domestic market launch came four months later in July 1961. The cars at this time used the triple SU carburetted 3.8-litre six-cylinder Jaguar XK6 engine from the XK150S. Earlier built cars utilised external bonnet latches which required a tool to open and had a flat floor design. These cars are rare and more valuable. After that, the floors were dished to provide more leg room and the twin bonnet latches moved to inside the car. The 3.8-litre engine was increased to 4,235 cc in October 1964. The 4.2-litre engine produced the same power as the 3.8-litre (265 bhp) and same top speed (150 mph), but increased torque approximately 10% from 240 to 283 lb/ft. Acceleration remained pretty much the same and 0 to 60 mph times were around 6.4 seconds for both engines, but maximum power was now reached at 5,400 rpm instead of 5,500 rpm on the 3.8-litre. That all meant better throttle response for drivers that did not want to shift down gears. The 4.2-litre’s block was completely redesigned, made longer to accommodate 5 mm (0.20 in) larger bores, and the crankshaft modified to use newer bearings. Other engine upgrades included a new alternator/generator and an electric cooling fan for the radiator. Autocar road tested a UK spec E-Type 4.2 fixed head coupé in May 1965. The maximum speed was 153 mph, the 0–60 mph time was 7.6 seconds and the 1⁄4 mile from a standing start took 15.1 seconds. They summarised it as “In its 4.2 guise the E-Type is a fast car (the fastest we have ever tested) and offers just about the easiest way to travel quickly by road.”. Motor magazine road tested a UK spec E-Type 4.2 fixed head coupé in Oct 1964. The maximum speed was 150 mph, the 0–60 mph time was 7 seconds and the 1⁄4 mile time was 14.9 seconds. They summarised it as “The new 4.2 supersedes the early 3.8 as the fastest car Motor has tested. The absurd ease which 100 mph can be exceeded in a 1⁄4 mile never failed to astonish. 3,000 miles (4,828 km) of testing confirms that this is still one of the world’s outstanding cars”. All E-Types featured independent coil spring rear suspension designed and developed by R J Knight with torsion bar front ends, and four wheel disc brakes, in-board at the rear, all were power-assisted. The Coventry engineers spared nothing with regards to high automotive technology in braking. Like several British car builders of the middle and late 1950s, the four-wheel disc brakes were also used in that era by Austin-Healey, MG,putting the British far ahead of Ferrari, Maserati, Alfa Romeo, Porsche, and Mercedes-Benz. Even Lanchester tried an abortive attempt to use copper disc brakes in 1902. Jaguar was one of the first vehicle manufacturers to equip production cars with 4 wheel disc brakes as standard from the XK150 in 1958. The Series 1 (except for late 1967 models) can be recognised by glass-covered headlights (up to 1967), small “mouth” opening at the front, signal lights and tail-lights above bumpers and exhaust tips under the number plate in the rear. 3.8-litre cars have leather-upholstered bucket seats, an aluminium-trimmed centre instrument panel and console (changed to vinyl and leather in 1963), and a Moss four-speed gearbox that lacks synchromesh for first gear (“Moss box”) on all except very last cars. 4.2-litre cars have more comfortable seats, improved brakes and electrical systems, and, obviously, an all-synchromesh Jaguar designed four-speed gearbox. 4.2-litre cars also have a badge on the boot proclaiming “Jaguar 4.2 Litre E-Type” (3.8 cars have a simple “Jaguar” badge). Optional extras included chrome spoked wheels and a detachable hard top for the OTS. When leaving the factory the car was originally fitted with Dunlop 6.40 × 15-inch RS5 tyres on 15 × 5K wire wheels (with the rear fitting 15 × 5K½ wheels supplied with 6.50 X15 Dunlop Racing R5 tyres in mind of competition). Later Series One cars were fitted with Dunlop 185 – 15 SP41 or 185 VR 15 Pirelli Cinturato as radial ply tyres. A 2+2 version of the fastback coupé was added in 1966. The 2+2 offered the option of an automatic transmission. The body is 9 in (229 mm) longer and the roof angles are different. The roadster and the non 2+2 FHC (Fixed Head Coupé) remained as two-seaters. Less widely known, right at the end of Series 1 production, but prior to the transitional “Series 1½” referred to below, a small number of Series 1 cars were produced with open headlights. These Series 1 cars had their headlights modified by removing the covers and altering the scoops they sit in, but these Series 1 headlights differ in several respects from those later used in the Series 1½ (or 1.5), the main being they are shorter at 143 mm from the Series 1½ at 160 mm. Production dates on these machines vary but in right-hand drive form production has been verified as late as July 1968. They are not “rare” in the sense of the build of the twelve lightweights, but they are certainly uncommon; they were not produced until January 1967 and given the foregoing information that they were produced as late as July 1968, it appears that there must have been an overlap with the Series 1.5 production, which began in August 1967 as model year 1968 models. These calendar year/model year Series 1 E-Types are identical to other 4.2-litre Series 1 examples in every respect except for the open headlights; all other component areas, including the exterior, the interior, and the engine compartment are the same, with the same three SU carburettors, polished aluminium cam covers, center dash toggle switches, etc. Following the Series 1 there was a transitional series of cars built in 1967–68 as model year 1968 cars, unofficially called “Series 1½.” Due to American pressure the new features were not just open headlights, but also different switches (black rocker switches as opposed to the Series 1 toggle switches), de-tuning for emissions (using two Zenith-Stromberg carburettors instead of the original three SUs) for US models, ribbed cam covers painted black except for the top brushed aluminium ribbing, bonnet frames on the OTS that have two bows, and other changes. Series 1½ cars also have twin cooling fans and adjustable seat backs. The biggest change between 1961–1967 Series 1 E-Types and the 1968 Series 1.5 was the reduction in the number of carburettors from 3 to just 2 (North America), resulting in a loss in horsepower. Series 2 features were gradually introduced into the Series 1, creating the unofficial Series 1½ cars, but always with the Series 1 body style. A United States federal safety law affecting 1968 model year cars sold in the US was the reason for the lack of headlight covers and change in dash switch design in the “Series 1.5” of 1968. An often overlooked change, one that is often “modified back” to the older style, is the wheel knock-off “nut.” US safety law for 1968 models also forbade the winged-spinner knockoff, and any 1968 model year sold in the US (or earlier German delivery cars) should have a hexagonal knockoff nut, to be hammered on and off with the assistance of a special “socket” included with the car from the factory. This hexagonal nut carried on into the later Series 2 and 3. The engine configuration of the US Series 1.5s was the same as is found in the Series 2. An open 3.8-litre car, actually the first such production car to be completed, was tested by the British magazine Motor in 1961 and had a top speed of 149.1 mph and could accelerate from 0 to 60 mph in 7.1 seconds. A fuel consumption of 21.3 mpg was recorded. The test car cost £2,097 including taxes.The cars submitted for road test by the motoring journals of the time (1961) such as Motor, Autocar and Autosport magazines were prepared by the Jaguar works. This work entailed engine balancing and subtle tuning work such as gas-flowing checking the cylinder heads but otherwise production built engines. Both of the well-known 1961 road test cars: the E-Type coupé Reg. No. 9600 HP and E-Type Convertible Reg. No. 77 RW, were fitted with Dunlop Racing Tyres on test, which had a larger rolling diameter and lower drag coefficient. This goes some way to explaining the 150 mph (240 km/h) maximum speeds that were obtained under ideal test conditions. The maximum safe rev limit for standard 6-cylinder 3.8-litre E-Type engines is 5,500 rpm. The later 4.2-Litre units had a red marking on the rev counter from just 5,000 rpm. Both 3.8 test cars may have approached 6,000 rpm in top gear when on road test, depending on final drive ratio. Production numbers were as follows:  15,490 of the 3.8s, 17,320 of the 4.2s and 10,930 of the 2+2s. And by body style there were 15,442 of the FHC, 17,378 of the OTS and 5,500 of the 2+2, making a total of 38,419 of the Series 1 car.

Few would have guessed that the XJS would run for over 20 years, but eventually it came time for its replacement, and the car charged with so doing was the XK8.  Development began in 1992, with design work having starting earlier, in late 1991. By October 1992 a design was chosen and later frozen for production in 1993. Prototypes were built from December 1993 after the X100 was given formal approval and design patents were filed in June 1994. Development concluded in 1996, at which point the car was launched. The first-generation XK series shares its platform with the Aston Martin DB7, and both cars are derived from the Jaguar XJS, though the platform has been extensively changed. One of the revisions is the use of the second generation of Jaguar’s independent rear suspension unit, taken from the XJ40. The XK8 was available in coupé or convertible body styles and with the then new 4.0-litre Jaguar AJ-V8 engine. In 1998 the XKR was introduced with a supercharged version of the engine. 2003 the engines were replaced by the 4.2-litre AJ34 engines in both the normally aspirated and supercharged versions. Equipment levels were generous and there was a high standard of fit and finish. Both models came with all-leather interior, burl walnut trim, and side airbags. Jeremy Clarkson, during a Top Gear test-drive, likened the interior of the original XK8 to sitting inside Blenheim Palace. The model ran for 10 years before being replaced by the X150 model XK.

LAND ROVER

The Land Rover was conceived by the Rover Company in 1947 during the aftermath of World War II. Before the war Rover had produced luxury cars which were not in demand in the immediate post-war period and raw materials were strictly rationed to those companies building construction or industrial equipment, or products that could be widely exported to earn crucial foreign exchange for the country. Also, Rover’s original factory in Coventry had been bombed during the war, forcing the company to move into a huge “shadow factory” built just before the war in Solihull near Birmingham, previously used to construct Bristol Hercules aircraft engines. This factory was now empty but starting car production there from scratch would not be financially viable. Plans for a small, economical car known as the M Type were drawn up, and a few prototypes made, but would be too expensive to produce. Maurice Wilks, Rover’s chief designer came up with a plan to produce a light agricultural and utility vehicle, of a similar concept to the Willys Jeep used in the war, but with an emphasis on agricultural use. He was possibly inspired by the Standard Motor Company, who faced similar problems and were producing the highly successful Ferguson TE20 tractor in their shadow factory in Coventry. More likely, he used his own experience of using an army-surplus Jeep on his farm in Anglesey, North Wales. His design added a power take-off (PTO) feature since there was a gap in the market between jeeps and tractors (which offered the feature but were less flexible as transport). The original Land Rover concept (a cross between a light truck and a tractor) is similar to the Unimog, which was developed in Germany during this period. The first prototype had a distinctive feature — the steering wheel was mounted in the middle of the vehicle. It hence became known as the “centre steer”. It was built on a Jeep chassis and used the engine and gearbox out of a Rover P3 saloon car. The bodywork was handmade out of an aluminium/magnesium alloy called Birmabright, to save on steel, which was closely rationed. The choice of colour was dictated by military surplus supplies of aircraft cockpit paint, so early vehicles only came in various shades of light green. The first pre-production Land Rovers were being developed in late 1947 by a team led by engineer Arthur Goddard. Tests showed this prototype vehicle to be a capable and versatile machine. The PTO drives from the front of the engine and from the gearbox to the centre and rear of the vehicle allowed it to drive farm machinery, exactly as a tractor would. It was also tested ploughing and performing other agricultural tasks. However, as the vehicle was readied for production, this emphasis on tractor-like usage decreased and the centre steering proved impractical in use. The steering wheel was mounted off to the side as normal, the bodywork was simplified to reduce production time and costs and a larger engine was fitted, together with a specially designed transfer gearbox to replace the Jeep unit. The result was a vehicle that didn’t use a single Jeep component and was slightly shorter than its American inspiration, but wider, heavier, faster and still retained the PTO drives. The Land Rover was designed to only be in production for two or three years to gain some cash flow and export orders for the Rover Company so it could restart up-market car production. Once car production restarted, however, it was greatly outsold by the off-road Land Rover, which developed into its own brand that remains successful today. Many of the defining and successful features of the Land Rover design were in fact the result of Rover’s drive to simplify the tooling required for the vehicle and to use the minimum amount of rationed materials. As well as the aluminium alloy bodywork (which has been retained throughout production despite it now being more expensive than a conventional steel body due to its ideal properties of light weight and corrosion resistance) other examples include the distinctive flat body panels with only simple, constant-radius curves (originally used because they could be cut and formed by hand from aluminium sheet on a basic jig) and the sturdy box-section ladder chassis, which on series vehicles was made up from four strips of steel welded at each side to form a box, thus cutting down on the complex operations required when making a more conventional U- or I-section frame. Land Rover entered production in 1948 with what has later been termed the Series I. This was launched at the Amsterdam Motor Show. It was designed for farm and light industrial use, with a steel box-section chassis and an aluminium body. Originally the Land Rover was a single model offering, which from 1948 until 1951 used an 80-inch wheelbase and a 1.6-litre petrol engine producing around 50 bhp. The four-speed gearbox from the Rover P3 was used, with a new two-speed transfer box. This incorporated an unusual four-wheel-drive system, with a freewheel unit (as used on several Rover cars of the time). This disengaged the front axle from the manual transmission on the overrun, allowing a form of permanent 4WD. A ring-pull mechanism in the driver’s footwell allowed the freewheel to be locked to provide more traditional 4WD. This was a basic vehicle: tops for the doors and a roof (canvas or metal) were optional extras. In 1950, the lights moved from a position behind the grille to protruding through the grille. From the beginning it was realised that some buyers would want a Land Rover’s abilities without the spartan interiors. In 1949, Land Rover launched a second body option called the “Station Wagon”, fitted with a body built by Tickford, a coachbuilder known for their work with Rolls-Royce and Lagonda. The bodywork was wooden-framed and had seating for seven people. Tickford was well equipped in comparison with the standard Land Rover, having leather seats, a heater, a one-piece laminated windscreen, a tin-plate spare wheel cover, some interior trim and other options. The wooden construction made them expensive to build. The Tickford was taxed as a private car, which attracted high levels of Purchase Tax unlike the original Land Rover. As a result, fewer than 700 Tickfords were sold, and all but 50 were exported. In 1952 and 1953, a larger 2.0-litre petrol engine was fitted. This engine has Siamese bores, meaning that there are no water passages for cooling between the cylinders. During 1950, the unusual semi-permanent 4WD system was replaced with a more conventional setup, with drive to the front axle being taken through a simple dog clutch. Around this time the Land Rover’s legal status was also clarified. As mentioned above, the Land Rover was originally classed as a commercial vehicle, meaning it was free from purchase tax. However, this also meant it was limited to a speed of 30 mph on British roads. After an appeal to the Law Lords after an owner was charged with exceeding this limit, the Land Rover was classified as a “multi-purpose vehicle” which was only to be classed as a commercial vehicle if used for commercial purposes. The 1954 model year brought major changes. The 80-inch wheelbase model was replaced by an 86-inch wheelbase model, and a 107-inch wheelbase “pick up” version was introduced. The extra wheelbase was added behind the cab area to provide additional load space. In mid-1954 the “spread bore” petrol engine was introduced (from engines 5710xxxx), allowing better cooling between the cylinders. This had been introduced in the Rover car the year before. The engine was modified again in 1955 (from engine 1706xxxxx), sometimes known as the ‘later’ spread bore. September 1955 saw the introduction of the first five-door model, on the 107-inch chassis known as the “station wagon” with seating for up to ten people. The 86-inch station wagon was a three-door, seven-seater. The new station wagons were very different from the previous Tickford model, being built with simple metal panels and bolt-together construction instead of the complex wooden structure of the older Station Wagon. They were intended to be used both as commercial vehicles as people-carriers for transporting workmen to remote locations, as well as by private users. Like the Tickford version, they came with basic interior trim and equipment such as roof vents and interior lights. The Station Wagons saw the first expansion of the Land Rover range. Station Wagons were fitted with a “Safari Roof” which consisted of a second roof skin fitted on top of the vehicle. This kept the interior cool in hot weather and reduced condensation in cold weather. Vents fitted in the roof allowed added ventilation to the interior. While they were based on the same chassis and drivetrains as the standard vehicles, Station Wagons carried different chassis numbers, special badging, and were advertised in separate brochures. Unlike the original Station Wagon, the new in-house versions were highly popular. In mid-1956 the wheelbases were extended by 2 inches to 88 inches and 109 inches and the front chassis cross-member was moved an inch forward, to accommodate the new diesel engine, to be an option the following year. This change was made to all models with the exception of the 107 Station Wagon, which would never be fitted with a diesel engine, and would eventually be the last series I in production. These dimensions were to be used on all Land Rovers for the next 25 years. In 1957 a brand new 2.0-litre diesel engine was introduced that, despite the similar capacity, was not related to the petrol engines used. The petrol engines of the time used the rather out-dated inlet-over-exhaust valve arrangement; the diesel used the more modern overhead valve layout. This diesel engine was one of the first high-speed diesels developed for road use, producing 52 hp at 4,000 rpm.

LOTUS

The original Elan was introduced in 1962 as a roadster, although an optional hardtop was offered in 1963 and a coupé version appeared in 1965, and there were examples of all of these here. The two-seat Lotus Elan replaced the elegant, but unreliable and expensive to produce Lotus Elite. It was the first Lotus road car to use a steel backbone chassis with a fibreglass body. At 1,600 lb (726 kg), the Elan embodied the Colin Chapman minimum weight design philosophy. Initial versions of the Elan were also available as a kit to be assembled by the customer. The Elan was technologically advanced with a DOHC 1557 cc engine, 4-wheel disc brakes, rack and pinion steering, and 4-wheel independent suspension. Gordon Murray, who designed the spectacular McLaren F1 supercar, reportedly said that his only disappointment with the McLaren F1 was that he couldn’t give it the perfect steering of the Lotus Elan. This generation of the two-seater Elan was famously driven by the character Emma Peel on the 1960s British television series The Avengers. The “Lotus TwinCam” engine was based on Ford Kent Pre-Crossflow 4-cylinder 1498 cc engine, with a Harry Mundy-designed 2 valve alloy chain-driven twin-cam head. The rights to this design was later purchased by Ford, who renamed it to “Lotus-Ford Twin Cam”. It would go on to be used in a number of Ford and Lotus production and racing models.

In 2004, the Series 2 Exige was introduced. It features a naturally aspirated 1.8 L 16-valve DOHC Toyota/Yamaha engine that is rated at 190 bhp with the Toyota engine designation of 2ZZ-GE. Compared to the Series 2 Elise, it has a front splitter, a fibreglass hardtop roof with roof scoop, a rear engine cover, and rear spoiler. The sole purpose of these aerodynamic additions to the base Elise is to create more downforce (almost 45 kg (100 lb) of downforce at 161 km/h (100 mph) in the Exige versus 5.9 kg (13 lb) at 100 mph in the Elise). In February 2005, Lotus announced a limited production run of 50 Exiges, using the Toyota engine with a supercharger. This increased the power output to 243 bhp. These models were only available in yellow or black, representing the colours of Lotus Sport, and are badged 240R. They have a projected 0 – 60 mph time of 3.9 seconds and 0-161 km/h (100 mph) of 9.9 seconds, with a top speed of 249 km/h (155 mph). The North American Exige was unveiled at the Los Angeles Auto Show in January 2006. According to Lotus, the standard Exige Series 2 model weighs 2,016 lb (914 kg). In February 2006, Lotus announced the Exige S model which used a supercharged Toyota 2ZZ-GE engine rated at 220 bhp The S was also made available in North American markets as a 2007 model. According to Lotus, the Exige S model, weighing 2,057 lb (933 kg), has the following specifications: In 2008, the Exige S was replaced by the Exige S 240. Power output increased by 9% over the outgoing model to 240 bhp. The S 240 also received upgraded AP Racing brakes from the Exige Cup 240 and a larger roof scoop utilised by the Exige Cup 255. 0–60 mph times improved to 4.0 seconds. The S 240 base manufacturer suggested retail price was $65,690. The Exige S 260 produced an additional 7% power output over the S 240 resulting in 256 bhp. Even with a full fuel tank, extensive use of weight-saving materials such as carbon fibre reduced the vehicle’s gross weight to 916 kg (2,020 lb) compared to 942 kg (2,077 lb) in the S 240. It can accelerate from 0–60 mph in 4.0 seconds. After 2009, both the S 240 and S 260 received distinctively new and enlarged rear spoilers mounted to the rear clam instead of the motor bay cover. Countless limited edition models were produced, as well. A third generation car was launched in 2012.

MERCEDES-BENZ

The second generation Mercedes-Benz SLK, internally designated model R171, is a two-passenger, front-engine, rear-drive, retractable hardtop roadster, unveiled at the 74th Geneva International Motor Show—and manufactured and marketed for model years 2004–2010. Currently in its third generation and manufactured at Mercedes’ Bremen plant, the SLK nameplate designates Sportlich (sporty), Leicht (light), and Kurz (compact). The R171 features a number of revisions compared to its predecessor, the R170: a 30mm longer wheelbase, increased length (72mm) and width (65mm), 40% increased use of high strength steel, seven-speed automatic transmission, adaptive two-stage airbags, head/thorax sidebags and a revised roof mechanism (marketed as the Vario roof) deployable in 22 seconds (previously 25 seconds) with a rotary-pivoting rear window enabling a more compact folded roof stack and trunk storage increased by 63 litres with the roof retracted.[6] Optional features include remote operation of the retractable hardtop as well as an innovative forced air, neck-level heating system integral to the headrests, marketed as Airscarf. The fully galvanized bodywork, which features 19 percent improvement in static bending and 46 percent improvement in torsional strength with the roof down, also features a 3% improvement in aerodynamic efficiency, with a Cd value of 0.32. The design has been aerodynamically optimised to minimise interior draughts with the top retracted and includes a fabric windblocker which can be pulled up over the two roll-over bars. Mercedes marketed the R171’s tapering front end styling by designer Steve Mattin as “Formula One-inspired”. In 2008, the SLK reached sales of 500,000.  The R171 SLK were the last series that a manual transmission was available in a 6 Cylinder Mercedes-Benz Convertible. The successor to the R171, R172, only offered manual transmission in their 4-cylinder vehicles.

The R230 generation of the Mercedes-Benz SL-Class was introduced at the 2001 Frankfurt Motor Show and 2001 Bologna Motor Show, replacing the R129. The R230 underwent revisions in 2006 and 2008, and was superseded by the new SL-Class R231 in 2011. In early 1996, over six years into the life of the R129, development work on a successor began. On 27 January 1996, design work commenced and draft designs were submitted from ten designers in Germany, California, and Japan. Hundreds of sketches were submitted and would form the basis for twelve quarter scale models which were digitized for computer manipulation. Design of the R230 would progress through two different formats. The real world process centred on the traditional 1:4 scale models, with most of them initially being done clay. Virtual world design development took place in a room packed with state-of-the-art computer processing technology referred to as the “CAVE” (Computer Aided Virtual Environment). This technology was also used earlier on to design the W203 in 1995. The supercomputer in the “CAVE” was able to create full-size images of selected designs, using its five projectors and allowing designers to inspect every inch of every surface rendered. Parallel to the virtual process, the twelve scale models were scrutinized as well, with four standouts chosen to be created in full-size mockups. This evolution of the scale models occurred alongside the development of the interior design. On 16 June 1997, the final design for the R230 was approved by the board and refined into production specifications into 1998. The design patents for the R230 were later filed in Germany on 9 September 1999 and on 1 March 2000 in the United States. In July 2001, after over five years of development, the new SL was unveiled and introduced at the 2001 Frankfurt Motor Show that September. Production began on 13 October 2001 at the Bremen plant and European sales commenced that November. This car first appeared as the Safety Car for Formula One at the 2001 German Grand Prix in Hockenheim. The street version was unveiled at the 2001 IAA.  The range was launched with a film style advertisement called Lucky Star. The range soon grew from the initial SL350 and Sl500 to include the V12 engined SL600 and SL55 AMG and SL65 AMG models, this last offering 612 PS. The SL underwent a facelift in 2006, and was unveiled at the 2006 Geneva Motor Show. Changes include new engines for SL 350 and SL 500 (called SL 550 in North America), with improved performance on SL 55 AMG and SL 600, as well as a new top-of-the-line SL 65 AMG. ABC (Active Body Control) was improved to reduce body movements in dynamic driving by up to 60%, standard on all models except the SL 350. The new engines were mated to a new 7-speed 7G-Tronic automatic, with a Sport option to allow shifting to be performed up to 30% faster in manual “M” mode, and with added steering-wheel shift paddles. Exterior styling changes include a new bumper with three large cooling air intakes and a more pronounced V-shape as well as fog lamps with chrome surrounds, new light-alloy wheels, new rear light. Interior changes include softer leather upholstery, new interior colours, high-quality metal door sills with Mercedes-Benz lettering and embossed aluminium trim elements, removable luggage cover, optional remote boot-lid release. The roof opening mechanism was also revised, reducing the opening time from 20 seconds to 16 seconds. With the 2007 model year, there was a limited production model (550 units) introduced to celebrate the 50th Anniversary of the SL roadster model. This Anniversary Edition version came with a pewter metallic exterior, cognac brown leather interior with black ash wood trim, 382 hp V8, exclusive twin-spoke rims, custom luggage bag for rear shelf, and many other standard options and features. The facelifted SL model was revealed in the Geneva Motor Show in March 2008. The SL received a new, more aggressive front end reflecting Mercedes’s new design philosophy, with a pair of long powerdomes on the bonnet and a single-bar grille replacing the old three-bar effort. Improvements have been made also on the engines. The 3.5 L V6 is uprated to 307 bhp at 6500 rpm. Compared to the previous 3.5-litre engine, the output has been boosted by 16 percent. Torque has also been improved adding 10 Nm (7.4 lb/ft) to the previous 350 Nm (258 lb/ft) making it 360 Nm (266 lb/ft). This engine now can rev up to a max of 7200 rpm for a period as the oil temperature and other engine parameters permit, a higher compression ratio, a new intake manifold and featuring extensive modifications to and lightening of the valve train. In this case, however, the extra power does not come at the expense of fuel economy: with a consumption figure of 9.9 l/100 km, the new SL 350 undercuts the previous model developing 272 PS by 0.4 l/100 km. Mercedes-Benz is extending the SL-Class line-up by introducing an attractive entry-level model in the shape of the SL 280 developing 231 PS. The six cylinder powerplant delivers its peak torque of 300 Nm (221 lb/ft) from 2500 rpm and accelerates the roadster from 0 to 100 km/h (62 mph) in 7.8 seconds, whilst fuel consumption (NEDC) is just 9.4 L/100 km (30 mpg‑imp; 25 mpg‑US). It features the AIRSCARF heating system used in the SLK. The R221 generation cars arrived to replace the model in 2011.

MG

The first of the T Series sports cars appeared in 1936, to replace the PB. Visually they were initially quite similar, and as was the way in the 1930s, updates came frequently, so both TA and TB models were produced before global hostilities caused production to cease. Whilst the TC, the first postwar MG and launched in 1945, was quite similar to the pre-war TB, sharing the same 1,250 cc pushrod-OHV engine, it had a slightly higher compression ratio of 7.4:1 giving 54.5 bhp at 5200 rpm. The makers also provided several alternative stages of tuning for “specific purposes”. It was exported to the United States, even though only ever built in right-hand drive. The export version had slightly smaller US specification sealed-beam headlights and larger twin rear lights, as well as turn signals and chrome-plated front and rear bumpers. The body of the TC was approximately 4 inches wider than the TB measured at the rear of the doors to give more cockpit space. The overall car width remained the same resulting in narrower running boards with two tread strips as opposed to the previous three. The tachometer was directly in front of the driver, while the speedometer was on the other side of the dash in front of the passenger. 10,001 TCs were produced, from September 1945 to Nov. 1949, more than any previous MG model. It cost £527 on the home market in 1947.

The MGC was produced as a sort of replacement for the Big Healey, though apart from sharing that car’s 3 litre straight six C Series engine, the reality is that the car was quite different and generally appealed to a different sort of customer. Or, if you look at the sales figures,  you could say that it did not really appeal to anyone much, as the car struggled to find favour and buyers when new. More of a lazy grand tourer than an out and out sports car, the handling characteristics were less pleasing than in the B as the heavy engine up front did the car no favours. The market now, finally, takes a different view, though and if you want an MGC, in Roadster or the MGC GT form both of which were to be seen here, you will have to dig surprisingly deeply into your pocket.

Sitting alongside the MGB in the MG range was the smaller Midget, and there were a couple of these cars here, a Series 3 model and one of the later rubber-bumpered cars. The 1961 Midget resurrected the name that was used by MG for their smallest car, the M Type, in the late 20s, was the Midget announced in 1961, and was essentially a slightly more expensive badge-engineered version of the MkII Austin-Healey Sprite. The original ‘Frogeye’ Sprite had been introduced specifically to fill the gap in the market left by the end of production of the MG T-type Midget as its replacement, the MGA had been a significantly larger and more expensive car with greater performance. Many existing MG enthusiast and buyers turned to the Sprite to provide a modern low-cost sports car and so a badge-engineered MG version reusing the Midget name made sense. The new Midget differed from the Sprite only in its grille design, badging, colour options and having both leather seats and more external chrome trim as standard to justify its higher purchase price. Mechanically the car was identical to its Austin-Healey counterpart, retaining the rear suspension using quarter-elliptic leaf springs and trailing arms from the ‘Frogeye’. The engine was initially a 948 cc A-Series with twin SU carburettors producing 46 hp at 5500 rpm and 53 lb/ft at 3000 rpm. Brakes were 7″ drums all round. A hard top, heater, radio and luggage rack were available as factory-fitted extras. In October 1962 the engine was increased to 1098 cc, raising the output to 56 hp at 5500 rpm and 62 lb/ft at 3250 rpm, and disc brakes replaced the drums at the front. Wire spoked wheels became available. The doors had no external handles or locks and the windows were sliding Perspex side-screens. A heater was still an optional extra. The car sold well, with 16,080 of the small-engined version and 9601 of the 1098 being made before the arrival in 1964 of the Mark II. Externally the main changes were to the doors, which gained wind-up windows, swivelling quarter lights, external handles and separate locks. The windscreen also gained a slight curvature and was retained in a more substantial frame. The hood, though modified, continued to have a removable frame that had to be erected before the cover was put on. The rear springs were replaced by more conventional semi-elliptic types which gave a better ride. The engine block was strengthened and larger main bearings were fitted, increasing the power to 59 hp at 5750 rpm and torque to 65 lb/ft at 3500 rpm. A total of 26,601 were made. 1967 saw the arrival of the Mark III. The engine now grew to 1275 cc using the development seen on the Mini-Cooper ‘S’. Enthusiasts were disappointed that this was a detuned version of the 76-bhp Cooper ‘S’ engine, giving only 65 hp at 6000 rpm and 72 lb/ft  at 3000 rpm. A reduced compression ratio of 8.8:1 was used instead of the 9.75:1 employed on the Cooper S engine. The Midget used the 12G940 cylinder head casting that was common to other BMC 1300 cars, whereas the Cooper ‘S’ had a special head with not only larger inlet, but also larger exhaust valves; however, these exhaust valves caused many ‘S’ heads to fail through cracking between the valve seats. The detuned engine was used for reasons of model range placement – with the Cooper ‘S’ spec engine, the Midget would have been faster than the more expensive MGB. The hydraulic system gained a separate master cylinder for the clutch. The hood was now permanently attached to the car, with an improved mechanism making it much easier to use. Minor facelift changes were made to the body trim in late 1969 with the sills painted black, a revised recessed black grille, and squared off taillights as on the MGB. The 13″ “Rostyle” wheels were standardised, but wire-spoked ones remained an option. The square-shaped rear wheel arches became rounded in January 1972 and later that year a Triumph steering rack was fitted, giving a gearing that was somewhat lower than earlier Midgets. A second exhaust silencer was also added in 1972. Alternators were fitted instead of dynamos from 1973 onwards. Many consider the round-arch Midgets with chrome bumpers produced for model years 1972 and 1974 to be the most desirable. These round-arch cars started leaving the Abingdon factory in late 1971. Between 1966 and the 1969 face lift, 22,415 were made, and a further 77,831 up to 1974.

MITSUBISHI

This is a Lancer Evo VI, of the type which was produced between January 1999 and February 2001. Based on the Lancer saloon, the Evo kept pace with changes to that model, so the Evo IV, seen in 1996 had been a new model compared to the first three Evo generations. Evo IV, V and VI were all broadly similar with detailed changes coming with each new iteration. The Evolution VI’s changes mainly focused on cooling and engine durability. It received a larger intercooler, larger oil cooler, and new pistons, along with a titanium-aluminide turbine wheel for the RS model, which was a first in a production car. The Evolution VI received new bodywork yet again, with the most easily noticeable change being within the front bumper where the huge fog lights were reduced in size and moved to the corners for better airflow. A new model was added to the GSR and RS lineup; known as the RS2, it was an RS with a few of the GSR’s options. Another limited-edition RS was known as the RS Sprint, an RS tuned by Ralliart in the UK to be lighter and more powerful with 330 hp. Yet another special edition Evolution VI was released in December 1999: the Tommi Mäkinen Edition, named after Finnish rally driver Tommi Mäkinen who had won Mitsubishi four WRC drivers championships. It featured a different front bumper, Red/Black Recaro seats (with embossed T. Mäkinen logo), 17″ Enkei white wheels, a leather Momo steering wheel and shift knob, a titanium turbine that spooled up more quickly, front upper strut brace, lowered ride height (with tarmac stages in mind), and a quicker steering ratio. Amongst other colours, the Evo VI came in either red (Tommi Mäkinen Edition only), white, blue, black or silver with optional special decals, replicating Tommi Mäkinen’s rally car’s colour scheme. This car is also sometimes referred to as an Evolution 6½, Evolution 6.5, or TME for short. There were two “standard” models. The  RS – “rally sport” had a close-ratio 5-speed, minimal interior, rally suspension, Rear 1.5 Way LSD as opposed to AYC, (Shortened close-ratio 5-speed transmission, Optional Enkei Wheels, Optional Recaro Seats, Optional Air Conditioner, Optional Brembo brakes, Optional power windows). The GSR came with a 5-speed, gauge pack, AYC (Active Yaw Control), Anti-Lock Braking System, Recaro front bucket and rear seat, auto air-conditioner, double-din audio, power windows, Brembo brakes. The Tommi Mäkinen Edition Models also came in RS and GSR guise. The RS was the same as the standard RS with close-ratio 5-speed, lowered ride height, Tommi Mäkinen Edition front bumper, and titanium turbine (same option with standard RS) and the GSR was the same as the standard GSR with lowered ride height, Tommi Mäkinen Edition front bumper, Red/Black Recaro seats (with embossed T. Mäkinen logo), 17″ Enkei white wheels and titanium turbine. These cars were fearsomely expensive to run, and as such, you don’t see them very often any more.

MORGAN

There were a number of more recent Morgans showing how little the styling of the car has changed over the past 60 years, though over that time a large variety of different engines have been offered, especially in the 4 cylinder cars. More recently there have been significant changes with a new and wider body and a gradual adoption of modern safety and convenience features in the latest Plus Four and Plus Six cars.

First referred to in 2011, and launched in production spec in 2012, the Three Wheeler has been a huge success for Morgan, and for a while the company simply could not build them fast enough. Relatively affordable, compared to the other products in the range, this fun machine has a 2 litre S&S engine coupled to an MX-5 gearbox, and a weight of 550 kg, which is enough to give it a top speed of around 115 mpg and a 0- 60 time of less than 5 seconds.

PORSCHE

The 996 was replaced with the 997 in 2005. It retains the 996’s basic profile, with an even lower 0.28 drag coefficient, but draws on the 993 for detailing. In addition, the new headlights revert to the original bug-eye design from the teardrop scheme of the 996. Its interior is also similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. The 997 shares less than a third of its parts with the outgoing 996, but is still technically similar to it. Initially, two versions of the 997 were introduced— the rear-wheel-drive Carrera and Carrera S. While the base 997 Carrera had a power output of 321 hp from its 3.6 L Flat 6, a more powerful 3.8 L 350 hp Flat 6 powers the Carrera S. Besides a more powerful engine, the Carrera S also comes standard with 19 inch “Lobster Fork” style wheels, more powerful and larger brakes (with red calipers), lowered suspension with PASM (Porsche Active Suspension Management: dynamically adjustable dampers), Xenon headlamps, and a sports steering wheel. In late 2005, Porsche introduced the all-wheel-drive versions to the 997 lineup. Carrera 4 models (both Carrera 4 and Carrera 4S) were announced as 2006 models. Both Carrera 4 models are wider than their rear-wheel-drive counterparts by 1.76 inches (32 mm) to cover wider rear tyres. The 0–100 km/h (62 mph) acceleration time for the Carrera 4S with the 350 hp engine equipped with a manual transmission was reported at 4.8 seconds. The 0–100 km/h (62 mph) acceleration for the Carrera S with the 350 hp was noted to be as fast as 4.2 seconds in a Motor Trend comparison, and Road & Track has timed it at 3.8 seconds. The 997 lineup includes both 2- and 4-wheel-drive variants, named Carrera and Carrera 4 respectively. The Targas (4 and 4S), released in November 2006, are 4-wheel-drive versions that divide the difference between the coupés and the cabriolets with their dual, sliding glass tops. The 997 received a larger air intake in the front bumper, new headlights, new rear taillights, new clean-sheet design direct fuel injection engines, and the introduction of a dual-clutch gearbox called PDK for the 2009 model year. They were also equipped with Bluetooth support. The change to the 7th generation (991) took place in the middle of the 2012 model year. A 2012 Porsche 911 can either be a 997 or a 991, depending on the month of the production.

In February 2006, Porsche unveiled the second generation of GT3, the 997 commonly now known as the 997.1 GT3. In addition to a new 415 PS 3.6 litre flat-six engine, the vehicle featured “zero lift” aerodynamics, meaning the car creates only aerodynamic downforce and no grip-diminishing “lift” upwards and away from the road surface. The GT3 made use of a modified, track oriented version of Porsche’s active PASM suspension making it the first of Porsche’s RS or GT3 versions to feature an electronically adjustable suspension system. Also available was a navigation system and Porsche’s “sports chrono” gauge package. The car went to sale in summer of 2006. A total of 917 units were sold in the United States and 46 units in Canada. The 997 GT3 has a rated 0–60 mph acceleration time of 4.1 seconds and has a top speed of 311 km/h (193 mph). Road and Track was able to achieve a 0–60 mph acceleration time of 3.8 seconds. Porsche’s official test-driver Walter Röhrl completed the Nürburgring Nordschleife in 7 minutes 42 seconds with the 997 GT3 in 2006. In 2009, Porsche launched the 2nd Generation 997 GT3 (commonly known as the 997.2 GT3), with an enlarged 3.8 litre engine rated at 435 PS. It also featured a number of new options including dynamic engine mounts and a pneumatically lifting front axle to compensate for the low ground clearance. The rear spoiler was also modified along with other parts of the bodywork. Deliveries in Europe commenced in November the same year. A total of 654 units were sold in the United States and 58 units in Canada.

The 991 introduced in 2012 is an entirely new platform, only the third since the original 911. Porsche revealed basic information on the new Carrera and Carrera S models on 23 August 2011. The Carrera is powered by a 350 hp 3.4-litre engine. The Carrera S features a 3.8-litre engine rated at 400 hp. A Power Kit (option X51) is available for the Carrera S, increasing power output to 430 hp. The new 991’s overall length grows by 56 mm (2.2 in) and wheelbase grows by 99 mm (3.9 in) (now 96.5 in.) Overhangs are trimmed and the rear axle moves rearward at roughly 76 mm (3 in) towards the engine (made possible by new 3-shaft transmissions whose output flanges are moved closer to the engine). There is a wider front track (51 mm (2 in) wider for the Carrera S). The design team for the 991 was headed by Michael Mauer. At the front, the new 991 has wide-set headlights that are more three-dimensional. The front fender peaks are a bit more prominent, and wedgy directionals now appear to float above the intakes for the twin coolant radiators. The stretched rear 3/4 view has changed the most, with a slightly more voluminous form and thin taillights capped with the protruding lip of the bodywork. The biggest and main change in the interior is the centre console, inspired by the Carrera GT and adopted by the Panamera. The 991 is the first 911 to use a predominantly aluminium construction. This means that even though the car is larger than the outgoing model, it is still up to 50 kilograms (110 lb) lighter. The reduced weight and increased power means that both the Carrera and Carrera S are appreciably faster than the outgoing models. The 0–60 mph acceleration time for the manual transmission cars are 4.6 seconds for the Carrera and 4.3 seconds for the Carrera S. When equipped with the PDK transmission, the two 991 models can accelerate from 0–97 km/h in 4.4 seconds and 4.1 seconds. With the optional sports chrono package, available for the cars with the PDK transmission, the 991 Carrera can accelerate from 0–97 km/h in as little as 4.2 seconds and the Carrera S can do the same in 3.9 seconds. Apart from the reworked PDK transmission, the new 991 is also equipped with an industry-first 7-speed manual transmission. On vehicles produced in late 2012 (2013 model year) Rev Matching is available on the 7-speed manual transmission when equipped with the Sport Chrono package. Rev-Matching is a new feature with the manual transmission that blips the throttle during downshifts (if in Sport Plus mode). Also, the 7th gear cannot be engaged unless the car is already in 5th or 6th gear. One of Porsche’s primary objectives with the new model was to improve fuel economy as well as increase performance. In order to meet these objectives, Porsche introduced a number of new technologies in the 911. One of the most controversial of these is the introduction of electromechanical power steering instead of the previous hydraulic steering. This steering helps reduce fuel consumption, but some enthusiasts feel that the precise steering feedback for which the 911 is famous is reduced with the new system.[citation needed] The cars also feature an engine stop/start system that turns the engine off at red lights, as well as a coasting system that allows the engine to idle while maintaining speed on downhill gradients on highways. This allows for up to a 16% reduction in fuel consumption and emissions over the outgoing models. The new cars also have a number of technologies aimed at improving handling. The cars include a torque vectoring system (standard on the Carrera S and optional on the Carrera) which brakes the inner wheel of the car when going into turns. This helps the car to turn in quicker and with more precision. The cars also feature hydraulic engine mounts (which help reduce the inertia of the engine when going into turns) as part of the optional sports chrono package. Active suspension management is standard on the Carrera S and optional on the Carrera. This helps improve ride quality on straights while stiffening the suspension during aggressive driving. The new 991 is also equipped with a new feature called Porsche Dynamic Chassis Control (PDCC). Porsche claims that this new feature alone has shaved 4 seconds off the standard car’s lap time around the Nürburgring. PDCC helps the car corner flat and is said to improve high-speed directional stability and outright lateral body control, but according to several reviews, the car is more prone to understeer when equipped with this new technology. In January 2013, Porsche introduced the all-wheel-drive variants of the Carrera models. The ‘4’ and ‘4S’ models are distinguishable by wider tyres, marginally wider rear body-work and a red-reflector strip that sits in between the tail-lights. In terms of technology, the 4 and 4S models are equipped with an all-new variable all-wheel-drive system that sends power to the front wheels only when needed, giving the driver a sense of being in a rear-wheel-drive 911. In May 2013, Porsche announced changes to the model year 2014 911 Turbo and Turbo S models, increasing their power to 513 hp on the ‘Turbo’, and 552 hp on the ‘Turbo S’, giving them a 0–97 km/h acceleration time of 3.2 and 2.9 seconds, respectively. A rear-wheel steering system has also been incorporated on the Turbo models that steers the rear wheels in the opposite direction at low speeds or the same direction at high speeds to improve handling. During low-speed manoeuvres, this has the virtual effect of shortening the wheelbase, while at high speeds, it is virtually extending the wheelbase for higher driving stability and agility. In January 2014, Porsche introduced the new model year 2015 Targa 4 and Targa 4S models. These new models come equipped with an all-new roof technology with the original Targa design, now with an all-electric cabriolet roof along with the B-pillar and the glass ‘dome’ at the rear. In September 2015, Porsche introduced the second generation of 991 Carrera models at the Frankfurt Motor Show. Both Carrera and Carrera S models break with previous tradition by featuring a 3.0-litre turbocharged 6-cylinder boxer engine, marking the first time that a forced induction engine has been fitted to the base models within the 911 range.

The 924 was originally another joint project of Volkswagen and Porsche created by the Vertriebsgesellschaft (VG), the joint sales and marketing company funded by Porsche and VW to market and sell sports cars, For Volkswagen, it was intended to be that company’s flagship coupé sports car and was dubbed “Project 425” during its development. For Porsche, it was to be its entry-level sports car replacing the 914. At the time, Volkswagen lacked a significant internal research and design division for developing sports cars; further, Porsche had been doing the bulk of the company’s development work anyway, per a deal that went back to the 1940s. In keeping with this history, Porsche was contracted to develop a new sporting vehicle with the caveat that this vehicle must work with an existing VW/Audi inline-four engine. Porsche chose a rear-wheel drive layout and a rear-mounted transaxle for the design to help provide 48/52 front/rear weight distribution; this slight rear weight bias aided both traction and brake balance. The 1973 oil crisis, a series of automobile-related regulatory changes enacted during the 1970s and a change of directors at Volkswagen made the case for a Volkswagen sports car less striking and the 425 project was put on hold. After serious deliberation at VW, the project was scrapped entirely after a decision was made to move forward with the cheaper, more practical, Golf-based Scirocco model instead. Porsche, which needed a model to replace the 914, made a deal with Volkswagen leadership to buy the design back. The deal specified that the car would be built at the ex-NSU factory in Neckarsulm located north of the Porsche headquarters in Stuttgart, Volkswagen becoming the subcontractor. Hence, Volkswagen employees would do the actual production line work (supervised by Porsche’s own production specialists) and that Porsche would own the design. It became one of Porsche’s best-selling models, and the relative cheapness of building the car made it both profitable and fairly easy for Porsche to finance. The original design used an Audi-sourced four-speed manual transmission from a front wheel drive car but now placed and used as a rear transaxle. It was mated to VW’s EA831 2.0 litre 4 cylinder engine, subsequently used in the Audi 100 and the Volkswagen LT van (common belief is that ‘the engine originated in the LT van’, but it first appeared in the Audi car and in 924 form has a Porsche-designed cylinder head). The 924 engine used Bosch K-Jetronic fuel injection, producing 125 bhp in European cars, but a rather paltry 95 bhp for the US market models, though this was improved to 110 hp in mid-1977 with the introduction of a catalytic converter, which reduced the need for power-robbing smog equipment. The four-speed manual was the only transmission available for the initial 1976 model, later this was replaced by a five-speed dog-leg unit. An Audi three-speed automatic was offered starting with the 1977.5 model. In 1980 the five-speed transmission was changed to a conventional H-pattern, with reverse now on the right beneath fifth gear. Porsche made small improvements to the 924 each model year between 1977 and 1985, but nothing major was changed on non-turbo cars. Porsche soon recognised the need for a higher-performance version of the 924 that could bridge the gap between the basic 924s and the 911s. Having already found the benefits of turbochargers on several race cars and the 1975 911 turbo, Porsche chose to use this technology for the 924, eventually introducing the 924 turbo as a 1978 model. Porsche started with the same Audi-sourced VW EA831 2.0 litre engine, designed an all new cylinder head (which was hand assembled at Stuttgart), dropped the compression to 7.5:1 and engineered a KKK K-26 turbocharger for it. With 10 psi boost, output increased to 170 hp. The 924 turbo’s engine assembly weighed about 65 lb more, so front spring rates and anti-roll bars were revised. Weight distribution was now 49/51 compared to the original 924 figure of 48/52 front to rear. In order to help make the car more functional, as well as to distinguish it from the naturally aspirated version, Porsche added an NACA duct in the bonnet and air intakes in the badge panel in the nose, 15-inch spoke-style alloy wheels, four-wheel disc brakes with five-stud hubs and a five-speed transmission. Forged 16-inch flat wheels of the style used on the 928 were optional, but fitment specification was that of the 911 which the 924 shared wheel offsets with. Internally, Porsche called it the “931” (left hand drive) and “932” (right hand drive). The turbocharged VW EA831 engine allowed the 924’s performance to come surprisingly close to that of the 911 SC (180 bhp), thanks in part to a lighter curb weight, but it also brought reliability problems.This was in part due to the fact that the general public did not know how to operate, or care for, what is by today’s standards a primitive turbo setup. A turbocharger cooled only by engine oil led to short component life and turbo-related seal and seat problems. To fix the problems, Porsche released a revised 924 turbo series 2 (although badging still read “924 turbo”) in 1979. By using a smaller turbocharger running at increased boost, slightly higher compression of 8:1 and an improved fuel injection system with DITC ignition triggered by the flywheel, reliability improved and power rose to 177 hp. In 1984, VW decided to stop manufacturing the engine blocks used in the 2.0 litre 924, leaving Porsche with a predicament. The 924 was considerably cheaper than its 944 stablemate, and dropping the model left Porsche without an affordable entry-level option. The decision was made to equip the narrower bodied 924 with a slightly detuned version of the 944’s 163 bhp 2.5 litre straight four, upgrading the suspension but retaining the 924’s early interior. The result was 1986’s 150 bhp 924S.  In 1988, the 924S’ final year of production, power increased to 160 bhp matching that of the previous year’s Le Mans spec cars and the base model 944, itself detuned by 3 bhp. This was achieved using different pistons which raised the S’ compression ratio from 9.7:1 to 10.2:1, the knock-on effect being an increase in the octane rating, up from 91 RON to 95. This made the 924S slightly faster than the base 944 due to its lighter weight and more aerodynamic body. With unfavourable exchange rates in the late 1980s, Porsche decided to focus its efforts on its more upmarket models, dropping the 924S for 1989 and the base 944 later that same year.

RILEY

This is a 1927 Riley Special, which according to online sources has a 1500cc engine. Many Riley models of this period have been modified over the years with much lighter bodywork to make them suitable for motorsport, and this would appear to be one such example, although I failed to find any specific details about it beyond the registration data.

SAAB

The second or ‘new’ generation Saab 900 (also referred to as the GM900 or NG900 among enthusiasts) was built on GM’s GM2900 platform as a replacement for the “classic” first-generation Saab 900. This all-new 900 was produced in 1994 through 1998 model years. In mid-1998 it received over 1100 individual improvements (although some were actually introduced on the 1998 model 900), and was renamed the Saab 9-3 (in most markets; in the US the new model was introduced in 1999). Variants included 900i (4-cylinder, non-turbo), S (4-cylinder, non-turbo in the USA; sometimes turbo in other markets) and SE (4-cylinder turbo or V6) models in three-door, five-door and convertible body styles. For 1997 and 1998 only, there was also a Saab 900 Talladega, after a record-breaking endurance test in 1996, on the Talladega Superspeedway. Trim levels in “S” and “SE” models varied greatly in the models although in general SE models included Automatic Climate Control (ACC), leather interiors, wood-trimmed dashboards, and 16″ wheels. Depending on market, the NG900 was available with a choice of 2.0 L or 2.3 L Saab 16-valve DOHC engines (Saab engine codes B204 and B234) in naturally aspirated or turbocharged form (2.0 L only), as well as a 2.5 L version of GM’s European 54° V6 engine. Engine management for the turbos was by Saab Trionic 5 with Direct Ignition (SDI) and Automatic Performance Control (APC), and for non-turbos by Bosch Motronic fuel injection. A distributor-operated ignition system was provided for naturally aspirated engines in some markets. In contrast to the ‘classic’ Saab 900 with its longitudinally mounted engine and front-hinged hood (bonnet), the NG900 had a more-common transversely mounted engine with rear-hinged bonnet. The ‘Sensonic’ clutch variant (available on Turbo models only) provided a manual gear lever as in a standard manual transmission car but omitted the clutch pedal in favour of electronics which could control the clutch faster than an average driver, essentially turning it into a clutchless manual transmission. When the driver started to move the gearshift, a computer-controlled microprocessor would drive an electric motor, in turn, operating a hydraulic actuator connected to the clutch master cylinder, which used hydraulic fluid, and controlled the clutch automatically. With the car in gear but stationary, the clutch was released only when the throttle was applied. If neither brake nor gas pedal was depressed, a warning tone sounded and a message flashed on the on-board display, and if no action was taken after 7 seconds, the engine was shut off. Printed in error, a “Hill Start” function for Sensonic-equipped cars (as described in the owner’s manual under “Rolling”) was intended to assist in getting underway on hills to prevent rolling forwards or backwards. However, this feature was not implemented on any production unit.  The ‘Sensonic’ clutch ceased production when the 900 model was replaced in 1998. The convertible variant was introduced in 1995 (1994 is a continuation of the C900 line). Convertibles were produced at the Valmet plant in Finland. Convertibles were available in both “S” and “SE” trim levels.

TATRA

Tatra was the manufacturer of luxurious automobiles in the Czech lands. Austro-Hungarian emperor Charles I used a NW type T; the Czechoslovak president Tomáš Garrigue Masaryk drove the twelve-cylinder Tatra 80 while his successor Edvard Beneš drove the streamlined Tatra 87. While the T87 was manufactured from 1936 to 1950, the post-war T600 may be considered the first car of the new political order. The T600 was much smaller and used an engine of only four cylinders, making it the descendant of the T97, the small pre-war Tatra. Production of the T97 had been stopped by the Nazis in order to cover its resemblance to their KdF-Wagen (which later became known as the VW Beetle). Czechoslovakia had a Socialist government from 1948, and its economy was later subject to some regulation by the Council for Mutual Economic Assistance (COMECON), consisting of eastern European socialist nations. After production of the T600 ended in 1952, COMECON decided that Tatra would manufacture only trucks, while luxury cars would be imported into Czechoslovakia from the USSR. The Tatra designers, however, continued their work on a new car in secret. In 1952 a group of designers led by František Kardaus and Vladimír Popelář began the secret development of a new car called Valuta, while officially devoting their time to development of a new three-axle bus T400. In 1953 the socialist government became frustrated with delays in delivery of Soviet cars as well as with their poor quality and they ordered development of a new luxury Tatra, thus giving legitimacy to the team’s previous work. The new car was to have a 3.5-litre air-cooled eight-cylinder engine, and it was to be ready for production by the end of 1954. While the chassis was almost ready due to the work on Valuta, the engine remained an issue. Even in their secret designs nobody had anticipated such a large engine. Engineer Julius Mackerle proposed a “temporary” solution of using the already developed 2.5-litre T603 engine in the new car (it was already successfully used in Tatra racecars and Tatra 87-603), while the larger one was supposed to be ready in the next 4–5 years. The first driveable T603 was completed in 1955. A number of body designs were tested in wind-tunnels. In the end the one proposed by František Kardas and fine-tuned by Vladimír Popelář and Josef Chalupa was chosen for production. Three versions of the model T603 were manufactured successively between 1956 and 1975. These cars are designated T603, T 2-603 and T 3-603, though the 3- was not an official designation used by Tatra. The T603-1 is easily distinguished by its three headlamps enclosed beneath a clear glass cover. In 1962 the 2-603 was launched. Four headlamps were mounted within a long oval grille and the dashboard was changed. The rear track was increased by 55 mm and the engine was modernised. In 1966 the car gained power brakes, while in 1967 other changes were added: for example the windshield’s height was enlarged by 66 mm. The unofficial -3 (or Tatra 2-603 II) omits the grille and places the headlamps flush with the car’s front fascia. The car got disc brakes on all four wheels and was officially changed to a five-seater for legal reasons (from 1968 the safety belts became obligatory for passengers on front seats). In 1973 the T603 became the first Czechoslovak car with contactless thyristor ignition. To complicate matters, as model T603s were returned to the factory to be exchanged for “new” model T603s, the older cars would be disassembled and rebuilt to the current styling. These cars were then returned to use as “new” T603’s. As a result, most T603s are of the later -3 styling, regardless of their original production date. The Model T603 was allocated only to senior members of the political and industrial establishments. About a third of T603 production was exported to most of the central and eastern European countries allied to Czechoslovakia at the time, as well as to Cuba and China. Sales to private individuals were not normally possible, although a few T603s appear to have been privately owned in East Germany. Originally the Comecon issued a provision limiting Czechoslovakia to production of no more than 300 luxurious cars per year. Tatra was making more of them, though. This became an issue in 1957 and 1958, especially considering that East Germany produced its own luxurious car, the Sachsenring P240. The Comecon decided that the two countries must reach a deal to choose which country would continue production to supply the other. In 1958 the Ministries of Interior of both countries took part in trials, which East Germany’s Minister of Machinery personally attended. The 603 won, and subsequently East Germany’s higher communist officials were able to drive the T603, while the lower ones had to drive imports from USSR.  During the car’s twenty-year production run, 20,422 cars were built, mostly by hand. To the west of the Iron Curtain the car was mostly unknown, though some were used by Czechoslovak embassies.

TOYOTA

The Land Cruiser 80 series was unveiled in October 1989 at the Tokyo Motor Show and launched in early 1990. It had swing-out back doors, which were replaced by a tailgate and hatch in 1994. The Land Cruiser was nicknamed the Burbuja (Bubble) in Colombia and Venezuela due to its roundness. The J80 was initially offered in two versions in these countries: the fully loaded VX and an entry level model that included a vinyl interior with optional air conditioning. In 1996, the entry model was upgraded to a medium equipped model named Autana, including cloth upholstery, standard air conditioning and power driver seat. The name is a reference to the Tepui mesa Autana, a spectacular plateau and cave system along the Guiana Shield craton. Land Cruiser sales reached 2 million vehicles. For 1990, the 80 series station wagon was introduced, replacing the 60 series. All 80s sold in North America and Europe now have a full-time four-wheel drive system. In Japan, Africa, and Australia, a part-time system was still available. 80s produced between 1990 and 1991 had an open centre differential which was lockable in 4HI and automatically locked in 4LO. From 1992 onward, vehicles with anti-lock brakes had a viscous coupling that sent a maximum of 30% torque to the non-slipping axle. The differential was lockable in 4HI and automatically locked in 4LO. A new generation of diesel engines were introduced, adding to the engines available in the 80 series. The 80 series came with either a (3F-E) six-cylinder naturally aspirated petrol engine, a six-cylinder SOHC naturally aspirated diesel engine, (1HZ), or a 1HD-T direct injection turbo diesel. By mid-1991, the 3F-E engine was introduced to the Australian market, a fuel injected version of the 3F engine. For 1993 an advanced 24-valve, 4.5 L six-cylinder petrol engine, 1FZ-FE was introduced. Larger brakes were added from October 1992 and the total wheelbase was made slightly longer. Front and rear axle lockers (code k294) were available as an option. The High Pinion Electric Locking front differential became available in the US models. In May 1993, Toyota began using R134 refrigerant in the air conditioning system. Serial numbers lower than JT3DJ81xxxxx38947 use the R12 refrigerant. In 1994 a limited edition called the Land Cruiser Blue Marlin (FZJ80) was introduced to the Australian market. They have 4.5 L straight-6 petrol engines with double-overhead cams, an automatic or manual transmission and 212 bhp at 4,600 rpm. The car is blue from the Blue Marlin fish and they have the Blue Marlin logo throughout the car. Some of the features that the Blue Marlin included were altimeters, power windows, disc brakes, leather gear knob and steering wheel, central locking, leather trim, chrome handles and sidesteps, 16-inch alloy wheels, limited-slip differential, anti-lock brakes (ABS), power steering, CD or cassette players, fender flares, and a limited edition bull bar. Only 500 were made. For 1995, driver and passenger airbags were introduced as were adjustable shoulder-belt anchors and an anti-lock braking system. The “T O Y O T A” badge was replaced with the modern, ovoid Toyota logo. In 1996 in the Dakar Rally, a pair of Land Cruisers finished first and second in the unmodified production class. North American and British models adopted anti-lock brakes and airbags as standard equipment. The Land Cruiser was withdrawn from Canada this year and from then on would only be sold in said market as the Lexus LX. For 1997 a limited run of Land Cruiser 80 was built specifically for collectors and is therefore called the Land Cruiser Collector’s Edition. The Collector’s Edition has Collectors Edition badging, “Collector’s Edition” embroidered floor mats, automatic climate control, wheels with the “D” windows painted dark grey and special grey side mouldings along with black pearl badging. The Collector’s Edition was only available for the 1997 model year and the package was added to many of the available body colours. A total of 4,744 FZJ80 Land Cruisers were sold in the United States as “40th Anniversary Limited Edition” models. They were available in 2 colours; Antique Sage Pearl (often referred to as Riverrock, Pewter, or Grey) and Emerald Green. The 40th Anniversary models included apron badges, a serial number badge on the centre console, black pearl exterior badges, “40th Anniversary Limited Edition” embroidered floor mats, automatic climate control, two-tone tan and brown leather interiors, and wheels with the “D” windows painted dark gray. Many were manufactured with the optional electric front and rear locking differentials, keyless entry, port-installed roof racks and running boards. There are some examples that did not have many of these optional extras. This was the last year for the electric locking front differentials. For UK and Irish markets, to avoid confusion with the Land Cruiser Prado being introduced, the full size Land Cruiser would be renamed Land Cruiser Amazon with the Prado being named the Land Cruiser Colorado. In 2007, the last 80-Series models were built in Venezuela which was the only country producing the vehicles after production ended in Japan in 1997.

TRIUMPH

By the mid 1960s, money was tight, so when it came to replacing the TR4 and TR5 models, Triumph were forced into trying to minimise the costs of the redesign, which meant that they kept the central section of the old car, but came up with new bodywork with the front and back ends were squared off, reportedly based on a consultancy contract involving Karmann. The resulting design, which did look modern when it was unveiled in January 1969 has what is referred to as a Kamm tail, which was very common during 1970s era of cars and a feature on most Triumphs of the era. All TR6 models featured inline six-cylinder engines. For the US market the engine was carburetted, as had been the case for the US-only TR250 engine. Like the TR5, the TR6 was fuel-injected for other world markets including the United Kingdom, hence the TR6PI (petrol-injection) designation. The Lucas mechanical fuel injection system helped the home-market TR6 produce 150 bhp at model introduction. Later, the non-US TR6 variant was detuned to 125 bhp for it to be easier to drive, while the US variant continued to be carburetted with a mere 104 hp. Sadly, the Lucas injection system proved somewhat troublesome, somewhat denting the appeal of the car. The TR6 featured a four-speed manual transmission. An optional overdrive unit was a desirable feature because it gave drivers close gearing for aggressive driving with an electrically switched overdrive which could operate on second, third, and fourth gears on early models and third and fourth on later models because of constant gearbox failures in second at high revs. Both provided “long legs” for open motorways. TR6 also featured semi-trailing arm independent rear suspension, rack and pinion steering, 15-inch wheels and tyres, pile carpet on floors and trunk/boot, bucket seats, and a full complement of instrumentation. Braking was accomplished by disc brakes at the front and drum brakes at the rear. A factory steel hardtop was optional, requiring two people to fit it. TR6 construction was fundamentally old-fashioned: the body was bolted onto a frame instead of the two being integrated into a unibody structure; the TR6 dashboard was wooden (plywood with veneer). Other factory options included a rear anti-roll bar and a limited-slip differential. Some say that the car is one of Leyland’s best achievements, but a number of issues were present and remain because of poor design. As well as the fuel injection problems, other issues include a low level radiator top-up bottle and a poor hand-brake. As is the case with other cars of the era, the TR6 can suffer from rust issues, although surviving examples tend to be well-cared for. The TR6 can be prone to overheating. Many owners fit an aftermarket electric radiator fan to supplement or replace the original engine-driven fan. Also the Leyland factory option of an oil cooler existed. Despite the reliability woes, the car proved popular, selling in greater quantity than any previous TR, with 94,619 of them produced before production ended in mid 1976. Of these, 86,249 were exported and only 8,370 were sold in the UK. A significant number have since been re-imported, as there are nearly 3000 of these much loved classics on the road and a further 1300 on SORN, helped by the fact that parts and services to support ownership of a TR6 are readily available and a number of classic car owners’ clubs cater for the model.

Envisioned as a luxury sports car, the Stag was designed to compete directly with the Mercedes-Benz SL. It started as a styling experiment, cut and shaped from a 1963–4 Triumph 2000 pre-production saloon, which had also been styled by Michelotti, and loaned to him by Harry Webster, Director of Engineering at Triumph. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model. Harry Webster, who was a long time friend of Giovanni Michelotti, whom he called “Micho”, loved the design and took the prototype back to England. The end result, a two-door drop head (convertible), had little in common with the styling of its progenitor 2000, but retained the suspension and drive line. Triumph liked the Michelotti design so much that they propagated the styling lines of the Stag into the new Mark 2 2000/2500 saloon and estate. The initial Stag design was based around the saloon’s 2.5-litre six cylinder engine, but Harry Webster intended the Stag, large saloons and estate cars to use a new Triumph-designed overhead cam 2.5-litre fuel injected  V8. Under the direction of Harry Webster’s successor, Spen King in 1968, the new Triumph OHC 2.5 PI V8 was enlarged to 2997 cc to increase torque. To meet emission standards in the USA, a key target market, the troublesome mechanical fuel injection was dropped in favour of dual Zenith-Stromberg 175 CDSE carburettors. A key aim of Triumph’s engineering strategy at the time was to create a family of engines of different size around a common crankshaft. This would enable the production of power plants of capacity between 1.5 and 4 litres, sharing many parts, and hence offering economies of manufacturing scale and of mechanic training. A number of iterations of this design went into production, notably a slant four-cylinder engine used in the later Triumph Dolomite and Triumph TR7, and a variant manufactured by StanPart that was initially used in the Saab 99. The Stag’s V8 was the first of these engines into production. Sometimes described as two four-cylinder engines Siamesed together, it is more correct to say that the later four-cylinder versions were half a Stag engine. It has sometimes been alleged that Triumph were instructed to use the proven all-aluminium Rover V8, originally designed by Buick, but claimed that it would not fit. Although there was a factory attempt by Triumph to fit a Rover engine, which was pronounced unsuccessful, the decision to go with the Triumph V8 was probably driven more by the wider engineering strategy and by the fact that the Buick’s different weight and torque characteristics would have entailed substantial re-engineering of the Stag when it was almost ready to go on sale. Furthermore Rover, also owned by British Leyland, could not necessarily have supplied the numbers of V8 engines to match the anticipated production of the Stag anyway. As in the Triumph 2000 model line, unitary construction was employed, as was fully independent suspension – MacPherson struts in front, semi-trailing arms at the rear. Braking was by front disc and rear drum brakes, while steering was power-assisted rack and pinion.  Although other bodystyles were envisaged, these never made production, so all  Stags were four-seater convertible coupés. For structural rigidity – and to meet new American rollover standards of the time – the Stag required a B-pillar “roll bar” hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Stags, and was later supplied as a standard fitment. The car was launched one year late in 1970, to a warm welcome at the various international auto shows. Sadly, it rapidly acquired a reputation for mechanical unreliability, usually in the form of overheating. These problems arose from a variety of causes, all of which are now well understood, and for which solutions have been identified, but at the time, they really hurt the reputation and hence sales of the car. They ranged from late changes to the engine which gave rise to design features that were questionable from an engineering perspective, the choice of materials which necessitated the use of antifreeze all year round, the engine’s use of long, simplex roller link chains, which would first stretch and then often fail inside fewer than 25,000 miles; the arrangement of the cylinder head fixing studs, half of which were vertical and the other half at an angle causing sideways forces which caused premature failure of the cylinder head gaskets. and poor quality production from a plant troubled with industrial unrest and poor quality control. At the time, British Leyland never provided a budget sufficient to correct the few design shortcomings of the Triumph 3.0 litre OHC V8, and the dealers did not help matters. The Stag was always a relatively rare car. British Leyland had around 2,500 UK dealers when the Stag was on sale and a total of around 19,000 were sold in the UK. Thus the average dealer sold only seven or eight Stags during the car’s whole production run, or roughly one car per year. This meant that few dealers saw defective Stags often enough to recognise and diagnose the cause of the various problems. Many owners simply replaced the engine altogether, often with the Rover V8, Ford Essex V6, or even the Triumph 6-cylinder engine around which the car was originally designed. Perhaps thanks to such a reputation for its unreliable engine, only 25,877 cars were produced between 1970 and 1977. Of this number, 6780 were export models, of which 2871 went to the United States. The majority of cars were fitted with a Borg-Warner 3-speed automatic transmission. The other choice was a derivative of the ancient Triumph TR2 gearbox which had been modified and improved over the years for use in the TR series of sports cars. Other than the choice of transmissions there were very few factory-installed options. On early cars buyers could choose to have the car fitted with just the soft-top, just the hard-top (with the hood storage compartment empty) or with both. Later cars were supplied with both roofs. Three wheel styles were offered. The standard fitments were steel wheels with Rostyle “tin-plate” trims. Five-spoke alloy wheels were an option, as were a set of traditional steel spoke wheels with “knock-off”‘ hubcaps. The latter were more commonly found on Stags sold in North America on Federal Specification vehicles. Electric windows, power steering and power-assisted brakes were standard. Options included air conditioning, a luggage rack, uprated Koni shock absorbers, floor mats and Lucas Square Eight fog lamps, and a range of after-market products, most of which were dealer installed as optional accessories could also be fitted. Rather unusually for a 4-seat touring car, the accessory list included a sump protector plate that was never produced. This was probably included as a slightly “gimmicky” tribute to Triumph’s rallying successes. Nowadays, the Stag is seen in a very different light, with lots of very enthusiastic and knowledgeable owners who enjoy the good points of this attractive looking car and who revel in the fact that the market has not yet boosted prices into the unaffordable category, as one day will surely happen.

TVR

The Griffith was the first of the modern generation TVRs. First seen as a concept at the 1990 British Motor Show, it wowed the crowds sufficiently that unlike the Show Cars of precediing years, may of which were never seen again, Peter Wheeler and his small team in Blackpool immediately set about preparing it for production. It took until mid 1992 before they were ready. Like its forerunner namesakes, the Griffith 200 and Griffith 400, the modern Griffith was a lightweight (1048 kg) fibreglass-bodied, 2-door, 2-seat sports car with a V8 engine. Originally, it used a 4.0 litre 240 hp Rover V8 engine, but that could be optionally increased to a 4.3 litre 280 hp unit, with a further option of big-valve cylinder heads. In 1993, a TVR-developed 5.0 litre 340 hp version of the Rover V8 became available. All versions of the Griffith used the Lucas 14CUX engine management system and had a five-speed manual transmission. The car spawned a cheaper, and bigger-selling relative, the Chimaera, which was launched in 1993. 602 were sold in the first year and then around 250 cars a year were bought throughout the 90s, but demand started to wane, so iIn 2000, TVR announced that the Griffith production was going to end. A limited edition run of 100 Special Edition (SE) cars were built to mark the end of production. Although still very similar to the previous Griffith 500 model, the SE had a hybrid interior using the Chimaera dashboard and Cerbera seats. Noticeably, the rear lights were different along with different door mirrors, higher powered headlights and clear indicator lenses. Some also came with 16-inch wheels. Each car came with a numbered plaque in the glove box including the build number and a Special Edition Badge on its boot. All cars also had a unique signature in the boot under the carpet. The SEs were built between 2000 and 2002, with the last registered in 2003. A register of the last 100 SEs can be found at TVR Griffith 500 SE Register. These days, the Griffith remains a much loved classic and to celebrate the car, the owners have a meet called “The Griff Growl.”

VOLKSWAGEN

A popular classic now, this was a nice example of the first generation Golf GTi. The model was first seen at the Frankfurt Motor Show in 1975. The idea behind it was rather straightforward – take a basic-transportation economy car and give it a high-performance package, making it practical and sporty. It was one of the first small cars to adopt mechanical fuel injection, which meant that the 1588cc engine put out 110 bhp, a big increase on what was available in the regular Golf models, which, in conjunction with a light weight of just 810 kg, gave it a top speed of around 100 mph and a 0 – 60 time of 9 seconds, impressive figures in their day. Volkswagen initially built the GTI only for the home market of West Germany, but launched it onto the British market in 1977 in left-hand drive form, with a right-hand drive version finally becoming available in 1979 as demand and competition increased. Many regard the Golf GTI Mk1 as the first “hot hatch” on the market, it was in fact preceded by the Autobianchi A112 Abarth in 1971, although it would prove to be far more popular than the earlier car in the UK market since the A112 Abarth was never available in RHD. It also competed with a number of quick small saloons including the Ford Escort RS2000. When the Escort switched to front-wheel drive and a hatchback for the third generation model in 1980, Ford launched a quick XR3 model which was comparable to the Golf GTI in design and performance. The Golf GTI was among the first “hot hatch” with mass market appeal, and many other manufacturers since have created special sports models of their regular volume-selling small hatchbacks. Within a few years of its launch, it faced competitors including the Fiat Ritmo, Ford Escort XR3/XR3i, Renault 5 GT Turbo and Vauxhall Astra/Opel Kadett GTE. A five speed gearbox became available in 1981 and in 1982, the engine was enlarged to 1780cc, which increased the available power a little. The car proved popular in the UK from the outset, with over 1500 being sold in 1979. Although the subsequent recession saw new car sales fall considerably during 1980 and 1981, sales of the Golf GTI reached nearly 5,000 in 1981. This also came in spite of the arrival of a popular new British-built competitor – the Ford Escort XR3. By 1983, the GTI accounted for more than 25% of total Golf sales (some 7,000 cars).

CLASSIC MOTOR HUB CARS

As well as the cars that had been brought here for the evening, there was of course a chance to see the Classic Motor Hub’s stock. Cars are displayed in a couple of large buildings and almost all of them are for sale, which means that there are likely to be different cars evident on each visit. I was last here in April, just a few weeks ago, and yet there have been quite a few changes to the stock since then, although there were also some cars which I have seen here for quite a while.

1967 AC Cobra 289: It was a simple but devastatingly effective recipe. Former racer Carroll Shelby – winner of the 1959 Le Mans 24 Hours in a works Aston Martin – approached AC with the idea of dropping Ford’s latest V8 engine into the venerable Ace chassis, which could trace its roots back to the early 1950s. The result was the Cobra – a genuine performance icon. After a short run of cars fitted with 260 cubic-inch engines, the definitive 289 model was introduced, and while the Cobra was immediately successful in domestic US racing, Shelby had his sights set on toppling Ferrari in the International Championship for GT Manufacturers. Developments such as all-round disc brakes and rack-and-pinion steering came thick and fast, and in 1965 the Cobra – in Peter Brock-designed Daytona Coupe form – achieved its goal and became a world champion. The next major step for the Cobra came with the fitment of the 427 cubic-inch Ford V8. The monstrous new engine necessitated a chassis redesign, so the main chassis rails were moved further apart and coil-spring suspension replaced the outdated leaf springs of previous models. The body was wider, with flared arches to accommodate the Halibrand wheels, the main air intake was enlarged, and everything about this latest Cobra was even more aggressive than the 289 model. The 427 offered truly breath-taking performance, but the world had moved on, and Shelby had grown ever closer to Ford and was increasingly busy with other projects. The final batch of cars was invoiced by AC in December 1966. But that was not the end. AC decided to build its own run of cars using the 427’s coil-spring chassis but allied to the 289 engine. With Ford now owning the rights to the Cobra name, the British company had to call its latest model the AC 289 Sports, but these cars – considered by some to represent the perfect blend of later chassis and earlier engine – nonetheless represent the final chapter in one of the famous automotive stories of all. This AC 289 Sports is chassis number COB6116, and was delivered on 31 January 1967 via HW Motors Ltd in Walton-on-Thames. Its first owner was David Skailes, a noted racer who had competed in an Aston Martin DB4 GT and Ferrari 250 LM. His right-hand-drive AC was finished in Pacific Green with Black upholstery, and it was specified with a hardtop and radio. After part-exchanging a 1965 Marcos 1800, Skailes was left to pay the grand total of £2183 15s. A hand-written note from Skailes in the history file explains that the Marcos belonged to his brother Ian, and that the AC was delivered by none other than George Abecassis – co-founder of HWM and a well-known former racing driver. Skailes used the AC as a road car and after he sold it, it passed through a couple of owners in the early 1970s before ending up with Brian Bolton. He sent it to marque specialist Brian Angliss, who converted the car to full 427 specification, including side-oiler engine, top-loader gearbox and wide wheelarches. It appeared in that form in Rod Grainger’s book Cobra – Super Profile, wearing the registration number 750 HOT. In the mid-1980s, the AC was sold by Rod Leach to James Jordan, who kept the car in the UK before taking it with him to South Africa during the 1990s. While there, the AC was repainted and mechanically rebuilt by Hi-Tech Autos of Port Elizabeth. The car was sold via a Christie’s auction in November 2002, and the new owner had it appraised and fettled by AC Autokraft before using it extensively on trips across Europe, including events such as the Ennstal Classic and the Kitzbühl Alpine Rally. Its next custodian was based in Japan and had the AC repainted metallic blue. He also replaced the 427 engine with a small-block 302 unit. Since 2015, the AC’s most recent owner has been painstakingly returning it to correct 289 specification, including the fitment of a correctly dated 289 ‘Hi-Po’ engine. The car has also been reunited with its original Surrey registration number. The COB6116 chassis number is stamped on the bonnet, doors and boot lid – showing those to be original to the car – and this AC 289 boasts continuous history all the way back to David Skailes in 1967. It’s also sensational to drive, and noticeably quicker than other 289s that The Classic Motor Hub has been privileged to offer for sale. As one of only 20 right-hand-drive AC 289 Sports that left the Thames Ditton factory between April 1966 and February 1969, this car offers a rare opportunity to acquire a well-documented example of a car that is a Cobra in all but name.

1964 AC Shelby Cobra 289: In its period colour scheme of green with a black interior, this 1964 Shelby Cobra 289 is an original example of this landmark sports car. It’s rack-and-pinion model with twin carburettors and just over 30,200 miles on the clock from new.

1933 Alvis SA Speed 20 Cross and Ellis Long Wing Tourer: Founded in 1919 by Thomas George John, Alvis soon became known for its small, well-engineered and sporting cars. Based in Holyhead Road, Coventry, the company achieved great success in motor racing and was unafraid to innovate – during the mid-1920s, for example, it developed competition cars that featured front-wheel drive, all-independent suspension, and a 1.5-litre twin-overhead-camshaft engine. As the 1930s dawned, Alvis began to move upmarket and in 1932 it introduced the Speed 20. A new low-slung chassis enabled coachbuilders to design a range of handsome, well-proportioned bodies, and the Speed 20 was enthusiastically received by the motoring press. The original SA model used a 2511cc six-cylinder engine, which produced 87bhp and was carried over to the SB. First unveiled at the 1933 Motor Show, the SB was fitted with independent front suspension and an all-synchromesh gearbox. The Speed 20 sold well and played a crucial role in enabling Alvis to cope with the difficult economic conditions of the early 1930s. In fact, so well regarded was this new model that Rolls-Royce considered the Speed 20 to be the benchmark in the 20hp class. After being updated into the 2762cc SC and finally the SD, production came to an end in 1936. By then, Alvis had introduced the 3.5-litre model, which was based on the Speed 20 and was soon developed into the Speed 25. As a 1930s advertisement put it, an Alvis was: ‘An aristocrat among automobiles – an exclusive car for exclusive people who will have nothing but the best’. This is an exceptionally rare example of Alvis’s rakish Speed 20 SA. Only 59 examples of the SA model were fitted with tourer coachwork by Cross & Ellis, with 45 of those being the earlier type with forward-hinged doors. It’s thought that this car is the very last Cross & Ellis Speed 20 SA to be built, and is one of the 14 to have worn the later style of bodywork with rear-hinged doors. The number of survivors – particularly those still wearing their original body – is thought to be in the low single-figures. According to the factory Car Record that’s included in the history file, chassis number 10193 was originally fitted with engine number 10643. It was first registered on 1 July 1933 with the number CG 4871 and was dispatched to Southampton two days later. It was finished in black, with matching hood and wings, and a red interior. Little more is known of the Speed 20’s pre-war history, but by 1956 it was owned by a Mr D Bradford of Staines Road, Twickenham. It then passed to Tony de Retana of Wimbledon and was offered for sale with the Alvis Owner Club in November 1961, with the following text: ‘Very good body and mechanics, one rear wing slightly tatty, plus spare engine and chassis parts.’ After being sold to various English owners over the next few years, the Speed 20 was shipped to the USA and its next custodian, Rodger Coates of Maryland. Coates was a keen Alvis enthusiast and kept 10193 for about 15 years before selling it as a non-runner in 1984. A note in the history file from someone who inspected the car two years later says that it had been fitted with engine number 12325 by that time, and that it was still only partially assembled. It eventually came back to the UK and was being offered for sale in the mid-1990s with the statement ‘not used since 1968’. The Alvis was still awaiting restoration when it was acquired by its next owner in 2001, but over the subsequent few years it was fully rebuilt with no expense spared. All expenditure is carefully documented within the history file and includes £47,000 being spent on the engine alone. The interior was retrimmed in 2011 and renowned marque specialists such as Earley Engineering and Red Triangle feature heavily among the many invoices. Overdrive was added to the gearbox in 2014, and the engine was rebuilt the following year.

1924 Aston Martin Long Chassis Tourer: Lionel Martin and Robert Bamford first went into business together in 1913, becoming partners in a garage that was based in Kensington and sold Calthorpe, GWK and Singer cars. In 1914, Martin competed in a Singer that had been tuned by their foreman Jack Addis, and he did so well at a venue called Aston Hill in Buckinghamshire that when Bamford & Martin Ltd started to make its own cars, they would be called Aston-Martins (the hyphen subsequently being dropped). In the years immediately following World War One, Bamford & Martin made a name for itself in motor racing with a short run of Aston Martin competition cars that included ‘Bunny’ – which set numerous records at Brooklands – plus a pair of twin-overhead-camshaft Grand Prix racers that were commissioned by Count Louis Zborowski. It also built the car known as A3, which is now the oldest-surviving Aston Martin. Not until 1923 did road-car production get under way, customers being able to choose between a 38bhp long-chassis model or a 45bhp short-chassis variant. They were fitted with a 1486cc sidevalve engine, but fewer than 60 were built before the company ran into financial difficulties and was placed into receivership in 1925.  Robert Bamford had left in 1921, and Lionel Martin did likewise four years later when he fell out with board member John Benson – later Lord Charnwood. After being put up for sale by the receiver, Aston Martin was bought by William Renwick and Augustus Bertelli, who moved the company from Kensington to Feltham and started the next chapter in its occasionally turbulent history. Although Lionel Martin and Robert Bamford had founded their company in 1913, they produced only a tiny handful of their Aston Martin cars over the next decade – and those were mostly for competition use. Not until 1923 did the firm really start anything that could be referred to as a ‘production run’ of road cars that could be sold to the public, which makes this Aston Martin sidevalve – chassis number 1941 – an exceptionally early example of the breed. Built in 1924 on Bamford & Martin’s long chassis (a short-chassis model was also offered), it was supplied new to a Midlands-based buyer in April of that year. It’s thought to have stayed with that first owner until World War Two, by which time its body had been removed and it was requisitioned for use by the Home Guard.  In 1945 it was rescued from a scrapyard by John Vinnicombe and his brother. A letter from John states that, although they were ‘impoverished students’ at the time, they managed to rebuild the Aston Martin – even if it meant fitting components such as a Humber back axle. The car was given a new registration number – MPG 503 – and John then used it as daily transport in London before being forced to sell it because he had nowhere to keep it.  By 1961, the Aston Martin was back in a scrapyard – or, to be more specific, GA Brooks (Motor Components) Ltd, which was based in Edenbridge in Kent. On 26 May, it was bought from there by an owner who would end up keeping it until the present day – a period of more than 60 years.  He paid the princely sum of £75 for the Aston Martin – the receipt is still part of the history file – and rebuilt it to original specification. During the 1960s and 1970s, the car raced in Aston Martin Owners’ Club events, including the St John Horsfall meeting, and there’s a photograph of it being enthusiastically cornered during a 10-lap scratch race at Silverstone in July 1976. From the early 1980s onwards, the Aston Martin was displayed at the Brooklands Museum in Surrey, and in 1988 it was re-registered DS 7621. It remained in the museum until 2012, when it was sent to Switzerland so that it could be restored. The sidevalve engine was rebuilt and there are thousands of photographs documenting the work that was carried out.  The rebuild took two years and in 2014 the car returned to Brooklands, where it was displayed alongside two well-known racers from marque history – the famous ‘Razorblade’ and the Halford Special. Fitted with an original-style Tourer body, this Aston Martin is now being offered for sale with a fascinating history file that includes hand-written notes, invoices and receipts going back to 1961 and beyond. It’s thought to have had only four owners in almost 100 years and is among the earliest surviving Aston Martins, making this a rare opportunity to acquire a car from the legendary marque’s Bamford & Martin years.

1961 Aston Martin DB4 Series III: When the Aston Martin DB4 was launched in 1958, it marked the beginning of a new era for the British marque. John Wyer had been dissatisfied with the styling of a 1956 prototype for the proposed ‘next generation’ of Aston Martin, and insisted that the company should turn to an Italian design house. A deal was therefore done with Touring of Milan – from which Aston Martin also licensed the Superleggera method of lightweight construction, which involved using a framework of small tubes on a rigid platform chassis. Touring’s attractive bodywork was then fitted around a new 3.7-litre six-cylinder engine that produced 240bhp on twin SU carburettors. Suspension was via coil springs and wishbones at the front, with a live axle at the rear plus coil springs and lever-arm dampers. Rack-and-pinion steering was fitted in place of the steering box used on the earlier DB2 series, while servo-assisted Dunlop disc brakes were used all round. ‘It combines the skills of David Brown engineering and the Italian design artistry of Carrozzeria Touring,’ stated the DB4 brochure. ‘The body is aerodynamic without rakishness, it is pleasing without ornamentation, it is superbly appointed and bears the stamps of the quality standard to which it is built.’ The new car had performance to go with its looks, and was capable of going from 0-100mph and stopped again within 30 seconds. When The Motor tested a DB4, it concluded that, ‘Performance, controllability and comfort have combined… to make it a highly desirable car’. The DB4 was regularly updated throughout its production run, from the 1958 Series I to the Series V of late 1962. Modifications for the Series III – of which 165 were built – included different rear lights, optional overdrive and an improved heater. From 1961 onwards, there were also the options of a convertible body style and the more powerful Vantage model. In addition, there was the short-wheelbase, competition-focused DB4 GT, which had won first time out at Silverstone in 1959 with Stirling Moss at the wheel. Not only is this historic Aston Martin DB4 the first Series III ever made, it served as the factory demonstrator and appeared in promotional literature and adverts proclaiming the new model to be: ‘The ultimate symbol of success’. According to its factory build sheet, chassis number DB4/601/R was ‘appropriated’ by Aston Martin in April 1961. It had been fitted with engine number 370/611 – running on twin SU carburettors – and was finished in Caribbean Pearl with a Dark Blue interior. The car was specified with the optional extras of overdrive, an oil cooler and chrome wire wheels, and it had been registered 4 MY on 24 March. Its service records show that the cylinder head from DB4/257/R was fitted at the factory on 4 April 1961, and on 10 April a 4.09 rear axle was installed. Those records include an engine and gearbox rebuild that was carried out in October 1964, by which time the DB4 had covered just over 24,000 miles. Once 4 MY had served its purpose as a factory demonstrator, it was sold into private ownership and subsequent keepers included R Callaby of Bedford and the York-based Eclipse Copper Company. In the process, it was re-registered 862 BDN. In 1979, the DB4 was acquired by John Winsor, who had recently founded GTC Engineering and had been a marque enthusiast since going on a factory tour with his school in the mid-1960s. Winsor bought the car for £2000 from Mike Ridley – a successful Aston Martin racer – and it drove it home from Shropshire. He later noted that ‘the lack of brakes and unusual handling were of concern’ and resolved to embark on a full restoration. It was during his research into the car’s history that he discovered its status as the first Series III and its previous life with the factory as 4 MY. The DB4 was completely stripped down, the body was removed from the chassis, and all body panels were removed with the exception of the roof. With assistance from Clive Smart at Shapecraft, all corroded areas were replaced and Winsor did much of the paint preparation himself.  With GTC becoming increasingly busy with Aston Martin restorations, Winsor admitted that DB4/601/R ‘had to take a bit of a back seat’, but along the way the engine was rebuilt with larger valves and different cams, and a limited-slip differential was installed.  It was discovered that the gearbox was not the original but had apparently come out of 4 SMY, the DB4 that was used on the 1962 Monte Carlo Rally. The gearbox was rebuilt with a new overdrive unit, while the suspension and steering systems were also overhauled. The interior, meanwhile, was done by an ex-Aston Martin trimmer who had worked on the car when it was originally built – and factory DB4 GT Zagato seats were installed. The rebuild was eventually finished in the early 1990s and former Aston Martin boss Victor Gauntlett apparently expressed ‘a keen interest’ in buying the car – only to be turned down by Winsor. Used sparingly since that restoration and now being offered for sale at The Classic Motor Hub in exceptional condition, this Aston Martin DB4 recently benefitted from extensive work at marque specialist RS Williams that totalled almost £30,000. An alternator conversion was carried out, RSW-spec brake discs and pads were fitted all round, a stainless-steel exhaust was installed, and the steering and front suspension were rebuilt. This historically significant car featured on the cover of the programme for the DB4’s official 50th anniversary event and is offered with an extensive history file that includes invoices going back to the late 1970s, plus copies of period advertising in which it appeared.

1964 Aston Martin DB5: This beautifully presented Aston Martin DB5 is chassis number 1577/R. First delivered on 28 May 1964, its guarantee was issued on 2 June and non-standard equipment included a 3.77 Powr-Lok rear axle, Motorola radio, twin Marchal foglamps, chrome wheels, a heated rear screen and three-ear wheel spinners. The DB5 was registered ADA 222B, which it still wears today, and was delivered to its first owner – a Mr R Hampton of the Union Steel Manufacturing Co in Wolverhampton. Its service record shows that it was cared for by the Aston Martin factory until 1970. After that, it was serviced by Aston Distributors Limited at Perry Barr until 1975 and then Chapman Spooner Limited until the mid-1980s. Andy Chapman – a lifelong marque specialist who had joined Aston Martin in the early 1960s before setting up Chapman Spooner – personally owned this car for a short period. Then, during the late 1980s, it was displayed at the Midland Motor Museum, which was run by Bob Roberts and Michael Barker. Over the years, everything from a Ferrari 250 GTO and 250 LM to an Aston Martin DB3S and Roberts’ own Bugatti Type 43 would be displayed there. In the mid-1990s, Chapman inspected the DB5 for a prospective new owner and wrote that, ‘I would consider the car to be in the top 10 per cent for this model’. It is a well-known example that was used by Airfix to represent its scale model of the DB5 – an unmade, boxed kit is included with the car and shows ADA 222B on the back of the box. The Airfix DB5 also pictured in the book Aston Martin – The Legend and appears on the cover of The Ultimate History of Aston Martin DVD. A copy of the latter is also included. In recent years, the Airfix DB5 has been looked after at its spiritual home of Aston Martin Works in Newport Pagnell and all invoices are part of the history file. Its original instruction book is included, too. Now being offered for sale by The Classic Motor Hub, this Aston Martin DB5 left the factory in Goodwood Green with Beige trim, and currently looks resplendent in Florida Blue Metallic. It’s a superb example of this enduring 1960s grand tourer and boasts a fascinating history. The Aston Martin DB5 was launched at the 1963 Frankfurt Motor Show and replaced the ground-breaking DB4. The latter had marked the beginning of a new era for the British marque when it had been introduced five years earlier. John Wyer was dissatisfied with the styling of an initial 1956 prototype for the proposed ‘next generation’ of Aston Martin, and insisted that the company should turn to an Italian design house. A deal was done with Touring of Milan – from which Aston Martin also licensed the Superleggera method of lightweight construction. Touring’s attractive, flowing shape was fitted around a new twin-cam, six-cylinder engine that had been designed by Tadek Marek. For the DB5, the engine was bored-out from 3670cc to 3995cc, and very early in production a five-speed gearbox replaced the old four-speeder. On the standard triple SU carburettors, power output was 282bhp, with the Vantage model kicking out 314bhp on triple Webers. When Autocar tested this latest model in September 1964, it concluded that, ‘It is a car which cries out to be driven, to be driven well, and to be driven far… It is a car requiring skill and muscle which challenges and satisfies and always excites.’  The magazine recorded a top speed of 142mph and a 0-60mph time of 8.1 seconds, and noted how easily and comfortably the DB5 would cruise at speeds in excess of 100mph. Aston Martin built 125 convertibles, and Harold Radford produced a tiny quantity of ‘shooting brakes’, but the vast majority of DB5s were coupés. The model was replaced by the extended-wheelbase DB6 in 1965, meaning that it was in production for only two years, but it remains one of the most instantly recognisable cars ever built thanks to its iconic role in the 1964 James Bond film Goldfinger. Even at a distance of almost 60 years, that blend of Italian styling, British engineering and film-star charisma is as alluring as ever.

1967 Aston Martin DB6: The DB6 was the ultimate development of a bloodline that began in 1958 with the DB4 and which, for many enthusiasts, still defines the classic Aston Martin. Although it retained the basic Touring styling of the DB4 and DB5, the DB6 featured an extended wheelbase and a higher roofline in order to provide more room in the rear. It also introduced a redesigned rear end, with a Kamm-style ‘cut off’ and a spoiler that reduced lift and gave the DB6 a link to Aston Martin’s Project 215 racer. The Tadek Marek-designed 3995cc straight-six engine was carried over from the DB5, in either triple-SU specification or as the triple-Weber Vantage. A Powr-Lok limited-slip differential, chrome wire wheels and automatic transmission were offered as no-cost options. Beneath the skin, there was rack-and-pinion steering and independent front suspension, with a live rear axle and Watt linkage. Girling disc brakes were fitted all round, and a five-speed manual gearbox was standard fitment. The DB6 was launched at the 1965 London Motor Show and was offered in both coupé and open-top Volante forms. At just under £5000, it was more expensive than the DB5, but Motor began its road test of a Vantage model by stating that it was ‘superior in every way’ to its predecessor. The magazine recorded a 0-60mph time of 6. 1 seconds – Autocar managed 6. 5 seconds during its own test – and 100mph came up in only 15 seconds. The maximum speed Motor could achieve was 147mph, slightly short of the figure that Aston Martin claimed. A Mk2 version was introduced in 1969 – with wider wheels and optional fuel injection – and the model remained in production until late the following year before finally being discontinued. First registered on 3 April 1967, this Aston Martin DB6 was originally supplied by Arnold Wilson Ltd in Leeds to a Mr Heaton of Heaton Fluids Ltd. He soon put some serious miles on his new grand tourer, with service records showing that it had covered just over 24, 000 miles by July 1969. There are Esso Service record sheets attesting that the car was regularly serviced during 1969 all the way until December 1972 having covered 79, 400 miles. By the time the DB6 was put through the MoT test in December 1978, it was showing 89, 038 miles. Shortly after that, it was acquired by Harry Hennis, who was based in the north-east of England. After running the Aston for a short period, Hennis parked it in his parents’ garage – and there it stayed for more than 25 years. In the mid-2000s, Hennis – who was an engineer – brought the DB6 out of storage and started a thorough restoration. He stripped down the car to a bare shell and used various marque specialists as and when required, but didn’t keep many of the receipts because he didn’t want his wife to know how much he’d spent! The work was completed by 2007 but Hennis couldn’t bring himself to drive the Aston because he knew that, if he did, he wouldn’t be able to sell it. He was reluctantly forced to part with it only because he was retiring to a cottage in Scotland and there was no room to store it. The DB6 was therefore acquired by the current owner in September that year and trailered back to his home in Hereford. After he had put about 2000 miles on the car, he entrusted it to marque specialist Four Ashes in Stratford-upon-Avon so that an extensive check-over and service could be carried out. The work totalled more than £4000 and included a replacement radiator, reconditioning of the brake servos, and the fitment of electronic ignition. In 2015, the same owner had the DB6 stripped to bare metal and resprayed in the same shade of Dubonnet Rosso in which chassis number DB6/ 3004/ R had left the Newport Pagnell factory almost 50 years earlier. The Aston retains its original engine (400/ 3017) and even its original black leather upholstery, which is now beautifully patinated. More recent work has included the front bumper being rechromed, the left-hand window motor being replaced, and a new headlining being fitted. Now reluctantly being offered for sale after 15 years and more than 10, 000 enjoyable miles, the current owner willing to downsize his collection, this Aston Martin DB6 has had only three owners from new and is a highly original car that has been very well cared for in recent years. Ready to be enjoyed by its next custodian, it is an extremely usable example of this iconic 1960s British GT.

1970 Aston Martin DBS Injection: Intended as a replacement for the iconic Touring-designed series of DB4, DB5 and DB6, the DBS marked a change in direction for Aston Martin when it was launched in 1967. There was supposed to have been more in the way of continuity, but unfortunately Touring went out of business after producing two prototypes. In-house designer William Towns was therefore given the job. He produced a modern, sharp, square-edged design that set the template for the subsequent V8 models and helped to establish the accepted ‘look’ for a big Aston throughout the 1970s and 1980s. The DBS should have been powered by a V8 engine from day one, but Tadek Marek’s new 5.3-litre unit wasn’t ready in time, so Aston Martin carried over the 4-litre six-cylinder engine from the DB6. It was available in either standard 282bhp SU-carburettor form, or as the 325bhp Vantage, which used Weber carburettors. A handful of cars were also produced with the Brico electronic fuel-injection system. Drive was via a ZF five-speed manual gearbox or a three-speed Borg-Warner automatic, and the rear suspension employed a de Dion set-up rather than the DB6’s live axle. The DBS V8 eventually joined the six-cylinder model in 1969, the same year in which the DBS starred alongside George Lazenby in the 1969 James Bond film On Her Majesty’s Secret Service. When Autocar tested a V8-engined car in 1971, it recorded a top speed of 161mph and summed up the model with the words: ‘Tremendous performance, superb brakes, excellent handling’. The two models ran alongside each other until 1972. The six-cylinder DBS was then dropped and the bigger-engined car morphed into the V8, which would be the mainstay of the Aston Martin range into the 1990s.  This Aston Martin DBS is an extremely rare example and is one of only 15 six-cylinder DBS cars that were fitted with fuel injection. Offered on the DB6 MkII and the DBS between 1969 and 1971, the system was the first all-British electronic set-up and had been developed by the Coventry-based Brico company. Only when Brico was sold to Lucas – which had its own mechanical injection system – did Aston Martin revert to offering only carburettors on the DBS.  The guarantee for chassis number 5579/R was issued on 1 May 1970 and it was sold via Lazenby Garages to its first owner, a Mr Stanwell of Boston in Lincolnshire. The car was fitted with an automatic gearbox and finished in Azzurro Blue with Dark Blue Connolly leather interior. Its factory build sheet doesn’t record any further owners, but in the late 1980s it was one of four cars that were bought from a private collector in Wales by Northamptonshire-based Maurdon Motors. It was then kept – unused – in the company’s own collection until being sold to its next custodian in 1993.  The DBS changed hands again in 2001, and by 2016 it was decided to treat it to a full restoration. The work was carried out by marque specialist Richards of England and involved stripping the car back to bare metal. Once the necessary bodywork repairs had been carried out, it was initially resprayed in Bahama Yellow before it was decided to go with the original shade of Azzurro Blue instead. The attention to detail even extended to retaining the red enamelled ‘FI’ badges in the front wings.  The six-cylinder engine – number 400/4561/SFI – was rebuilt and enlarged to 4.2 litres. The manual gearbox, which had replaced the automatic unit that the car had originally been specified with, was also rebuilt. Such was the fastidious nature of the whole project that over £200,000 had been spent by July 2018.  The restoration was completed the following year and is fully documented in a hardback book that is covered in the same leather that’s been used for the Aston Martin’s interior. More recent work has included a differential rebuilt in May 2023 and all invoices have been kept in the extensive history file, which also includes the factory build sheet and MoT certificates going back to the early 1980s. It’s thought that this Aston Martin DBS is the only fully restored, six-cylinder, fuel-injected example in the world.

1971 Aston Martin DBS V8: Following the success of its DB4, 5 and 6, Aston Martin had intended Touring to design its replacement for that iconic series of cars, but the Italian company went out of business after producing two prototypes. In-house designer Williams Towns was therefore given the job of ushering in a new era. He produced a modern, sharp, square-edged design that set the template for the subsequent V8 models and helped to establish the accepted ‘look’ for a big Aston throughout the 1970s and 1980s. The DBS should have been powered by a V8 engine from day one, but Tadek Marek’s new 5.3-litre unit wasn’t ready in time, so Aston Martin initially carried over the 4-litre six-cylinder engine from the DB6. It was available in either standard 282bhp SU-carburettor form, or as the 325bhp Vantage, which used Weber carburettors. Drive was via a ZF five-speed manual gearbox or a three-speed Borg-Warner automatic, and the rear suspension employed a de Dion set-up rather than the DB6’s live axle. The DBS V8 eventually joined the six-cylinder model in 1969, and the two ran alongside each other until 1972. The six-cylinder DBS was then dropped, and the bigger-engined car morphed into the V8. Contemporary road-testers praised the flexibility of the V8 engine, and when Autocar tested a DBS in 1971 it recorded a 0-60mph time of 6.0 seconds and a top speed of over 160mph, which made it faster than the Ferrari 365 GTC. The DBS flew under the radar for a long time, but more recently it has started to attract a strong following for its blend of style and usable performance. Presented in superb condition following an in-depth restoration by Richards of England, this Aston Martin DBS V8 is an exceptional example of this fast and practical British Grand Tourer. The guarantee for chassis number DBSV8/10165/R was issued on 18 March 1971 and the car was first registered on 26 March. It was finished in Dubonnet Rosso with Natural trim and Fawn carpet, and was specified with air-conditioning. The DBS was then supplied via Plough Motors to Malcolm Freedman in Edgware, although a few days later ownership was transferred to the Green Shield Trading Stamp Co Ltd at the same address. The original warranty – a copy of which is included with the car – was made out in that company’s name. The Aston Martin passed to Reginald Baxter of Edgbaston in 1974, then to Norman Horwood. In 1981, it was acquired by Derek Grubb, who had dreamed of owning a DBS since he’d watched James Bond driving one on the silver screen. Grubb was an aircraft engineer and cherished his prized Aston. He had it repaired at the Newport Pagnell factory following a minor accident early in his ownership, and was delighted when German police quickly recovered it after it was stolen from the ferry terminal in Hamburg in 1989! Shortly after that, Grubb took the DBS to Phoenix Car Restorations, where it was stripped to bare metal, repaired as necessary, and resprayed. He always kept the car in a garage, and even though his work took him all over the world, the Aston was ‘on the button’ and ready to use whenever he returned to the UK. Grubb eventually decided to sell the DBS after more than 30 years, and in 2014 it passed to a new custodian. It changed hands again two years later, and in November 2019 it was entrusted to Lincoln-based marque specialist Richards of England so that a full ‘nut and bolt’ restoration could be carried out. This was a ‘body off’ process that was far more extensive than simply stripping the car to bare metal, and which enabled in-depth bodywork repairs and preparation to be carried out before the DBS was resprayed in its original colour. The differential and automatic gearbox were rebuilt, the interior was fully retrimmed, the suspension and brakes were overhauled, and a new wiring loom was fitted. A 450-mile road-test procedure then followed and final tuning was carried out by Aston Engineering – a dyno test showed the V8 to be producing 350bhp at just over 4700rpm. The whole restoration process is painstakingly documented within the car’s history file and no expense was spared in making the end result as good as it could possibly be. Now being offered for sale, this Aston Martin DBS V8 is in concours-ready condition throughout – inspecting it on a ramp shows the underside to be just as pristine as the rest of the car – and must be one of the very best examples on the market.

1954 Austin Healey 100 BN1: Donald Healey founded his eponymous car company in 1945, having already served as an RFC pilot in World War One, won the Monte Carlo Rally driving an Invicta, and worked for both Riley and Triumph. With Achille Sampietro and Ben Bowden on board, the company initially built Riley-powered cars in relatively small numbers. Then, at the 1952 London Motor Show, it produced a striking new model with styling by Gerry Coker, a chassis by Barry Bilbie, and the 2660cc four-cylinder engine from an Austin A90. Leonard Lord, boss of Austin, was suitably impressed, and the Austin-Healey era was about to begin. A deal was done for Jensen to build the bodies, and final assembly took place at Austin’s Longbridge plant. The first-series Healey 100s were known as the BN1 and featured a three-speed gearbox with overdrive on second and third. Drum brakes were used all round and many of the major mechanical components came from the Austin A90. When road-tested by The Motor, a BN1 Healey 100 accelerated from 0-60mph in just over 11 seconds and went on to a top speed of 106mph. An updated BN2 model was introduced in 1955 and had a four-speed gearbox, still with overdrive on the top two ratios. The wheelarches were also slightly larger and two-tone paint was offered as an optional extra. The Healey 100 was a huge success, particularly in the North American export market – it’s thought that almost 80 percent of production went there. It was also a popular choice for motorsport, with Healey offering the more powerful 100M and the now highly coveted aluminium-bodied 100S, which had disc brakes all round and a 132bhp engine. For many enthusiasts, the Healey 100 – with its rugged four-cylinder engine and elegant styling – represents the ideal 1950s British sports car. It lasted until 1956, when it was replaced by the six-cylinder 100-6, which morphed into the 3000 three years later. This attractive Austin-Healey 100/4 was in the ownership of only two families for almost 50 years. In 1970, it was bought from John Hutson – who had owned it for two years – by London-based Andrew Koch. Three years later, the continuation logbook shows that it was registered to Andrew’s brother Michael, but in 1977 it was Andrew who sold it on Michael’s behalf. Having been looking for ‘in excess of £600’, he had to settle for £500 and the Healey passed to Brian Hughes. Hughes would own the car for almost 40 years, and it was clearly in need of some work when he acquired it. His hand-written notes show that he fitted new wings, doors, outer sills, seats and carpets. There was further expenditure on ‘parts’ with the likes of AH Spares and Moto Build, and a new wiring loom was also needed. Hughes’ carefully documented expenditure shows that, once he’d finished, he’d spent £1898.02 – including the cost of the car. Chassis number BN1/223961 was originally built on 10 February 1955 as a right-hand-drive UK-market Healey 100. It was finished in Carmen Red with black interior – a combination that it retains today – and was supplied to the Farghers & Ashtons dealership on the Isle of Man. The continuation logbook suggests that the Healey came back to the mainland in June 1958, when it was given the registration RJU 322 – which was issued in Leicestershire. In more recent years, it has been cared for by renowned marque specialist Rawles Motorsport, with a carburettor rebuild being among the jobs listed in the extensive paperwork. There is also a wealth of receipts and invoices from Hughes’ ownership, plus MoTs going all the way back to 1970. Now being offered for sale by The Classic Motor Hub, this is a superb example of the BN1 Austin-Healey 100. Presented in very original specification, it offers all the excitement that you’d expect from this stylish ‘back to basics’ 1950s sports car.

1937 Bentley 4 ¼ litre “Derby” Victoria Coupe: The Bentley 3½ Litre (later enlarged to 4¼ Litre) was presented to the public in September 1933, shortly after the death of Henry Royce, and was the first new Bentley model following Rolls-Royce’s acquisition of the Bentley brand in 1931.Bentley sold only the drivable bare rolling chassis with engine and gearbox, scuttle and radiator, ready for coachbuilders to construct on it a body to the buyer’s requirements. Many distributors ordered their preferred bodies as showroom stock to enable them to stock finished cars ready for immediate sale. Bentleys of this era are known as Derby Bentleys because they were built in the Rolls-Royce factory located in Derby, England. Those of Bentley’s previous independent era are Cricklewood Bentleys. Chassis series G to L (excluding I) were 4¼ Litres, and the M series was the 4¼ Litre Overdrive chassis. Each series consisted of 100 chassis numbers, either odd or even. The numbers 13 and 113 in each series were not used, to avoid upsetting superstitious customers. Beginning in March, 1936, a 4¼ Litre version of the car was offered as replacement for the 3½ Litre, in order to offset the increasing weight of coachwork and maintain the car’s sporting image in the face of stiff competition. The engine was bored to 3½ in (88.9 mm) for a total of 4.3 L (4257 cc). From 1938 the MR and MX series cars featured Marles steering and an overdrive gearbox. The model was replaced in 1939 by the MkV, but some cars were still finished and delivered during 1940-1941. Designated the “K” series, the new chassis was built in two consecutive runs, the “KT” and KU”, the Derby works producing one hundred of each, with the KTs being numbered evenly and the KUs being assigned odd numbers. The new engine was introduced as a bored-out version of Bentley’s original 3.6-liter motor. The K chassis offered a number of interesting technological changes over their predecessors, although some enthusiasts remained a bit skeptical of items such as the new “de-turbulated” cylinder head design. This alteration involved changing the form of the combustion chamber. As one marque expert explains, “The earlier cylinder heads’ combustion chamber was smaller at the entrance with a kind of edge or lip on the fire face of the head—kind of bulb-shaped. It was to create turbulence of fuel/air mixture upon intake. This lip at the leading edge partially sealed off the chamber in an attempt to slow fuel flow into the cylinder and enable all of the fuel to ignite.” Bentley engineers found if they reduced the “swirl” of the incoming fuel/air mixture, or “de-turbulated” it by removing that lip edge and making it straight- sided, it helped the cylinder fill and ignite more effectively.” However, it also effectively reduced the compression ratio. Whether that was reflected in the engine’s performance is arguable, but it is said that those who raced Bentleys – and there were many – preferred the “turbulated” combustion chamber.1234 4¼ Litre cars were built, with Park Ward remaining the most popular coachbuilder. Many cars were bodied in steel rather than the previous, more expensive, aluminium over ash frame construction.

1909 Benz 25/45 Six Seat Sport Tourer: There can be little doubt that Karl Benz was the first to produce the petrol-engined car. Karl Benz started his engineering career making stationary engines running primarily on coal gas but soon realised the possibilities for mechanical personal transport. Benz pioneered the 4-stroke, 954cc single-cylinder engine and fitted it to a 3-wheeled “car”. Benz’s engine ran at a sedentary 400rpm and produced a grand 0.75bhp. For comparison DeDion Bouton’s engine ran at over twice the speed but Benz favoured a slower engine as it was less likely to shake itself apart. Benz’s 3-wheeler, the first petrol-powered motor vehicle was finished in Autumn 1885 and featured a tiller steering system. Benz had attempted to engineer a system to steer two front wheels but was unsuccessful, and was forced to wait until the Ackermann system was developed only a couple of years later. The 3-wheeler Benz was an innovative first attempt at a motorcar but sadly this innovation was not backed up with particularly strong sales figures as people had yet to come to terms with the idea of the horseless carriage. However, progress in this era was rapid and the first 4-wheeler came in 1893 and featured an enlarged engine now displacing 1745cc which produced a heady 3bhp and by the turn of the century this engine platform had been developed to displace almost 3 litres. This car, or more accurately this chassis template was named the Viktoria and was intended to be versatile enough for a large range of uses from 6-seater limousines to delivery vans and buses. However, it was the more compact, cheaper Velo launched in 1894 that solidified Benz as the premier motorcar manufacturer of the age. The Velo was the sales success the company needed. Sales of the Velo in 1900 outstripped the total sales of all vintage Benz cars sold before, with 603 Velos sold that year. With his cars now significantly outperforming the competition Karl Benz saw little need to change the design formula and his cars quickly became outdated as the industry caught up and by 1902 Benz sold only 206 cars. To rectify the problem Benz brought in new engineers headed by Hans Nibel who set to work on a 4-cylinder motor with 2 valves per cylinder and by 1908 Nibel had designed what was to be the template for the next series of successful Benz vehicles. Nibel’s cars were conventional machines featuring either chain or shaft drive which appealed to more conservative buyers as other manufacturers began to experiment with more diverse methods of propulsion. The vintage Benz we have in stock at The Classic Motor Hub is one of those built on Nibel’s successful design. So versatile was Nibel’s impressive engine that Benz offered it in 25 different variations and sizes. The 25/45 was built between 1909 and 1912 and the in-line 4-cylinder engine had an enormous displacement of 6.3 litres fed by an improved spraying nozzle carburettor developed by Benz. In October 1909 the car was delivered new to its first owner Ing Otto Krause who lived in Buenos Aires. Ing Krause came from a wealthy family who ran the main shipping lines between Buenos Aires and Patagonia. The Krause family owned the car until 1961 when it was discovered in a barn on the Krause family farm by a collector named Jorge Parodi. The car had been used on the farm as a work vehicle, having had the body removed and engine and chassis most likely used as a motorised cart. Parodi purchased the car from the family but did little with it, seemingly unable to find a body for the car. In 1983 Parodi sold the car to another collector called Carlos Pujol who started a comprehensive restoration on the chassis and engine. Señor Pujol owned the car for 15 years but was unsuccessful in finding a body for the car and grew tired of the search and so sold the car to our client in 1998. For six years our client searched South America for an original Benz body and fortunately had more success than the previous two owners, finding an original Benz body built by A Vendrine et Cie of Courbevoie, Paris. The restoration was completed in 2004 and since then the car has participated in several local rallies in South America, notably winning its class in the Autoclasica concours in 2012.This vintage Benz 20/45 is now in impeccable condition and ready to be enjoyed by the next vintage motoring enthusiast.

1937 BMW 315/1: Built between 1934 and 1937, the BMW 315 was an important model not only for the German marque, but also Frazer Nash. Managing Director HJ Aldington was so impressed after his chain-driven Frazer Nash cars had been beaten in the 1500cc class of the 1934 Alpine Trial that the company became BMW’s UK importer, starting a new chapter in its history. The 303 had been the first BMW to use a six-cylinder engine – as well as being the first to feature the famous ‘kidney’ grille – but it had a short production run and in 1934 it was replaced by the 315. This new model had an engine that had been enlarged to 1490cc, and the triple-carburettor Sports roadster – referred to as the 315/1 – was good for 40bhp and a top speed of 74mph. Other 315 models were fitted with a twin-carburettor engine that produced 34bhp. Its chassis featured independent front suspension, plus a live rear axle with semi-elliptic springs and hydraulic lever-arm dampers, a basic specification that would be shared with the larger-engined 319. Both models could be fitted with a variety of body styles, including a saloon and a convertible, but it was the 315/1 roadster that was the most sporting and exclusive. It’s thought that only 230 examples of the 315/1 were built, out of a total production run of almost 10,000. Thanks to its competition success during the 1930s, it helped to establish BMW as a maker of sporting cars and laid the foundation for the legendary 328 model. This Frazer Nash BMW 315/1 was painstakingly restored by the late Tim Pryke, a well-known figure in marque circles. When they were born, Tim and his brother Hugh had been driven home from hospital in their father’s Frazer Nash, and Tim went on to be Captain of the Frazer Nash Car Club. He was the ideal custodian for this rare car and there was no one better placed to bring it back to life. Originally registered DYV 514 on 30 June 1937, chassis number 51.553 was one of only 16 examples of the Frazer Nash BMW 315 that were brought into the UK. Pryke described it as being unique in that it was imported from BMW as a rolling chassis plus a basic body tub that included seats, dashboard and front wings, but no windscreen or its support pillars, no hood and no rear wings. Rear wings were subsequently made for the car by Tanner Bros in Fulham, London. They had a rare ‘wraparound’ profile and no hood tray – features that were shared with only two other 315s. Tanner Bros also fitted a screen and support pillars, hood and hood frame, and spare-wheel cover. When it was finished, the roadster body sat lower than it did on BMW-built cars. The first owner of DYV 514 was Dr Whittaker of Mere in Wiltshire. Records in the Frazer Nash Archive show that by 1947 it had passed to Major OA Batten of Heathfield in Sussex, then a Mr Moseley-Webb in 1950. In 1957, this Frazer Nash BMW 315/1 was owned by William Rheason of Mitcham in Surrey, and the following year it was bought from him by Peter Fry of nearby Epsom. Fry subsequently ran it as his only car and at some point he replaced the original engine with a pre-war SS unit, but it then spent the best part of 30 years off the road. Marque enthusiast Mark Garfitt heard of ‘an old, open BMW’ in Surrey and arranged to meet Fry and take a look at it. Garfitt noted that it was still fitted with the SS engine but he quickly located the chassis number and recognised the car’s rarity and significance. At that time, the Fry family was still hoping to restore it and return it to the road, but in the end it was Tim Pryke who took up that challenge after he’d bought the car. An engineer with a keen eye for detail, Pryke was meticulous with the rebuild and the history file is full of detailed instructions that he passed on to the specialists who he entrusted with jobs such as the respray. A new body tub was constructed, Pryke noting in correspondence that ‘the old body and steel inner pan were so badly rusted through that to call it like a colander would be an insult to colanders!’ Crucially, however, the signature rear wings could be rescued and repaired, while the aluminium panel joining the wings in the centre is also original. When it was complete, the car was painted in Black and Light Ivory, echoing the colour scheme that Pryke had seen in an old photograph of DYV 514. Now being offered for sale after Tim Pryke sadly passed away in 2022, this Frazer Nash BMW 315/1 is a rare example of this compact pre-war sports car. Presented in superb condition and once again fitted with a correct-type BMW Frazer Nash engine, it is ready to be enjoyed by its next owner thanks to the years of hard work that Pryke put into its restoration.

1962 Chevrolet Corvette racer: Launched in 1953, the Corvette has become one of the most enduring sports cars of all time. Built using a glassfibre body, it was introduced with a six-cylinder engine and an automatic gearbox, and sales were relatively slow until a V8 powerplant was added in 1955. Upgrades came thick and fast during the lifetime of the original C1 model, with electric windows being added in 1956 and a four-speed manual in 1957, and there were various facelifts along the way – including one in 1958 that gave the front end its distinctive quad headlamps. The Corvette’s mechanical underpinnings were relatively simple – drum brakes and a solid rear axle were used throughout C1 production – but its straight-line performance was immense. Just before the second-generation C2 was launched in 1963, the Corvette’s small-block V8 was enlarged to 327 cubic inches – just under 5.4 litres – and it produced 250bhp in standard form, or 360bhp running on fuel injection. In the latter form, it could cover the quarter-mile in less than 15 seconds and get from 0-60mph in only six seconds. Zora Arkus-Duntov was the man who did the most to give the Corvette a level of overall performance that matched its looks. He also recognised the importance of competition, but at the time there was a gentleman’s agreement between major American manufacturers that prevented them from officially taking part in motorsport. There were ways around it, however, and in 1960 the American privateer Briggs Cunningham entered a trio of near-standard Corvettes for the Le Mans 24 Hours. The car driven by John Fitch and Bob Grossman finished eighth overall and won its class – the start of a long history of Corvette success that has continued into the 21st century, at La Sarthe as well as other endurance classics. Imported into the UK in 2011, this 1962 Chevrolet Corvette C1 was fully restored and rebuilt to competition specification over a period of four years. The work was carried out by Adam Ruddle, an engineer for Tesla, with assistance from famous Kent-based specialist Claremont Corvette. Completed at the end of 2015, the car is a tribute to the Scuderia Scirocco Corvette that ran in the 1962 Le Mans 24 Hours, where it was driven by the Anglo-American pairing of Jack Turner and Tony Settember. With cars lining up for the start of the race in order of engine capacity, the 5.4-litre Corvette – which was given the race number ‘1’ – was actually at the front of the queue as the flag dropped and drivers sprinted across the track. It ran well during the race until an error by one of the drivers damaged the transmission, and in the end the rumbling Chevrolet retired after fourteen and a half hours. In 2016, this Corvette was invited to race in the new one-hour Kinrara Trophy at the Goodwood Revival. Co-driven by Henry Arundel, the Earl of Arundel and Surrey, it took its place on a mouth-watering grid of pre-1963 GT cars – including Ferrari 250 GTOs and Short Wheelbases, plus Aston Martin DB4 GTs and Jaguar E-types – and successfully reached the chequered flag. The car also competed at that year’s Le Mans Classic – 54 years after the Scuderia Scirocco team had raced at La Sarthe. Despite being the oldest car in Plateau 4, where it was up against the likes of GT40s and Shelby Cobras, the Corvette ran strongly throughout – particularly in the dawn session on Sunday morning, where its V8 muscle led to it overtaking the likes of Porsche 911s and a Ferrari 275 GTB. It also competed at the Silverstone Classic that year, before having a winter refresh that included a respray, a new clutch and a rebuild of the four-speed Muncie gearbox. The Corvette subsequently returned to the Le Mans Classic in 2018 and has raced at other major international events such as the Donington Historic Festival and the Grand Prix de l’Age d’Or. Now offered for sale at The Classic Motor Hub, this Corvette C1 is a charismatic and robust choice of historic racer that is eligible for the world’s finest events. It comes with FIA-HTP papers that are valid until 31 December 2026, and is fitted with the original Rochester injection system – although it includes the complete kit for switching to a Holley carburettor. It has a choice of exhaust system – a straight-through set-up for racing, plus silencers for road use – and comes with an extensive collection of spares, including a pair of wheels with tyres, hoses, gaskets, ignition components and an electric fan.

1924 Citroen Type C 5CV Cabriolet: The 1920s witnessed a boom in affordable motoring, with properly resolved light cars taking over from the often-rudimentary cyclecars that had come before. In the UK, the most famous example was the Austin Seven, but André Citroën was following similar thinking over in France. By the end of World War One, the Citroën factory was well set up for mass production and the Type C was introduced at the 1921 Paris Motor Show. Designed by Edmond Moyet, it was initially offered with only a two-seater Torpedo body but was fitted as standard with electric starting and lighting. Other body styles were added to the range and the 5hp was a huge sales success, at a time when Citroën was rapidly expanding around the world. Right-hand-drive versions were built for export, and all were fitted with an 856cc four-cylinder engine that used a single Solex carburettor. A non-synchromesh three-speed gearbox was fitted, braking was via the rear wheels only, and suspension was by quarter-elliptic springs all round. It was well received for its simple but robust engineering, and in 1925 two students covered 17,000km around Australia in five months with no engine problems at all. Ease of use was also a big selling point, thanks to the electric starter and the presence of a differential, and the 5hp was particularly targeted at female drivers. At the end of 1923, the short-chassis Type C2 was replaced by the Type C3, which featured a longer wheelbase. This allowed Citroën to offer a three-seater version as well as the ‘Voiture de Livraison’ delivery van. Although the 5hp sold well, with about 83,000 leaving the factory, Citroën didn’t actually make a huge amount of money from it, and production ceased in 1926. This charming Citroën 5hp Type C Cabriolet is an original English import and was first registered on 3 May 1926. It is therefore a long-chassis Type C3, which replaced the short-chassis Type C2 in late 1923. The original registration number of JS2712 was sold some time ago and the Citroën is now registered BS9671. The history file includes the original buff logbook, which starts in 1946. Having been in regular use during recent years with its enthusiast owners, the Citroën has benefitted from a rebuilt dynamo, magneto and steering box, a full rewire, a new clutch and relined brake shoes. The three-speed gearbox was rebuilt using new bearings plus a new layshaft, and the 856cc four-cylinder engine has also been rebuilt. The crankshaft was reground and new mains and big ends fitted, the cylinders were honed, and the block and cylinder head were resurfaced. The valves and valve seats were refaced, and the guides were K-Lined. Block repairs included stitching and patching, and pressure testing. A replacement halfshaft was needed, and the back axle was rebuilt with new bearings throughout. A new petrol tank was fitted, too. Bills for all that work came to more than £11,000, but the end result is a reliable and useable example of the Citroën 5hp Type C Cabriolet. The minimalist dashboard features only an amperes gauge, ignition switch and a speedo, but discreet stop lights and indicators have wisely been added at the rear.

1953 Cooper-Alta Formula 2: As the 1953 season approached, 23-year-old Stirling Moss was already firmly established as one of motor racing’s rising stars. The ‘Boy Wonder’ had won the Tourist Trophy twice, was the dominant force in 500cc Formula 3, and had even demonstrated his peerless versatility by finishing second on the Monte-Carlo Rally. One of his co-drivers on that gruelling event had been John Cooper, an engineer and Autocar journalist who is not to be confused with the John Cooper who built successful racing cars at Surbiton on the outskirts of London. John ‘Autocar’ Cooper approached Moss in late 1952 and suggested that, along with Ray Martin and Alf Francis, they develop and build a single-seater to Formula 2 specification for Moss to race. His plan was to use a chassis supplied by John ‘Surbiton’ Cooper, but with modifications including front suspension that employed double wishbones and coil springs instead of the standard Cooper transverse leaf spring. There would also be Girling disc brakes up front, while at the rear was a de Dion tube with double radius rods on both sides, a Watt linkage, coil springs and inboard drum brakes. Moss had initially suggested sourcing a 2-litre six-cylinder Maserati engine, but the Italian marque would sell them only a complete car. Instead, they approached British firm Alta and acquired one of its four-cylinder, twin-overhead-camshaft, 1970cc engines. This would run on twin Weber 45 DOE carburettors and be mated to a modified Alta gearbox. It quickly became clear that the modifications specified by ‘Autocar’ Cooper were so extensive that it was easier to simply obtain the relevant tubing from Surbiton rather than a complete chassis. This would then be built up by Ray Martin and Alf Francis – and by now there was only 12 weeks to go before the car’s intended debut at Goodwood. Despite the fact that it constituted almost a completely new car, Martin and Francis had the chassis ready after only eight weeks, and off it went to Cooper at Surbiton to receive its body panels. The engine, however, arrived with only 11 days left and was immediately found to be bigger than the dummy unit that the team had been sent. In order to fit it in, they had to move the steering gear, which affected the geometry. Not until the early hours of race day – Monday 6 April – was the car finally lowered onto its wheels. They then discovered that it didn’t fit the transporter, but nonetheless it had been delivered to Goodwood by mid-morning. Moss raced in the seven-lap Lavant Cup that day and, despite starting from the back of the grid, came through to finish seventh after a dice with Ken Wharton (Cooper-Bristol) and Bobby Baird (Ferrari). The car’s next outing came in front of a huge crowd for the International Trophy at Silverstone on 9 May. Moss finished a close second in his heat behind the winning Maserati of ‘Toulo’ de Graffenried – the two men shared fastest lap – and then made a blistering start in the final. He briefly led before being overhauled by faster cars and was running sixth when a pit stop to take on more fuel dropped him to ninth at the finish. Two weeks later, on 25 May, Moss and the Cooper-Alta Special were at the first post-war meeting to be held at the compact Crystal Palace circuit in south London. The Coronation Trophy comprised a 10-lap heat in which Moss finished fourth and then a 10-lap final in which he battled with Whitehead’s Cooper-Bristol before taking the chequered flag in fifth. The ambitious little team then headed off to the continent and the Eifelrennen, one of the most prestigious non-championship races of the season. Held over the fearsome Nürburgring Nordschleife on 31 May, it attracted a strong entry from across Europe. De Graffenried won again in dreadful conditions, while Moss – who had won that weekend’s Formula 3 race – had to settle for sixth place after being held up in the early stages by the Ferrari of Kurt Adolff. At the end of June, the Cooper-Alta was entered for the Grand Prix de Rouen-les-Essarts, a Formula 1 race that was also open to Formula 2 machinery and which was held on the majestic Normandy road circuit. Giuseppe Farina and Mike Hawthorn finished first and second for Ferrari, but Moss lost first gear on the opening lap and finished down in tenth place. His final outing in the Cooper-Alta Special came a week later, on 5 July, in the French Grand Prix at Reims. As had been the case the previous year, the 1953 World Championship was for 2-litre  Formula 2 machinery and the race around the high-speed circuit – which had recently been modified to bypass the village of Gueux – would be a battle royal between Ferrari and Maserati. By the time Mike Hawthorn took a famous victory for Maranello, just pipping the Maserati of Juan Manuel Fangio, Moss had long since retired. The flywheel disintegrated and the clutch housing, as he later put it, ‘burst asunder’, resulting in a nasty gash on his leg. The team then decided that the best way forward was to put an Alta engine in a standard Cooper chassis, and the Special was therefore retired from front-line competition. During 1954-55 it was used by Ferodo for brake testing, and in 1956 it took part in sand-racing in Jersey. There is also a photograph showing it back in England in 1957, when it was raced at a very wet Snetterton by a JS Read. The Cooper-Alta Special later went into the Doune Motor Museum in Scotland, Lord Doune having acquired the car in late 1968. It stayed there for three decades until being bought by Bugatti specialist and historic racer Ivan Dutton. John Lloyd then bought it from Dutton and, after a restoration carried out by Neil Davies Racing, the Cooper-Alta made its debut in historic racing at Brands Hatch in 2002. ‘The design has fantastic potential,’ said Davies at the time. ‘Almost straight out of the box at its Mallory first test it handled beautifully, and I reckon it can beat all the Cooper-Bristols.’ The car was entered for that year’s Monaco Grand Prix Historique and continued to race in historics with its next custodian, Dave Clewley, who bought it from Lloyd in 2007. Clewley, a well-known figure on the Vintage Sports-Car Club scene, went on to race the Cooper-Alta Special with the Historic Grand Prix Cars Association and at events such as the Goodwood Revival and the Nürburgring Oldtimer Grand Prix.

1996 Ferrari F355 Spider: Supplied new via the Evans Halshaw dealership in Birmingham, this Ferrari F355 is an exceptional example and is presented in its original colour scheme of Rosso Corsa with Crema interior. The first owner of chassis number 106698 was a Mr John Greasley. It was delivered on 24 October 1996 with engine number 44013. Over the course of its life, the F355 has been maintained by some of the most respected names in the Ferrari world. Its full service history starts on 8 September 1998, when it returned to Evans Halshaw having covered 5307 miles. It was back there on 14 December 1999, when it had its cambelts replaced – a job that was also carried out in October 2002 at 7886 miles, then again in 2006, 2009, 2013, 2016 and 2019. In 2006, the Ferrari had been sold to its latest owner by world-renowned specialist Bob Houghton. The car had covered 12,626 miles and it has been looked after by Houghton ever since. As well as the usual service items, work has included the refurbishment of the interior trim panels in 2015, plus the renewal of the engine mounts and front suspension hubs in 2019. The F355’s most recent visit to the Houghton workshops came in June 2022, when it was given a full service – including the removal of the engine so that the cambelts and auxiliary drive belt could be changed. The bearing for the alternator belt tensioner pulley was renewed and a compression check was carried out on the V8 engine. Ferrari’s paddle-shift ‘semi-automatic’ transmission was an option from 1997 onwards, but this car features the six-speed manual gearbox that is perfectly suited to the free-revving 3.5-litre V8. Fewer than 500 right-hand-drive F355 Spiders were built, from a production total of more than 11,000 cars, making this a rare example of the breed.

1935 Frazer Nash Shelsley: Launched at the 1934 London Motor Show, the Frazer Nash Shelsley was the ultimate development of its chain-driven models. At £850, it was very much aimed at the well-heeled enthusiast, and the company was soon trumpeting its immediate competition success. ‘In full touring trim,’ one advert stated, ‘this model climbs Shelsley Walsh in 45 seconds… has a guaranteed speed of 105mph in road trim and stripped, 115mph. It is perfectly suitable for normal road work and, of course, for any type of sporting event.’ The Shelsley retained the idiosyncratic chain-drive transmission that was a trademark of Frazer Nash models, while suspension was via quarter-elliptic leaf springs and friction dampers. A larger radiator and bigger brakes were also fitted. The majority of the eight cars built used the supercharged version of Frazer Nash’s Gough engine, named for its designer Albert Gough, but a couple of them were fitted with the Blackburne six-cylinder engine. The most popular choice of coachwork was the TT Replica body. This rare model has rightly become particularly coveted over the years, and Frazer Nash justifiably stated at the time that the Shelsley ‘undoubtedly possesses a more brilliant performance than any sports car on the market, irrespective of capacity’. Described by legendary Motor Sport scribe and marque authority Denis Jenkinson as ‘the Nash to end all Nashes’ and ‘my favourite sports car of all time’, this Frazer Nash Shelsley is one of the most revered of all Frazer Nash cars and boasts a remarkable competition history in the hands of its famous first owner. Frazer Nash built only eight examples of its Shelsley model, and chassis number 2152 was completed in April 1935 for wealthy young racing driver AFP Fane. Born Alfred Fane Peers Agabeg in India in 1911, Fane moved to England during the 1920s following the death of his father and was educated at Harrow and Cambridge. A stylish and debonair young man, he started racing in 1931 with his Salmson and soon caught the eye of Frazer Nash director HJ Aldington. The two struck up a strong friendship and Fane would eventually become a shareholder in the company. His competition success at the wheel of various Nashes – allied to his attractive personality – made him the perfect ambassador. CMH 500 was fitted with Frazer Nash’s Albert Gough-designed, twin-supercharged, overhead-camshaft, 1500cc four-cylinder engine (number 7/120). The exact mechanical specification varied between each individual Shelsley, and Fane’s car was built very much with competition in mind. It features twin SUs rather than the more-common single carburettor, duplex chains, and a central radius arm bolted to the back of the bevel box. In order to reduce weight, this Frazer Nash Shelsley also benefitted from the use of magnesium for components such as the bevel box, rocker cover and chassis fittings. The doorless, lightweight TT Replica body lacked any extraneous frills and was finished in Fane’s signature maroon, and during 1935 and 1936 it had a huge amount of competition success. Jenkinson later wrote that it ‘was the standard by which to judge sports cars… its acceleration and general performance being able to match anything in its class and most of those in the larger classes.’ Fane’s record in CMH 500 includes multiple victories at Brooklands and Donington Park, and the Frazer Nash was almost unbeatable in the 1500cc sports car class at sprints and hillclimbs. On one occasion, it was even stripped of its mudguards, lights, windscreen and silencer and entered in the British Empire Trophy at Donington Park – an event for racing cars in which Fane was driving the works single-seater. With Don Aldington at the wheel, CMH 500 brilliantly held its own against Pat Fairfield’s 1100cc ERA – a pure-bred voiturette racer. Fane always drove the car on the road to and from events, and in September 1935 he competed at the Brighton Speed Trials in the morning, before driving up to Brooklands and racing there in the afternoon. He was hugely popular with the workforce at the Isleworth factory, where he often made spectacular entrances in a perfectly controlled slide. By 1936, Frazer Nash was increasingly concentrating on the BMW side of its business – it had become the official importer in 1934 – and the era of the chain-driven Nashes was coming to an end. Fane continued to impress after switching to the German cars and won his class in the sports car race at the 1937 Eifelrennen meeting. He also set a sports car record on his first visit to the Grossglockner hillclimb, and took class victory – and eighth overall – on the 1938 Mille Miglia. This remarkable character had learned to fly during the 1930s but, at the age of 28, was considered too old for fighter duty when war broke out. Instead he ended up in photo reconnaissance, and it was Fane who located the feared German battleship Tirpitz when it was hiding in Norway in January 1942. Tragically, he was killed later that year when he crashed his Spitfire in poor weather. A memorial seat that was originally built at his Buckinghamshire home has since been moved to the Shelsley Walsh hillclimb. As for his old Frazer Nash, CMH 500 had been sold in 1937 to a Mr Holroyd, and during the war it was kept at the workshops of Thomson and Taylor at Brooklands, where it had enjoyed so much success during the 1930s. It then passed to CJR Willment in 1945, before being acquired by JA Wicke in 1951. He kept it for 17 years and temporarily fitted an Austin-Healey engine while the original was being rebuilt. In 1968, the Frazer Nash was bought by Bert Smith, an enthusiast who also owned Sunbeams, Squires and an Alfa 6C-1750. Smith was adamant about retaining the car’s originality and repainted it in Fane’s favoured maroon. In 2004, it passed to his friend Nick Benwell and was later sympathetically rebuilt at Phoenix Restorations in Hartley Wintney, while the engine was overhauled by marque specialist Blakeney Motorsport. Now being offered for sale by The Classic Motor Hub, this historic and extremely well-known Frazer Nash retains its original chassis, body, interior, dashboard and steering wheel – an extremely rare boast for a pre-war car with such an extensive competition record. It is supplied with a comprehensive file that documents its remarkable history. There are period photographs of it being raced at Brooklands, Donington Park and numerous speed trials, plus documentation such as the original programmes from the 1936 and 1937 Stanley Cup meetings and hand-written correspondence from Denis Jenkinson. It even has its original Frazer Nash Car Club badge (number four), which was given to Fane by HJ Aldington at a Frazer Nash Christmas party. In its current ownership, CMH 500 has successfully completed two Nash Raids to Bolzano in Italy, and in true Fane style it was driven there and back, completing the return journey in just over a day. It was also driven to Angouleme, raced, and driven home without fault. This beautifully sorted and delightfully patinated Nash still makes a quick and capable road car, with plenty of torque on offer from the blown Gough ‘four’. Wind it up on the open road and it’s easy to imagine AFP Fane blasting home on a Saturday evening after yet another successful race meeting.

1954 Jaguar XK120 drophead coupe: The Jaguar XK 120 was the sensation of the 1948 Earls Court Motor Show. The lithe sports car was initially intended as a low-volume showcase for Jaguar’s brand-new, 3.4-litre, straight-six engine – descendants of which would survive into the 1990s – but it was soon being put into production. Demand far exceeded the expectations of Jaguar boss William Lyons, and the XK 120’s blend of beauty and performance – it was the world’s fastest production car when it was launched – made it an international sales success at a time when exports were vital to British companies. Three body styles were produced before the XK 120 was replaced in 1954 by the XK 140. First came the Open Two-Seater (also known as the Roadster), which was followed in 1951 by the fixed-head coupé, and in 1953 by the drophead coupé. At first, the bodywork was constructed from aluminium, but in early 1950 Jaguar instead began to use steel for most sections. Although the standard XK 120 produced 160bhp, the SE model upped that to 180bhp. Fitting a C-type head plus larger 2in SU carburettors boosted it even further to 210bhp, and it’s little wonder that XK 120s proved to be so successful in competition. At the 1950 Le Mans 24 Hours, the car of Leslie Johnson and Bert Hadley was a late retirement from third position, but their performance helped inspire Jaguar to return in 1951 as a works team with the C-type. This time they won outright, the first of five Jaguar victories at La Sarthe during the 1950s. There was rally success, too – most famously courtesy of Ian Appleyard in ‘NUB 120’ ­­– plus record runs that included averaging 100.31mph for seven days and seven nights at Montlhéry in 1952. Although the XK series lived on until the XK 150 was replaced by the E-type in 1961, for many enthusiasts the original XK 120 was the purest example of the breed, and it’s little wonder that, seven decades later, it remains such a coveted sports car.Toulon-born singer Gilbert Bécaud would have cut quite a dash in 1950s France at the wheel of his newly acquired Jaguar XK 120 drophead coupé. Having been part of the Resistance during World War Two, Bécaud became a songwriter in 1948 and started singing himself a few years later following encouragement from Edith Piaf. He was still in his 20s when he bought this XK 120 – which is now being offered for sale at the Classic Motor Hub – and it would have been the perfect choice for the stylish young performer. Chassis number 678351 was dispatched from the Browns Lane factory in Coventry on 27 May 1954, and sold new to Bécaud via Parisian distributor Charles Delecroix. It was delivered in Pastel Blue with a blue interior, and the accompanying Heritage Certificate states that it was fitted with engine number F3194-8, body number P2616 and gearbox number JL23094. As the 1950s progressed, Bécaud began acting and an English version of his song Je t’appartiens became a hit for the Everly Brothers. It would later be covered by the likes of Bob Dylan, Elvis Presley and Nina Simone, while another song of his, Et Maintenant, was recorded under the title What Now My Love by Shirley Bassey, Judy Garland and Frank Sinatra. The XK 120 was first registered in the UK in 1989. It was imported after being acquired by Trevor Scott-Worthington, who was ‘Total Quality Manager’ for Jaguar at the time, and kept the car for 19 years. Mr. Scott-Worthington had also set up Jaguar spares specialist Coventry Auto Components in 1969. Although the car was still attractive and driving well by 2016, the then- owner decided to commission a full restoration. The work was carried out by Clanfield Coachbuilding in Oxfordshire. The bodywork was stripped to bare metal and any repair sections were finished with traditional lead-loading – as would have been done at the factory. A full engine rebuild was carried out and a new clutch assembly fitted, while a specialist ash framer replaced any woodwork that was showing signs of deterioration. Inside, the seats were in good condition and had acquired a nice patina, so the decision was taken to leave them as they were. The rest of the interior was retrimmed, including new carpets and door cards, and the rare ivory steering wheel was retained as a nice touch of European chic from the car’s time in France. The restoration process took five years, and a full photographic record is part of the history file. Coopercraft front disc brakes and a five-speed gearbox are both popular modifications that make the XK 120 a much more useable proposition in modern conditions, and this drophead coupé is now ready to be enjoyed by its next owner.

1952 Jaguar XK120 Fixed Head Coupe: Immaculately presented in its original colours of Pastel Blue with a blue interior, this Jaguar XK 120 SE FHC also drives superbly after being given a host of well-chosen upgrades. Built at the Browns Lane factory in Coventry on 4 September 1952, chassis number S679990 was a left-hand-drive car that was dispatched to the USA on 15 September to Charles Hornburg – Jaguar’s renowned West Coast distributor.  Its Heritage Certificate notes that, when new, it was fitted with body number J1993, engine number W5847-8S and gearbox number JL12511.  The Jaguar was imported back into the UK in late 2015, by which time it had been painted red and was in need of a complete restoration. All receipts for the extensive work that was carried out are included in the car’s history file, as is a full photographic record of the entire process. The body-off restoration included a range of upgrades that have become popular with XK owners. The original four-speed Moss gearbox has been replaced with a five-speed unit, and an EZ electric power-steering system has been installed. The latter has enabled the fitment of a smaller wood-rimmed Moto-Lita steering wheel. Interior space is limited on a standard XK 120, so this car has benefitted from a bulkhead pedal-box extension in order to give more room, and the drilled pedals are floor-mounted. A front disc-brake conversion has been carried out and there are Koni adjustable dampers front and rear, plus Polybushes throughout. There’s a brake-bias adjuster, too, along with a Powerlite alternator and starter motor.  The original 3.4-litre straight-six engine has been retained and now breathes through twin 2in carburettors, a modified inlet manifold, and a ported and polished cylinder head. A full stainless-steel exhaust system has been fitted, along with a lightened flywheel and an upgraded clutch and propshaft. The cooling system benefits from an aluminium radiator and electric fan, and servicing is made easier thanks to the fitment of a spin-on oil filter. Inside, the XK 120 retains its left-hand-drive layout. Dynamat soundproofing has been used extensively, including on the roof, and the modified sports seats offer more support than the originals. The light burr walnut wood trim is immaculate and night driving is made safer thanks to halogen headlamps. The chrome wire wheels are shod in Blockley tyres and the bonnet features louvres to improve engine-bay cooling. This Jaguar XK 120 SE is now being offered for sale at The Classic Motor Hub in pristine condition – from the paintwork and the chrome to the interior trim and even the underside of the car.

1954 Jaguar XK140: Introduced in 1954 as the replacement for the XK 120, the Jaguar XK 140 retained the outline of its famous predecessor while adding various refinements and updates. It holds a coveted place in the affections of marque cognoscenti, with many arguing that it’s the best of all the XKs thanks to its blend of 120 style and 150 practicality. Among the external changes was a revised radiator grille with fewer vertical slats, plus more substantial bumpers. The engine was moved forwards and the interior was redesigned in order to give occupants a little extra room, but the two-piece windscreen remained. Mechanical revisions included telescopic dampers in place of lever-arm units, plus rack-and-pinion steering instead of the old recirculating ball set-up. Beneath the bonnet was the same 3.4-litre engine found in the XK 120, but in a heightened state of tune. The standard XK 140 produced 190bhp, while the SE model gained a cylinder head to C-type specification and was good for 210bhp. The latter was designated XK 140 MC in North America, and it was to this vital market that most XK 140s were exported. When Karl Ludvigsen tested an XK 140 in the US for Sports Car Illustrated, he concluded: ‘This latest revision of a time-tested machine is notably improved in the handling and braking departments, and this, together with its smooth and surging power, make it a delight to drive at high speeds over long distances on fast, winding roads.’ The same three body styles were offered as on the XK 120 – Roadster, Drophead Coupé and Fixed-Head Coupé – with production being split roughly equally between them. In total, 8937 XK 140s were built before it was replaced by the XK 150 in 1957. This Jaguar XK 140 Roadster has just emerged from a painstaking restoration and is beautifully presented in its original colour combination of Birch Grey with red interior. Chassis number 800003 was completed on 26 November 1954 and was the third right-hand-drive XK 140 Roadster to be built. This variant was by far the most rare of all the XK 140s, with only 73 being built between 1954 and 1956. In contrast, 480 Drophead Coupés and 839 Fixed-Head Coupés left the Browns Lane factory in right-hand-drive configuration. The XK 140 was dispatched on 15 December 1954 and supplied via Henlys London to the Halls dealership in Finchley, on the northern outskirts of the capital. The car’s original registration number of 505 EHX – which it still wears almost 70 years later – was issued in Middlesex. Little is known of the XK 140’s early history, but it was acquired by the current owner in 1969. He then stored it for several decades until it was in need of a total restoration. This has been carried out over the past three years, with the Jaguar being returned to its former glory. The bodywork was entrusted to Lee Thompson at ML Classics Ltd in Warwickshire and the car was then taken to T&T, which is based near Nuneaton, so that it could be resprayed in Birch Grey. Hamptons Coach Trimming took care of the interior, which is superbly finished in red, and Classic Engineering Works did the engine machining work that was required. Photographs show that, at some point before the XK 140 had gone into storage, it had been fitted with a triple-carburettor set-up, but it is now running on the correct twin SUs. Now at The Classic Motor Hub and offered for sale for the first time in more than 50 years, this Jaguar XK 140 Roadster is a very rare and extremely early right-hand-drive example.

Jaguar C Type

1961 Jaguar E Type FHC “Flat Floor Model”: Few cars have had the impact of the Jaguar E-type when it was launched at the 1961 Geneva Motor Show. Early road tests produced a headline top speed of 150mph, Malcolm Sayer had designed a shape of timeless beauty, and all of this was on offer for a fraction of the price asked by rivals such as Aston Martin and Ferrari. Little wonder the E-type became such a strong symbol of the Swinging Sixties. The car owed much to the famous Le Mans-winning D-type of the 1950s. Aerodynamicist Sayer had previously worked at the Bristol Aeroplane Company and for the D-type he devised a central monocoque structure – referred to as the ‘fuselage’ by some of Jaguar’s top brass during development – to which was added a front subframe for the engine. That layout was retained for the E-type, which replaced the D-type’s live rear axle with independent suspension all round. It was introduced with the 3.8-litre, triple-carburettor, straight-six engine from the outgoing XK 150 S and its performance was mind-boggling at a time when even 100mph was well beyond the experience of most motorists. Bill Boddy wrote in Motor Sport that: ‘The E-type is a staggering motor car on all counts; safety, acceleration, speed, equipment, appearance – all are there, for a basic price of only £1,480.’ Production of the roadster and FHC slowly ramped up through 1961, with early cars also scoring some notable competition success. Updates came thick and fast as Jaguar struggled to keep up with demand. In 1962, the ‘flat floors’ were replaced in order to provide more room in the foot well, and in late 1964 the engine was enlarged to 4.2 litres. At the same time, a Jaguar gearbox with synchromesh on all four speeds replaced the previous Moss gearbox. In 1966, a 2+2 model was added to the range, and the Series 1 lived on until 1968, when it morphed into the facelifted Series 2. A more fundamental change came in 1971 with the addition of a V12 engine for the Series III, and the E-type lived on until 1975 before it was replaced by the XJ-S. This beautifully restored Jaguar E-type Series 1 FHC dates from 1961, the first year of production. Chassis number 860120 was completed at the Browns Lane factory in Coventry on 18 December that year and is one of the coveted ‘flat floor’ models. It was finished in Imperial Maroon with Maroon trim and dispatched via Henlys London on 10 January 1962. It’s believed that it was then sold to a wealthy farmer – Albie Malan – in Ladybrand, South Africa. Malan was apparently a great enthusiast who owned a number of expensive cars and would regularly cover the 140 kilometres between Ladybrand and Bloemfontein at high speed. The E-type is then thought to have been acquired in the 1980s by the owner of Dorian Hats in Johannesburg, where it was used only infrequently. In 1988, it was bought by John Lawrence in Auckland and shipped out to New Zealand. Having been registered BJQ 260, the E-type remained in New Zealand for more than 25 years. Records from its annual Warrant of Fitness Inspection show that it was used sparingly from 2003 onwards, and covered a little over 2000 miles from then until it was sold to a new owner and exported to the UK in 2015. When it arrived, the Jaguar was entrusted to Lincoln-based Richards of England and given a thorough restoration. It was completely stripped down and the shell was fitted to a jig before being bead-blasted to take it back to bare metal. It then received in the region of 500 hours of work in the Richards of England fabrication department, with the intention of retaining as many original panels as possible. It was resprayed in its original shade of Imperial Maroon and displayed mid-restoration at the London Classic Car Show. The engine was rebuilt by M&C Wilkinson, the gearbox and differential were also rebuilt, and all of the brightwork was rechromed. Inside, Maroon Connolly Vaumol hide was used on the seats and centre console, while wool carpets and a wool headlining was fitted. The original alloy dash and wood-rimmed steering wheel were retained, and Richards of England even considered details such as using the correct ‘mid blue’ colour on the Girling dampers and creating an aluminium replica of the early ‘side fin’ radiator, which has been painted black. Now being offered for sale, this Jaguar E-type Flat Floor was the 120th right-hand-drive Fixed-Head Coupé in terms of chassis-number sequence and represents a rare opportunity to acquire a matching-numbers ‘flat floor’ car. It is still fitted with engine number R3270-9, body number V1453 and gearbox number EB2428JS – all of which are listed on its Heritage Certificate – and is a superb example of this iconic model.

1965 Jaguar E Type Series 1 4.2 Open Two Seater: Following the E-type’s sensational launch at the 1961 Geneva Motor Show, Jaguar introduced a number of detail modifications as production gradually got into its stride. And ‘gradually’ was the key word – despite overwhelming demand for the ground-breaking new model, only 342 cars were built for the UK market in 1961. After early milestones such as the deletion of the ‘outside’ bonnet locks and then the introduction of more spacious footwells to replace the flat floors seen on the earliest E-types, the first really significant change came in October 1964, when the 3.8-litre, twin-overhead-camshaft, straight-six engine was replaced with an updated 4.2-litre version of the same unit. The old Moss gearbox – which has often come in for criticism over the years – was dropped, and a new all-synchromesh, four-speed Jaguar gearbox fitted in its place. More comfortable seats were also used in the 4.2, plus improved electrics. Elsewhere, the basic layout that had been designed by aerodynamicist Malcolm Sayer was retained. With its monocoque centre section and a subframe to carry the engine and front suspension, the E-type owed much to the legendary D-type sports-racer of the previous decade. Independent rear suspension was employed, and disc brakes were fitted all round. Two body styles were initially offered – a roadster (OTS) and a fixed-head coupé – and a 2+2 model was added to the range in 1966. When Motor Sport magazine tested a 4.2 E-type, they found that they were able to spend long periods at 110-130mph on Britain’s pre-speed-limit motorways. Editor Bill Boddy – not a man who was easily impressed – concluded thus: ‘The Jaguar E-type has been one of the world’s outstanding sports cars from the day it was first announced, representing quite extraordinary value-for-outlay and a high degree of driver satisfaction. In its latest form it is very near perfection.’ After an interim run of models that are now referred to as the ‘Series 1½’, the Series 1 was eventually replaced in 1968 by the facelifted Series 2, which carried over the 4.2-litre six-cylinder engine. Then, in 1971, came the Series III with an all-new V12 powerplant. The final E-type was built in 1974, and the following year Jaguar introduced its latest grand tourer – the XJ-S. This Jaguar E-type Series 1 4.2 was built on 11 January 1965 and dispatched from the Browns Lane factory in Coventry on 29 January. Chassis number 1E 1089 was finished in Cream with a black interior and black soft-top, and it was supplied via distributor PJ Evans in Birmingham to Stourbridge-based dealer Hewitts Garages. There it was collected by its first owner – a Mr J Peutherer – and registered SRF 234C. According to the car’s Heritage Certificate, it was fitted with engine number 7E 2308-9, body number 4E 1568 and gearbox number EJ 1432. At some point in its life, the E-type must have found its way to America, but it was imported back into the UK in 2014. Between 2016 and 2019, the car was fully restored by respected marque specialist XK Engineering in Coventry – only a few miles north-east of where it had originally been built. The restoration is fully documented in the E-type’s history file, with invoices totalling more than £90,000. There isn’t room here to document everything that was replaced during the painstaking process, but new floors were fitted, plus a new bonnet panel, sills, rear wings and the ‘picture frame’ at the front of the engine’s subframe. Towards the end of the project in October 2018, the E-type was given the age-related British registration FAW 364C. A full retrim in deep red was also carried out and a mohair soft-top – now covered by a black tonneau cover when lowered – was specified. Its chrome wire wheels are shod with Dunlop SP Sport tyres and it is presented in exceptional condition throughout, with a photographic record of the restoration. Now being offered for sale by The Classic Motor Hub, this Jaguar E-type retains its matching-numbers status and is a superb example of the model that many enthusiasts would say is the best-driving of all – the E-Type Series 1 4.2 Open Two-Seater.

1932 Lagonda 3 Litre Type 2 Tourer: Founded by Wilbur Gunn and based in Staines, west of London, Lagonda made a name for itself before World War One by winning the 1910 Moscow-St Petersburg Reliability Trial and experimenting with innovations such as monocoque construction and anti-roll bars. Lagonda started to focus its attention on sporting models during the 1920s, and in 1925 the 14/60 was introduced with a new overhead-valve, 1954cc, four-cylinder engine that had been designed by Arthur Davidson. It featured hemispherical combustion chambers and the twin camshafts were mounted high in the block. The 3-Litre model was introduced in 1928 and used a development of the 16/65 model’s Davidson-designed six-cylinder engine, but with a larger 72mm bore to give an overall capacity of 2931cc. During the course of its production run, it was bored out again – increasing capacity to 3181cc. Two types of chassis were used, with a wheelbase of either 10ft 9in or 11ft 6in. Earlier 3-Litres used a frame resembling that of the 2-Litre, while the later ‘ZMB/AMBS’ chassis would subsequently be developed for use on the M45 model. Prices started at £945 for the Semi-Sports and Tourer models, or customers could buy an unclothed chassis for £775 (short-wheelbase) or £845 (long-wheelbase). The 3-Litre stayed in production until 1934, when it was replaced by the 3½-Litre. It’s thought that there are fewer than 60 survivors from the combined production run of both models. First registered on 5 August 1932, this Lagonda 3-Litre Type 2 Tourer is chassis number 10115 and has been in the same ownership since 5 November 1964. Although little is known about the pre-war custodians of GY 2362, the Lagonda Club’s book Lagondas in Competition states that it took part in the Monte Carlo Rally in January 1933. The 3-Litre was car number 45 for the famous but gruelling event, and started from John O’Groats at the northern tip of Scotland with H Welch at the wheel. The car safely made its way down the UK and through France before coming to grief near Aix-en-Provence, when it was involved in what Motor Sport magazine described as a ‘spectacular mix-up with a laundry van’. Sadly, the Lagonda was unable to carry on. The continuation logbook notes that, by 1954, this Lagonda 3-Litre was owned by a Richard Leeming in north London. It next passed to John Scanes of Hertfordshire and then Essex, before being acquired by its most recent custodian in 1964. He would end up keeping it for almost 60 years, writing copious notes about the work that was carried out – all of which is still part of the car’s history file, which also includes MoT certificates going back to 1962 and tax discs to 1963. In the late 1970s, it was decided that the bodywork needed to be restored. Marque specialist Peter Whenman stripped the fabric covering from the body and reported that ‘none of the existing aluminium panels will be of any use except the scuttle’. New panels were therefore used and the required work was completed by June 1978. Other well-known names from the Lagonda world to have worked on GY 2362 over the years include Ivan Forshaw, who rebuilt the front axle in 1972, and John Ryder, who rebuilt the 3181cc engine in 2004. Now at The Classic Motor Hub and for sale for the first time since 1964, this Lagonda 3-Litre is a charismatic choice of pre-war British thoroughbred with handsome coachwork and an interior that has acquired a beautiful patina. It has been cherished by its long-term enthusiast owner and is now ready for its next custodian to use and enjoy.

1935 Maserati 4CS: This Maserati 4CS boasts a fascinating history that has been painstakingly researched by the various owners who have each played a part in completing its restoration. It was originally built as a 1100cc 4CS, stamped with the chassis number 1518, and was raced in various Italian events during 1933. It made its debut on 21 May at the Parma-Poggio di Berceto hillclimb, where Bepe Tuffanelli won his class and was second overall. The Maserati also won its class at the Coppa Principessadi Piedmonte in Naples, and was even entered on the Mille Miglia. Sadly, Tuffanelli and co-driver Guerino Bertocchi – who became a marque stalwart – failed to finish the classic road race. Although there is no record of the works entered chassis numbers for the 1934 Mille Miglia, some sources do believe that it is indeed chassis number 1518 that was remarkably driven to 5th overall by Taruffi. Later in 1934, the 4CS returned to the factory to be upgraded to the latest 1500cc specification, including hydraulic brakes, and while there it was renumbered 1520. Its chassis build sheet, which is contained within the car’s paperwork, states ‘replacing 1518’. It was subsequently sold to Swiss driver Ulrich Maag, who was sadly killed in a road accident shortly afterwards. The Maserati then passed to Maag’s friend Hans Ruesch (see the period photos in our gallery above), who would go on to race various Maseratis and Alfa Romeos at the highest level during the 1930s. Ruesch competed in 1520 through 1934 and 1935, his outings including the Eifelrennen at the Nürburgring, the Grand Prix de Dieppe and the Prix de Berne. For 1936, Ruesch took 1520 back to the Maserati factory, where a six-cylinder 6CM engine was installed. Independent front suspension was fitted, as was a new offset single-seater body. He raced the car in this form during 1936 at venues such as Monaco, Chimay, the Nürburgring, Albi and Pescara. Ruesch then sold the Maserati and it was subsequently raced by various Swiss drivers – including Georges Filipinetti – before the war. In 1940, it was acquired by Zurich-based Max Christen, who fitted a replacement body and raced it in the immediate post-war period before deciding to build himself a new car. Once he’d constructed that car’s chassis, he installed the 6CM engine from 1520 and christened it the ‘Maserati-Suiza’. Christen then dismantled 1520. Its remaining mechanical components were set aside, but the chassis and body were broken up. All of those surviving components – plus the Maserati-Suiza – were later acquired by a Swiss enthusiast by the name of Stembler. He sold the Maserati-Suiza to the Schlumpf family, and the components from 1520 to Hans Matti in a deal that also included one of the two 6CM engines (number 1530) that Ruesch had purchased for the car during the 1930s. Those parts were then sold to Peter Smith in Australia, who began the process of researching the history of 1520 and bringing it back to life – something that was carried through to completion by a succession of later custodians. Its next owner had a new chassis constructed by the famous Brooklands-based Thomson & Taylor company using the original factory drawings and another 4CS chassis for reference. Engine number 1530 was rebuilt around a new crankcase – the original that had been severely damaged by a broken con-rod is included in the sale as well as the original right-hand cam-box – and a new gearbox was built – the original gearbox casing accompanies the car. The Maserati was sold as an unfinished project by Christies in 2004, and the next owner finished it over the course of the next few years. A new body was built by MPH Motor Panels, and between 2007 and 2009 a lot of work was carried out by noted marque specialist Sean Danaher of Trident Engineering. As a testament to the work carried out by those respected specialists, the car was entered, and indeed finished, the 2015 edition of the Mille Miglia. Described by the secretary of the Maserati Club as being ‘as accurate a restoration of 1520 as could be achieved’, it was completed using genuine Maserati parts and later reproduction components that were built from original factory blueprints.

1947 Maserati A6GS Monofaro: The Maserati A6GCS is the last true Maserati. In 1947 the Maserati brothers Ernesto, Bindo and Ettore, now released from their contract with the Orsi family packed up their tools and left to form OSCA with their sights set on building lightweight, fast racing cars. Before they left however, they had time for one last masterpiece, the Maserati A6GCS Series I. Designed in conjunction with lead technical engineer Alberto Massimo, the car was officially called the 2000 Sport after the powerful 1978cc straight-6 under the bonnet. Styled by Medando Fantuzzi, the Monofaro or single headlight was initially designed to have a coupé body but the Maserati brothers, forever focussed on weight saving instructed Fantuzzi to design a lighter “Siluro” or torpedo body featuring cycle-wing fenders to protect the open wheels during racing. The Maserati brothers, perhaps aware this was the last car they would design for the company that bore their name, paid particular attention to the development of the Monofaro. The car was a mechanical masterpiece featuring double wishbone suspension across a low-slung tubular frame chassis with the engine mounted to a 4-speed gearbox. The resulting car was a force to be reckoned with, taking the fight to the more powerful Ferraris also racing at the time. The Monofaro raced predominantly in Formula 2 races where the greats such as Alberto Ascari, Stirling Moss and Tazio Nuvolari battled week in, week out at race meetings all over Europe. The first Monofaro made its debut in 1947 at a Modena sports car race where Ascari and Luigi Villoresi came first and second. In 1948 Maserati Monofaro chassis number 2007 left the Modena factory gates and began its racing career as a works factory car. The car competed on behalf of the Maserati team in European races before being renumbered by the factory in 1949 to chassis 2010 as was a fairly regular occurrence in period. However, by this time the factory had begun development of the A6GCS Series 2 and so sold the car to an Italian businessman named Giuseppe Vianini. Before WWII Giuseppe Vianini had established a successful business in Argentina as a motorcycle dealer and through his business became involved with AC Argentina Equipe who sponsored promising Argentinian racing drivers to come to Europe. One such driver they sponsored was Juan Manuel Fangio who had proven himself on dirt and gravel long-distance races across South America. These races were far removed from the Grand Prix races held in Europe which were considered the pinnacle of competition racing and so in 1947 Fangio moved to Europe to continue his racing career. Having seen Fangio race in South America Guiseppe Vianini was eager to get the young Argentinian into his Monofaro and began leveraging his contacts with AC Equipe Europe to get Fangio into his Monofaro. For the 1949 Rome Formula 2 race Fangio lined up in chassis 2010 against the dominant Ferrari 166Cs. In reality the Ferraris were always going to win with double the cylinder count but the Maseratis of Fangio and Benedicto Campos provided the only credible opposition. For the 1952 season Vianini, eager to get involved with the South American Maserati dealer network imported the A6GCS to Argentina where he sold the car to Carlos Lostaló. Lostaló continued to race chassis 2010 in the local races around Buenos Aires. At some point in the early ‘50s Lostaló removed the engine and gearbox from “2010” and fitted a Ford V8 engine and continued to race the car throughout the 1950s. The original engine and gearbox went into storage. The car we offer here is a hand-crafted Maserati A6GCS Monofaro featuring a Siluro body fitted with the original engine and gearbox from chassis 2010, the car driven by 5-time Formula One World champion Juan Manuel Fangio. The engine and gearbox lay in storage for a considerable length of time before being acquired by the car’s current owner who himself stored the drivetrain until recently deciding to commission a replica chassis and body around the original engine.

1961 Maserati 3500 GTi Spyder: Maserati had achieved great motorsport success during the 1950s, but despite taking Juan Manuel Fangio to his fifth and final Formula 1 World Championship in 1957, it announced its withdrawal from racing that year. The Italian company was in financial trouble and until that point it had built production road cars in only very small numbers. That changed in 1957 with the introduction of the 3500GT, which drew on Maserati’s racing experience but would be produced in far greater quantities than previous road cars. Originally launched as a 2+2 coupé, the 3500GT featured bodywork by Touring that was mounted on a tubular chassis. Beneath the bonnet was a 3485cc straight-six that was closely related to the marque’s competition engines and featured twin overhead camshafts, twin-plug ignition and a trio of twin-choke Webers. Following the success of the coupé, Touring and Frua both built prototypes for a keenly anticipated Spyder variant, but in the end Maserati commissioned a design of timeless elegance that had been created by Giovanni Michelotti for Vignale. When it was introduced in 1959, the 3500GT Vignale Spyder featured drum brakes all round – those at the front were soon replaced by discs – while suspension was via wishbones and coil springs at the front, with semi-elliptic leaf springs at the rear. The wheelbase was slightly shorter than on the coupé, at 2500mm rather than 2600mm. Upgrades applied during its production run included a five-speed gearbox in place of the previous four-speeder, all-round disc brakes from 1962, and the development of the 3500GTI. Having been fitted with Lucas fuel-injection, the power output for this model was boosted to 235bhp – the carburettor-fed model gave in the region of 220bhp. In total, 245 Vignale Spyders were built between 1959 and 1964. When Road & Track magazine tested a 3500GT Spyder, it compared it favourably to the Ferrari 250 GT. With a top speed approaching 140mph, it certainly had the performance to go with its good looks, and it was little wonder that the Maserati became the Grand Tourer of choice for captains of industry and glamorous socialites alike. The late 1950s were a halcyon period for Grand Touring cars and few were more stylish than the Maserati 3500GT Vignale Spyder. This particular example – chassis number AM101.1297 – is one of only five right-hand-drive cars built and was completed on 23 May 1961. The Maserati is thought to have been sold new via Arturo Tuena in Genoa to an Englishman who was living in Italy – hence the right-hand-drive configuration. Finished in Acciaio Brunito with a black interior, it originally wore steel wheels but they were later replaced with the optional Borrani wires. As a relatively early example of the 3500GT Spyder, it featured the four-speed gearbox. Not until later in the production run did Maserati fit a five-speed unit. The car was in the UK by 1969, when it was acquired by Stuart Cawley, who had seen it advertised for sale in Motor Sport magazine. It had been repainted Cream but was still on Milanese registration plates, and having bought it for £1200 – against which he part-exchanged his Mercedes-Benz 190SL – Cawley drove it from London back home to Scotland. Having used the Maserati for a couple of years, he drove it down to Italy in 1971 so that the engine could receive some remedial work at Autocorse – as recommended by the factory. Having not been entirely happy with the results, he returned in 1972 so that a more comprehensive rebuild of the straight-six could be carried out. Cawley moved to Hertfordshire in 1975 and got to know marque specialist Bill McGrath. When Cawley later retired, he went to work for McGrath part-time, and in return Bill stored the 3500GT Vignale Spyder free of charge. Having not had much use out of the car in the later years of his ownership, Cawley eventually decided to sell it in 2000 to Patrick Martin, who he knew as a customer of McGrath. Martin had it mechanically recommissioned and in 2004 used it for the Maserati 90th anniversary celebrations in Italy. The following year, he sold the car to Edwin Faulkner, who commissioned a bodywork restoration by Jim Henshaw, during which it was resprayed in the Maserati shade of Avorio. A retrim was also carried out. Faulkner kept the Vignale Spyder on the Isle of Man and, as part of the registration process there, had to replace the original kilometres-per-hour speedometer with a miles-per-hour version. He sold it in 2010 to a UK-based owner who had it returned to its original colour of Acciaio Brunito by respected restoration firm Moto Technique. Three years later it passed to another UK enthusiast, and in 2014 it was used on the Maserati Club Scottish Tour as well as the Goodwood Road Racing Club’s Corsica and Sardinia Tour. The Maserati was displayed at concours events and was runner-up in the Club Trophy at the 2016 Concours of Elegance at Windsor Castle. It was also part of the Earls Court display at the 2014 Goodwood Revival, and was first in class and overall winner at the 2016 Maserati Club Concours.

Mercedes-Benz CL600

1968 MG MGC Sebring replica: With the Austin-Healey 3000 reaching the end of its production life by the mid-1960s, BMC starting planning for a new six-cylinder sporting model. The MGB seemed to offer the ideal platform and it was decided to install a new variant of the BMC 3-litre ‘six’ that would also find a home in the Austin 3-litre saloon. Although it was shorter than the original C-Series engine, its installation in the MGB monocoque still required the front suspension to be considerably modified, with torsion bars replacing coil springs and telescopic dampers replacing lever-arm units. Larger front brakes were also fitted. The new seven-bearing engine produced 145bhp and drove through either an all-synchromesh manual gearbox with optional overdrive, or a Borg-Warner automatic. The most obvious visual difference from the MGB was the bonnet bulge that was required to clear the taller engine and the radiator, and the MGC was made available in Roadster (£1102) and GT (£1249) form when it was launched in October 1967. It had a top speed of 120mph and went from 0-60mph in 10 seconds, and its character was far more that of a Grand Tourer than a sports car. The BMC Competitions Department also developed a lightweight GTS version for use in international motorsport. Two cars – known as Mabel (MBL 546E) and Romeo (RMO 699F) – were assembled by the Abingdon-based works outfit and ran in events such as the Targa Florio and the Marathon de la Route. Team drivers Andrew Hedges and Paddy Hopkirk also finished a superb tenth overall at the 1968 Sebring 12 Hours, and the GTS had its final outing in the same race 12 months later. Production of the standard MGC came to an end in 1969, after a total of 8999 cars had been built. Based on a standard 1969 MGC, this muscular Sebring replica evokes the famous lightweight GTS racers that were campaigned by the BMC Competitions Department during the late 1960s. It was painstakingly built by marque specialist MG Motorsport and features a long list of fast-road modifications. The engine has a gas-flowed Peter Burgess cylinder head with lead-free conversion, while the block was rebored and new pistons fitted. The camshaft was reprofiled, Vernier cam gear installed, and the crankshaft was reground and balanced with a front damper. The flywheel was lightened and a high-performance clutch cover fitted. Running on triple Weber 45 DCOE carburettors, a Downton-style manifold and twin-pipe exhaust system, the six-cylinder unit is giving over 190bhp. It drives through the standard manual-overdrive gearbox, which has been completely rebuilt – as have the rear axle and differential. New Aeroquip brakes lines and hoses have been fitted and there is Girling Mk2b servo assistance for the standard discs and calipers. The extensively modified suspension features Superpro polyurethane bushes throughout. Spax adjustable dampers and uprated torsion bars are fitted at the front, along with an anti-roll bar, and Gaz telescopic dampers are used on the rear. Steering is via a high-ratio rack-and-pinion system. The MGC’s bodywork features wings that echo those used on the works Sebring cars but made in fibreglass. The deep front valance was hand-rolled in aluminium, while Sebring-style headlamp cowls cover 100/80w H4 bulbs. A Monza-style fuel filler cap is fitted on the offside rear corner and a new laminated windscreen was specified; the rear window is heated. While it looks every inch the racer on the outside, the MGC’s cabin is well specified for road use. It’s fully carpeted and features a wood-rimmed Moto-Lita steering wheel. The dashboard has been refurbished and the speedometer and rev counter recalibrated, and the seats are trimmed in leather. A half roll-cage has been fitted and a new wiring harness installed.

1956 Osca MT4-2AD: Having sold their shares to the Orsi family in 1937, Ernesto, Ettore and Bindo Maserati stayed with their eponymous car company for another 10 years. Then, in 1947, the three brothers left to set up Officine Specializzate Costruzione Automobili – OSCA. Basing themselves in San Lazzaro di Savena near Bologna, where the pre-war Maseratis had been built, the brothers produced a series of small-capacity OSCA sport-racing cars and single-seaters. The first of them – and by far the best known – was the MT4, which first appeared in 1948 with a 1092cc engine. That lightweight four-cylinder unit was gradually developed and enlarged, the ultimate variant being the 1490cc twin-spark Tipo 372 unit. OSCA enjoyed considerable motorsport success from as early as 1948, when Italian ace Luigi Villoresi won the Naples Grand Prix in an MT4. In 1954, a Briggs Cunningham-entered MT4 won the Sebring 12 Hours in the hands of Stirling Moss and Bill Lloyd, by which time OSCAs were already a popular choice in North America. In Europe, the marque scored class victories at Le Mans and the Mille Miglia, and in 1953 Jacques Péron and Raymond Bertramier took overall victory in the Tour de France – one of the most challenging events of the period. As the decade progressed, Porsche and OSCA often went toe-to-toe in the 1500cc class, and it was in response to the German manufacturer’s 550 Spyder that OSCA produced the revised MT4 Tipo Nuovo. By the late 1950s and early ’60s, OSCA had switched its focus to the smaller 750cc class as well as Formula Junior racing, but finances were becoming strained and in 1963 the brothers sold the company to Count Domenico Agusta. OSCA finally closed in 1967.This pretty little OSCA MT4 boasts a fascinating history, which has been extensively researched by the owner who oversaw its painstaking restoration. Chassis number 1176 was built in 1956 and was shipped to its first owner, Jim Simpson, in October of that year. Unique in having a wheelbase of 2300mm instead of 2200mm, it also wore a one-off coupé body that was made by the Ferrara-based Morelli coachbuilding company. Chicago-born Simpson was a good customer of OSCA and had a lot of experience racing MT4s. A Republican congressman during the 1930s, he had been educated at Harvard and owned farms in Illinois and Virginia. He also funded the Simpson Special – a streamlined MT4 with which OSCA set numerous records at the Bonneville Salt Flats in 1955. Simpson had owned 1176 for only a couple of months before crashing it on the public road – destroying the coupé body in the process. He sold the car shortly afterwards and it formed the basis for a Devin-bodied project that was never completed. The OSCA eventually ended up in Canada, from where it was imported to Germany in 1980.  Here it formed part of the Peter Kaus ‘Rosso Bianco’ museum where it was seen and noted by John deBoer in his book, published in 1994.  In the meantime, its engine had been removed and installed in chassis number 1183. After passing through a number of other owners, the rolling chassis was acquired in October 2007 by a noted marque enthusiast in the UK. He set about researching the history of 1176 and, in particular, its original coupé bodywork, which he intended to recreate. Frustratingly, no information or photographs were forthcoming until 2016, when the factory drawing was found by Alfieri Maserati – by which time the owner had commissioned and fitted an all-new barchetta-style body. The OSCA had been restored between 2009 and 2014 by Autofficinaldo and Carrozzeria Garuti in Italy, and an authentic 1490cc twin-spark engine was built by the world-renowned Hall & Hall in Lincolnshire. Numbered ‘1500N’, this jewel of a powerplant produces nearly 120bhp – enough to provide strong performance in a car that weighs only 650kg. It drives through a correct ZF gearbox, which was rebuilt in 2015. Inside, the spartan cabin features only the essential information that you’d expect from a competition car – revs, water temperature and oil pressure – and the twin side-exit exhausts come out on the driver’s side. From behind the thin wood-rimmed steering wheel, it’s therefore easy to evoke the 1950s road races in which these little OSCAs excelled. Now being offered for sale at The Classic Motor Hub, this MT4 has taken part in the Gran Premio Nuvolari and Circuito di Avezzano, and is supplied with a FIVA identity card. It also comes with a CD of photographs showing the body build, plus a wealth of information about the restoration and recent research.

1988 Porsche 911 “930” Turbo Cabrio: With a total of only 628 Porsche 930 Turbo Cabriolets having been built for the European market, this is a rare example of the German marque’s enduring sports car. An original UK-market ‘C16-code’ car, it is 1 of 39 right-hand-drive Cabriolets that were imported in 1988 and was first registered on 18 January that year. Now offered for sale at The Classic Motor Hub, it is finished in Silver Metallic with a Dark Blue hood and Marine Blue leather seats that are both heated and electrically operated, and has 16-inch Fuchs alloy wheels in gloss black with polished rims. Serviced and maintained early in its life by the AFN Official Porsche Centres in London’s Brompton Road and Chiswick, this 930 Turbo Cabriolet has an extensive history file that includes more than 30 years’ worth of invoices and MoT certificates. There are also plentiful hand-written notes cataloguing the various work that’s been done to the car over the years. These include the fitment of a Haywood and Scott twin-outlet exhaust in 2000 and a shortshift gearchange kit in 2002. After being acquired by a new owner in November 2014, when the mileage was recorded as being 58,200, the turbocharged flat-six engine was given a full rebuild. The gearbox was also rebuilt and the clutch replaced, and the whole process is documented via photographs that are included in the history file. The Porsche has been regularly serviced, in recent years by classic car specialist Landbeasts, and when it was MoT’d in November 2021 it passed with no advisories. Offered for sale with its original driver’s manual plus the guarantee and maintenance book, this Porsche 930 Turbo Cabriolet is a well-maintained and highly useable example of this iconic 1980s poster car. Porsche had been experimenting with turbocharging on its competition cars since the late 1960s, and the motivation for building the first 911 Turbo was the need to homologate the latest model for international motorsport. Such was its immediate impact, however, that production numbers went way beyond any minimum requirements set out by the FIA. Launched at the 1974 Paris Motor Show, the Turbo was referred to using its internal codename of 930 and initially it was fitted with a 3-litre engine, onto which was bolted a single KKK turbocharger. In this form it produced 256bhp, but in 1978 the engine was bored out to 3.3 litres and an intercooler was added, upping the power to 296bhp. The suspension and brakes were upgraded at the same time, and Car and Driver recorded a 0-60mph time of 4.9 seconds. That made it the fastest-accelerating car that the magazine had sampled during the decade. The 930 lived on through the 1980s, and from 1983 there was the option of a 325bhp ‘Works Performance Increase’ model that cut the 0-60mph sprint to only 4.6 seconds. It could reach a top speed of 173mph and also came with a quad-pipe exhaust system, plus an additional oil cooler. Throughout this entire period, the 930 Turbo was fitted with Porsche’s four-speed gearbox – not until the final year of production did the company install the Getrag G50 five-speeder. Cabriolet and Targa versions were added in the mid-1980s – as was a factory version of the race-inspired ‘Flachbau’ slant-nose car – and the 930 Turbo lasted until 1989, when this landmark model was replaced by the heavily updated 964.

2007 Porsche 997 GT3 RS: Whilst on paper the 997.1 GT3 RS may be little more than a colourful paintjob, it is in fact a true homologation special. Sharing its underpinnings with the 997 GT3, the RS is powered by the same 3.6 litre 6-cylinder engine, developing 415 bhp. The rev limit comes in at 8,400rpm with peak power at 7,600 rpm and peak torque at 5,500 rpm. As the homologation for the 911 GT3 RSR of the time, the 997.1 RS features a number of key differences. Notably, Porsche borrowed the 44mm wider body from the 997 C4 S, with the RS wheels bearing a shallower offset to account for the extra width. Both the GT3 and RS feature fully adjustable suspension. Options include ride height, camber, toe angle and front/rear anti rollbars. The RS gains split rear wishbones to enable greater accuracy in setting rear camber. Unusually and admittedly only nominally, the wheelbase actually differs between the 997 GT3 and 997.1 GT3 RS, with the latter receiving a 5mm extension to echo the race car and help achieve greater stability and performance. Whilst the GT3 RS saved just 20kg from the GT3, it did so whilst also incorporating the C4 wider body. Most of this saving was made possible by the standard inclusion of the bucket seats. The RS also received a plastic rear windscreen, carbon fibre engine cover and rear wing. The revisions nominally reduced the 0-60 sprint time but shaved a considerable 4 seconds from its Nurburgring lap time.

1990 Ricardo Light Strike Vehicle: This Longline Light Strike Vehicle is an extremely rare example of the type of machine that has been favoured by Special Forces since the Second World War. Small and fast, it was designed to operate behind enemy lines in a reconnaissance role, while still carrying enough armament to enable its occupants to be able to defend themselves when needed. Resembling a military-spec dune buggy, the Longline LSV – later to become the Ricardo LSV following a company takeover – featured an exposed tubular chassis with sling points that enabled it to be airlifted by helicopter. It used modified Volkswagen suspension with trailing arms, torsion bars and coilovers, plus the 1.9-litre, water-cooled flat-four engine from the Volkswagen T25 transporter.  Driving through a manual four-speed gearbox, it was capable of well over 60mph and had a full-length skidplate to protect the mechanical components when traversing rough terrain. Weapons options that could be fitted included a machine gun, grenade launcher or the MILAN anti-tank missile system.  The Longline LSV was developed through three variants: the Mk1 was two-wheel drive; the Mk2 was four-wheel drive; and the Mk3 used a diesel Volkswagen engine in place of the original petrol unit. It’s thought that only 18 or 20 were built before requirements changed for Special Forces outfits and there was no longer a role for this type of LSV within the British military.  The vehicle being offered for sale was one of just five four-wheel-drive Mk2s that were built for the SAS in 1990 during the lead-up to the first Gulf War. Following the end of that conflict, it served with 24 Airmobile Brigade in 1991 and took part in that year’s Certain Shield NATO exercise. It’s thought that the UK Ministry of Defence ordered only two small batches of Longline LSVs. This example was one of three that were subsequently released by the MOD in the late 1990s, and it was sold into private ownership via an auction at Aston Down in June 1997. Its original military registration was 03 KK 78 – it is now registered H341 OEE. The history file includes an article from the March 2007 issue of Military Machines International, in which the owner explained that he rebuilt the engine – fitting a new Weber carburettor in the process – and returned the vehicle to Gulf War spec. A previous custodian had already carried out an extensive restoration process. It then passed to well-known historics racer Ludovic Lindsay and was later owned by adventurer and broadcaster Bear Grylls, who served in the Territorial Army with 21 SAS during the 1990s.  Now fitted with a deactivated 50-calibre Browning heavy machine gun – the official deactivation certificate is supplied – this Longline LSV comes with a technical manual, archive photographs and a number of magazine articles. A rare sight even at specialist vehicle shows, it occupies a fascinating niche in military transport history and is a distinctive talking point wherever it goes.

1930 Riley Brooklands: The Riley 9 was a landmark model for the Coventry-based marque and was one of the most popular small cars of its time. Its 1087cc, twin-camshaft, four-cylinder engine was of particular interest to racing driver and former Land Speed Record holder JG Parry-Thomas. At the time, the 1100cc class of motorsport was keenly contested, and Parry-Thomas – along with Reid Railton – development a racing chassis in which to place the Riley engine. After Thomson & Taylor had carried out further development on the chassis, Riley built a short run of Speed Models – better known as the Brooklands. The wheelbase was more than 10 inches shorter than on the standard Riley 9, while the engine benefitted from high-compression pistons, different camshafts, a four-branch exhaust manifold and twin carburettors. With its low centre of gravity, fine handling and superb engine, the Riley Brooklands proved to be a popular choice for motor racing and was extremely competitive against its Class G 1100cc rivals from the continent. Among its numerous competition successes were a one-two result in the 1932 Ulster Tourist Trophy and winning the Index of Performance in the 1934 Le Mans 24 Hours. Only 110 Brooklands Speed Models were built between 1928 and 1932, making it a rare and extremely desirable pre-war sports car from a venerable company that had as its motto: ‘As old as the industry, as modern as the hour.’ This rare Riley 9 Brooklands was exported to Australia in 1936. The Coventry marque was a popular choice of racer in that country and Bill Thompson had driven a Brooklands model to victory in the 1933 Australian Grand Prix at Phillip Island, beating the Bugatti Type 37 of Harold Drake-Richmond. Sadly, little is known of this Riley’s very early history, although a note in the history file suggests that chassis number 8083 was built in 1930 as part of a batch of frames that were produced by the famous engineering firm Thomson & Taylor Ltd. The same note suggests that it might have been retained by Riley as a development car. It’s thought to have been exported to Australia by Dr Cliff Downing, founder of the Sporting Car Club of South Australia. It was later entered in the 1939 Australian Grand Prix, which was held on the daunting Lobethal road circuit near Adelaide. Downing shared the Riley with Alan Sinclair but they failed to finish. Later in 1939, the car was sold to Tom Jackson, who owned a garage business. It was raced for him by successful speedway rider Aub Ramsey before being sold to Albert Edwin ‘Alby’ Lobb. Often described as being a ‘colourful character’, Lobb kept the Riley until the late 1960s and often raced it during the early part of his ownership. The next custodian was Neville Webb, who later agreed to sell the Brooklands and a Riley Imp to Jim Runciman for $8000. Before Runciman could pick them up, however, Webb sold them to another buyer and Runciman instead had to do a separate deal with him – which cost an extra $2000… Runciman owned the Riley from 1975 until the early 1990s, when it was exported back to the UK in need of restoration. In 1998, it was acquired by Erwin Koster Kristensen in Denmark and he set about rebuilding it to original specification. A new body was made and, once the car was completed, Kristensen used it on the 2005 Mille Miglia. He kept the Riley until 2011, when it was sold to the HERO rally organisation. Tomas de Vargas Machuca drove it on the London-Lisbon Rally, a trip that he described as being ‘an epic adventure’. It finished second in class on that event in 2013 and was subsequently used on rallies such as the Scottish Malts, Summer Trial and 1000 Mile Trial.

As well as cars, Classic Motor Hub also has both classic motorbikes and associated memorabilia available and on this occasion that included the iconic Honda XR 80R from the early 1990s and a Norton.

The workshops are generally off limits to the public but sometimes the doors are open, so you can see some other cars that are located within them.

Although it was a little disappointing that overall attendance was down somewhat on the equivalent event in 2022, there was still more than enough here to give me a good evening out that made the journey – which takes around 75 minutes from home – feel very worthwhile. Looking at the calendar, I am likely to be back at the Classic Motor Hub again in less than two months for another of their special events, and I look forward to that very much.