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Classic Car Mart

CONTENTS

JULY 2009

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94 �Amazingly comfortable and spacious, the VW camper is a hugely sociable classic�

E U S IS W E N T A E R G R U O Y IN 08 PLUGS & LEADS Vauxhall finds a new owner and classics scrapped to boost new car sales

14 NEW PRODUCTS All the latest garage gear, including a spray to make your vinyl extra shiny

19 WHAT’S ON Find out about the summer’s hottest events, including the Festival of Speed ON THE COVER

20 MAGNIFICENT MOTORS Classic Car Mart brings you all the action from the Eastbourne show ON THE COVER

22 DRIVE ON Make the most of your classic this summer with our two-page events listing

25 POSTBAG Light shed on mysterious Vedette and fears about the future of scrappies

ON THE COVER

32 PRIDE & JOY A stunning Esprit Turbo and a Lancia Appia are on show here

42 SUBSRIBE TODAY Save 20% on the cover price, get every issue delivered to your door – and get a FREE gift!

ON THE COVER

38 BURIED TREASURES

44 RESTORED ‘FROGEYE’

Mike Worthington-Williams reports on classics in need of you help

Dave Bowers meets the man who brought a battered Sprite back to life

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94 TYPE 2 BUYER’S GUIDE There’s lots to recommend this classic camper – but unless you read our guide you could be paying over the odds

103 CARS FOR SALE

73 ON THE COVER

ON THE COVER

52 TRIUMPH V ROVER

86 MODERN CLASSIC

Keith Moody puts a 2000 and a P6 head to head in this month’s twin test

Early examples are surprisingly cheap these days, but is Jaguar’s XK8 a sensible buy?

ON THE COVER

ON THE COVER

Page after page of glorious cars for sale. But which one will be your summer romance?

180 CLUB GUIDE Find like-minded souls with our list of UK classic car clubs

186 BACKWARD GLANCE Sit back and enjoy some ‘classic’ car ads

190 WHEEL NUT Paul Wakely uncovers a box of delights

60 THE LOST TRAVELLER

90 PRODUCT GUIDE

192 NEXT ISSUE

Steve Wilson finds a Ford Zephyr 4 and relives those Z-Cars memories

Seven accessories guaranteed to make your MG perform, handle or stop better

Find out what’s coming up in August’s Classic Car Mart here

ON THE COVER

66 SECRET HISTORY Everything you ever wanted to know about the Citroen DS but were afraid to ask ON THE COVER

73 FORGOTTEN FLEET CARS Don’t fancy a Ford repmobile? Paul Guinness looks at six alternative corporate classics

81 TRADING POST Classic Car Mart’s buying section starts here

82 AUCTION NEWS Bargains galore on the auction floor, plus opinions and comment from those in the know

52

CHECK OUT LOADS MORE NEWS AT WWW.CLASSIC-CAR-MART.CO.UK

FIRST CLASSIC VICTIMS OF ‘SCRAPPAGE’

T

he Government’s controversial scrappage scheme (which allows owners of vehicles over ten years of age a £2000 partexchange allowance against a brand new car) went live in mid-May – and has already claimed its first classic victims. Even more disturbingly, it’s not just modern classics that are suffering, according to claims made by both Kia and Hyundai in recent weeks.

Most manufacturers of smaller, relatively affordable new cars are reporting a surge in demand since the scrappage scheme was introduced, as owners of older vehicles take advantage of the discount, boosting new car sales by 35,000 in the first two weeks of the scheme. Here at Classic Car Mart, though, we have previously raised concerns that large numbers of lower-value modern classics could be lost forever as a result.

However, according to a pair of press releases issued by Kia and Hyundai, older classics are also being part-exchanged via the scrappage scheme, all of them destined for the crusher. And in Kia’s case, the trade-ins have included a rare 1965 Bond Equipe, as well as a Porsche 944 and several elderly Land Rovers.

Hyundai, meanwhile, is keen to stress that the majority of part-exchanges

Scrappage victims so far have included a 1966 Austin 1100.

received during the first few days of the scrappage scheme were nothing special, with over 200 Nissan Micras and well over a hundred Ford Escorts being sent to the crusher. However, in amongst what might be described as ‘old bangers’ were a 1966 Austin 1100, a ’68 Morris Minor, an MGB, an MG Midget, a Fiat X1/9, a Jaguar XJ-S, six Mazda MX-5s and no less than seven MGFs. The press release stressed that the 1100 and Minor in particular were not in good condition and, according to the maker, weren’t ‘worthy of restoration’. Hyundai also claims that ‘...buyers have taken the

decision to wave goodbye to cars which have been in the family for a generation, but their sadness soon disappears when they get into their new Hyundai’.

WHAT DO YOU THINK about the scrappage scheme? Are you concerned about the possibility of classics being scrapped that could otherwise be restored or used for spares, or maybe you have taken advantage of the scheme to gain a discount on a brand new car?

Whatever your views, write to us at the usual Cambridge address or send an email to keith.moody@cslpublishing.com.

VAUXHALL TO GET NEW OWNER

T

he future of Vauxhall and its two major UK manufacturing plants looks more secure as this issue of Classic Car Mart goes to print, with Canadian parts giant Magna being announced as the new owner of General Motors Europe – a deal that includes both Opel and Vauxhall.

The two most serious contenders during recent negotiations were Fiat and Magna, with many pundits predicting that the Italian manufacturer would take the prize. However, following last-minute negotiations shortly before General Motors filed for Chapter 11 bankruptcy on June 1st, it was Magna that was proclaimed the successful bidder for GM Europe. Change of ownership is expected to take place within the next few weeks, with GM Europe remaining free of

8 Classic Car Mart July 2009

General Motor’s Chapter 11 status in the meantime.

While Fiat were predicting potential GM Europe redundancies of around 10,000, Magna are hopeful of keeping that figure much lower, raising hopes that both of Vauxhall’s UK plants – Luton and Ellesmere Port – will be kept open.

Fiat, meanwhile, has had its alliance with Chrysler formally approved in the US, giving the Italian company a 20 per cent initial stake in the troubled American brand – allowing Fiat access to the crucial American market, and providing Chrysler with a range of much-needed small car platforms.

General Motors’ American brands – which include Chevrolet, Cadillac, Buick and Pontiac – are now expected to be

Vauxhall has a new owner after more than 80 years

transferred to a new, leaner General Motors set-up, and it is widely expected that eleven of GM’s US factories will close. The aim is to have 10m car sales a year as GM’s break-even point in future.

Plugs & Leads: News

Have you got a plug or a lead you’d like to promote through Classic Car Mart?

These pages can provide valuable FREE publicity for you, your company, your club or your organisation. Send full details to: Plugs & Leads, Classic Car Mart, CSL Publishing, Alliance House, 49 Sidney Street, Cambridge CB2 3HX. Or email Paul Guinness direct at: paul.guinness@hotmail.co.uk

70 YEARS OF THE BEDFORD OB

O

ne of the best-loved British classic commercials is celebrating its 70th birthday this year, and to mark the occasion Vauxhall is preparing to welcome as many surviving Bedford OB buses and coaches as possible back to its Bedfordshire base.

The company is throwing open the doors of its Heritage Centre in Park Street, Luton on Sunday August 16 for a public open day to mark seven decades of the legendary OB – and the company hopes this will be the biggest ever gathering of OB buses, which remained in production from 1939 to ’51.

Guests arriving in classic cars or other vintage vehicles will be offered reserved parking, and there will also be a free-topitch autojumble, refreshments and a number of family-themed entertainments.

A further attraction will be a speciallysourced display of preserved police vehicles, plus the Heritage Centre itself – Vauxhall’s own museum housing over 60 of the company’s all-time classics, from 1903 to the present day.

At lunchtime, the convoy of Bedford OB buses will depart Luton for a trip to Bletchley Park, site of secret British code-breaking activities during World War II, with guests all wearing period costume – a fitting way to mark the 70th anniversary of a real British icon. For further details of the event, check out the website at www.bedfordob.com.

MINI FANS UNITED

F

ifty years of the Mini were celebrated in style when more than 25,000 enthusiasts from 40 countries got together at Silverstone for Mini United back in May. And in addition to top live entertainment provided by Paul Weller, Mini fans indulged in Mini Challenge racing, stunt driving and plenty of amazing car displays.

More than 10,000 Minis of all types and ages assembled at the legendary British race circuit for the Bank Holiday party, including several unique ‘specials’ created by such celebrity Mini enthusiasts as fashion designer Paul Smith, David Bowie and Kate Moss. Other attention-grabbers of the weekend included the original cars from The Italian Job and Austin Powers films.

On-track thrills and spills at the Silverstone circuit.

Stunt driver Russ Swift and his legendary Mini antics.

It’s 70 years since the much-loved OB bus was born.

Fashion designer Paul Smith and his special classic Mini.

Metro finally gets its own ‘proper’ club.

Classic Car Mart July 2009 9

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HOT FROG With bags of personality and plenty of behind-the-wheel fun on offer, the Austin-Healey Sprite is a great car to own.

It’s also a great restoration project, as reader Ian Mason found out Words & Pictures: Dave Bowers

I

t’s hard to believe that the ‘Frogeye’ Sprite is more than 50 years old. After all, it’s the car that many of us remember bombing along country lanes in when we were young. My particular ‘Frogeye’ was registered in 1959 and the three years we spent together during the Seventies will always be etched on my memory.

Despite some dodgy electrics, owning the car was relatively hassle free. Sure, you occasionally had to swap the starter motor over but that was really just an excuse to visit the scrapyards – an essential part of keeping any old car on the road. In fact, the hairiest moment came when a core plug popped out of the engine block. This led to a geyser of hot, rust-coloured coolant gushing up and dousing the distributor. It shorted the electrics and – most importantly – the fan. So, with no way of keeping the engine cool, the whole thing promptly overheated and we came to a standstill in a cloud of steam.

It’s fair to say, then, that my Frogeye was run on a shoestring – but I don’t think I’m that different to any other classic owner. After all, who wouldn’t fix the exhaust system with a length of steel tubing cut from the top rail of a farm gate?

62 Classic Car Mart July 2009

HISTORY LESSON Affordable to buy and cheap to run, the ‘Frogeye’ is still a guaranteed head turner wherever it goes. Spotting the niche for fun motoring on a budget is crucial to the ‘Frogeye’ story. Back in the Fifties, the market for small and affordable sports cars was growing quickly – just look at the huge amount of cut-price Ford-based specials that were being offered by specialists like TVR and Elva. And, if you were handy with a set of spanners, you could buy them in kit form and avoid paying Purchase Tax. By 1956, BMC boss Leonard Lord met with Donald Healey and a plan was hatched. In a bid to repeat their earlier success with the Austin-Healey, the pair decided to pen a budget sportster. It was a brave move: no mainstream car manufacturer had attempted such a project since the Thirties heyday of the MG J2 or Singer 9HP. It was a simple partnership: Healey did the design and engineering while BMC provided the bits. And that’s why most ‘Frogeyes’ boast parts from Austin A35s (like the gearbox and drivetrain) as well as the Morris Minor (steering rack).

Healey and his team got the best out of the A35’s engine – mainly by adding twin SU carbs and stronger valve springs.

But what really made the ‘Frogeye’ such a great car was its superb handling. All across the land, enthusiastic owners began to realise that they could cut the time of their cross-country commute… as long as they kept their foot down.

The handling wasn’t without its problems, though, thanks to the inclusion of the A35’s outdated quarterelliptic leaf springs. Well known for their stiffness, they often ended up making the car bounce, causing the rear end to go light, and serving a rather large slice of oversteer – nothing that couldn’t be corrected with a flick of the wrist and a side of opposite lock. Still, on such a short wheelbase car it was all too easy to end up facing the wrong way on a roundabout if you didn’t have your wits about you. And besides, it was the rock-hard rear suspension that got the ‘Frogeye’ across the twisty stuff so quickly and saw it rule the roost at autotests – quite an achievement for a car with only 43bhp.

GOLDEN AGE It’s still hard to believe the ‘Frogeye’ achieved so much with so little. Its simple monocoque design with box section construction and deep boxed sills was hardly revolutionary. BMC, it

Restored Car: ’Frogeye’ Sprite

seems, were on to a winner with the Mk I Sprite. It was enough to send Triumph designers scuttling back to the drawing board in a bid to create a rival for the ‘Frogeye’. The resulting Spitfire, which arrived in 1962, raised the bar, leading to the introduction of the Mk II Sprite and Mk I Midget.

However, thinking of these next generation Spridgets as ‘Frogeyes’ hardly seems appropriate. Gone were the styling cues that made it so distinctive, replaced by more conventional, crisper styling in keeping with the times. The one-piece bonnet and peeping headlight pods were no more.

The later Mk III Sprite/Mk II Midget finally solved the problem of the rear suspension thanks to the fitting of semielliptic rear springs in 1964. Another big improvement was the increase in engine size from 948 to 1098cc. Well, BMC did have to keep up with that rather annoying Spitfire, you know. Engine size was up again for the fourth generation of cars, with displacement hitting 1275cc in 1966.

A few years later, two very important things influenced the Spridget’s development. The first is that British Leyland was born, swallowing up and amalgamating so many of the UK car

industry’s most important marques. The second is that the agreement to use the Healey name expired. A few Austin Sprites were produced, but only for a short while.

The bell finally tolled in 1979 when the last Midget 1500 rolled out of Abingdon sporting rubber bumpers and an increased ride height, 21 years after the first ‘Frogeye’ hit the roads.

RESTORATION Some canny owners had already spotted the classic potential of this charming little sports car and we know that, even before the axe finally fell, examples were already �

Classic Car Mart July 2009 63

TWIN TEST Triumph 2000

52 Classic Car Mart July 2009

Twin Test: Rover P6 v Triumph 2000

This pair of Brits created a whole new market when they were launched and are still hugely desirable today, says Keith Moody

S

pare a thought for the up and coming executives of the early Sixties. Healthy, wealthy and wise, this emerging generation of grammar-school educated men were brought up believing that they could – nay should – change society. It was natural, then, that this new generation of drivers demanded a new generation of cars. Not for them dull but worthy models like the Standard Vanguard and Rover P4. While these existing middle-management motors were solid performers, their styling was looking increasingly outdated as Sixties Britain began to swing.

The Beatles and the Rolling Stones were reshaping popular music, secretary of state for war John Profumo was forced to resign after

details of his affair with Christine Keeler were made public, while Dr Richard Beeching outlined his plans to reshape the railways. Britain was changing, and our young bucks wanted to be at the heart of that change. This generation wanted more from its cars – much more.

Both Rover and Triumph – key players in the executive car market – spotted this potential niche and began working up designs for new models.

There was plenty at stake: both companies were struggling financially, and both were seen to be producing cars for ageing buyers. Desperate times called for desperate measures: revolution rather than evolution, if you like. With design teams in place, both companies began tearing up the rule book. Out went conservative design, cars the size of barges and

big, thirsty engines. Instead, this new line up of executive motors would be characterised by its cutting-edge styling and engineering; smaller but more efficient engines; and a more compact size.

The two cars we’ve brought together today created the compact executive market – literally overnight. Both the Rover P6 and Triumph 2000 were launched at the 1963 London Motor Show, and it’s fair to say they caused quite a stir. And despite the reservations of Rover and Triumph’s sales force and senior executives, the press and public fell in love with these cars. But if you’re thinking about getting a classic Sixties compact exec as your next car, which one of these icons is right for you? There’s only one way to find out…

Rover P6 2000TC

Classic Car Mart July 2009 53

94 Classic Car Mart July 2009

Buyer’s Guide: VW Type 2 split-screen camper (1949-1967)

CLASSIC CAMPER Thought the people-carrier was a modern phenomenon? Think again; this year marks 60 years since the VW Microbus made its debut. CCM shows you how to buy the best example for your budget Photos: Magic Car Pics

T

he coolest people-mover ever devised, the Type 2 camper oozes style from every seam – but you need to experience the VW firsthand, to see what all the fuss is about. Amazingly comfortable and spacious, the Camper is one of the most sociable ways of enjoying a classic – buying a Type 2 is like joining a global social group.

Some people travel around the world in these vehicles, living in them for months or even years – but you don’t have to cross continents to appreciate the Camper’s qualities. What you mustn’t do is dive in too quickly; there are many pitfalls for the unwary in terms of bodged examples, poorly uprated machines and campers masquerading as something they’re not. This includes panel vans that have been converted; such vehicles are worth much less than the real thing, but not all sellers are completely scrupulous.

Remember also that early vans are not only the most costly to buy, they’re also the priciest to buy parts for. Whatever the camper you’re after, read up on it first and get an expert to check any potential purchase. Poor restorations are rife and it’s common to pay over the odds for something that’s not as good as it looks, which is why joining the Split Screen Van Club is essential. If you’re on a budget, it’s best to buy a US import; it’ll cost less than a genuine UK car and it’ll be in better condition unless the British example

(www.magiccarpics.co.uk)

has been properly restored. Buy a good Type 2 and you’ll never look back; you’ll make some great friends, enjoy using it like no other classic and, best of all, you’ll struggle to lose money on it.

WHAT TO LOOK OUT FOR Bodywork Some localised areas of the Type 2’s bodywork rot profusely, but overall the metal is fairly durable. If any panels need TLC, nothing should present any problems. All panels are available, whether complete or as repair items, and they’re made to a high standard, so little fettling will be required.

If major repairs have been made to the outer skin, you should be able to spot them (unless complete panels have been replaced); as the panels are large and flat, there’s a lot of work involved in keeping the original profile.

But it’s unlikely that anything other than the lower parts of the bodywork have needed any attention, due to a combination of blocked drain holes and bombardment by road debris.

The sills, wheelarches and door bottoms may all be showing signs of corrosion, with cover sills often being fitted to mask serious problems beneath.

The area where you’re most likely to find lacy metalwork is the front valance, which is hidden by the bumper. It gets bombarded with crud and gets overlooked at cleaning time, so it gradually dissolves to the point where �

Classic Car Mart July 2009 95

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