Classic, Performance & Retro July 2011

News - Reviews Tests - Show Reports - carREPORTS clubs - cars for sale LATEST NEWS -- Road EVENTS - FEATURES - CARS- technical FOR SALEtips - SHOW - REVIEWS

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July 2011 - Issue 7

The Impossible

Dream

Miracle Of Le Mans!

Sebring SX - Donington Historic Festival - Ford Cortina GT - And Much More!

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You might have noticed that this issue took a little longer to produce than usual, however, we think you’ll agree that it was worth the wait, as we have brought you our biggest ever issue packed with 126 pages of Classic, Performance & Retro cars!

In case you’re interested, the delay was kind of self-inflicted. We spent a week out at Le Mans in France shadowing the Robertson Racing Team’s (RRT) first ever run in the famous 24 Hour Race. Although the trip completely trashed our schedule, we would have to say it was more than worth it. We managed to capture the fairytale story of this tiny independent team making history at the most famous motor race in the world. We had full access to the garage, the drivers, the crew and even had a good poke around the cars too, so if you want to find out exactly what made this such a special story, make sure you read ‘The Impossible Dream’ on page 68.

Elsewhere in this issue you will find a feature on the stunning Sebring SX; a modern car based on the Austin Healey 3000. This highly likeable machine combines classic looks with modern reliability to deliver the perfect vehicle for someone who likes driving, but hates fixing cars!

There is lots more too, and as always we really hope you enjoy reading the magazine as much as we enjoyed putting it together.

Drive Safe!

The Classic, Performance & Retro team.

Editor: Simon Hazeldine- Designer: Chris Peacock - Sub Editor: Alan Simpson - Advertising: Tom Saunders - Web ‘Geek’: Luke Mowatt - Marketing: Peter Allinson. The entire contents of Classic, Performance & Retro magazine are copyright. No part of it may be reproduced without written permission from the publisher. Classic, Performance & Retro Magazine is a FREE monthly publication produced by AV8 Publishing Ltd, Cambridge, England. Contact Details: PO Box 280, Ely, Cambridgeshire, CB7 9DH. Website - www.cprmag.com - E-mail - info@cprmag.com - Telephone +44 (0)1353 777519. We are happy to accept photographs and articles with a view to including them in Classic, Performance & Retro Magazine, but please note: all submissions are sent at contributors own risk and we will not be liable for any loss or damage.

068

018

The Impossible Dream Miracle At Le Mans

Not A Healey!

The Sebring SX

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032

The Donington Historic Festival

CONTENTS www.cprmag.com Issue 7 July 2011 018

Not A Healey!: It might look like an Austin Healey 3000, but this stunning car is in fact a Sebring SX, a V8 powered replica that offers great handling, power and classic styling.

Look like a classic, drives like a performance car!

032

Donington Historic Festival: The first ever Donington Historic Festival was held on April 30 - May 1 and the proposed line-up of cars promised an exciting weekend of motor racing. David Harrison went along to catch the action.

048

Dagenham Dazzler: To many people, the Ford Cortina was just a fairly ordinary family car, until Ford introduced the Cortina 1500 GT and suddenly the sheep turned into a bit of a wolf! Peter Allen takes a brief look at this retro classic.

058

24 Heures Du Mans: Nobody could have predicted that the 2011 Le Mans 24 Hour Race would be one of the most exciting for decades! We were there to catch all the action.

068

The Impossible Dream: When the self-funded, privateer Robertson Racing Team entered this year’s Le Mans 24Hr Race, they had no idea they were about to make Le Mans history. Simon Hazeldine was there.

096

Autodrome - Heritage Motor Centre: One of the newest car museums in the UK is the Heritage Motor Centre in Gaydon, Warwickshire. Phil Sullivan called in to find out what was on offer.

RegularFeatures:

048

Dagenham Dazzler!

Ford Cortina 1500 GT

006

News: All the latest news and gossip from the Classic, Performance & Retro worlds.

016

Club News: A round-up of news from some of the best car clubs in the world.

056

Reviews: A look at what’s hot...and what’s not in the automotive marketplace.

092

What’s On: Never miss another race meeting or car show with our comprehensive events guide.

110

Auction News: A round up of what’s been happening in the auctions rooms around the world.

Classic, Performance & Retro magazine is a FREE monthly online publication produced by AV8 Publishing Ltd, Cambridge, England.

July 2011 5

News

The Latest Automotive News From Around The World!

Lotus Legends Unveil New Hethel Track

Nigel Mansell officially opened Group Lotus’s revised and restored Hethel test track with a roar from the 1981 Essex-Lotus 81B in which he started his glorious Formula One career more than 30-years-ago.

Mansell led a convoy of seven stunning racing cars from the Lotus stable, including the innovative 1980 Type 88 twin-chassis car – which the rule makers never allowed to race; the Lotus Type 125 Exos Experience car driven by fellow F1 legend Jean Alesi; and a brace of Lotus Renault GP cars piloted by current F1 stars Vitaly Petrov and Bruno Senna.

This was the first time that modern-era F1 cars had blasted around the historic Hethel tarmac since the early 1990s. The layout of the 2.2 mile circuit had changed very little, with one extra corner added, but the new asphalt and larger run off areas are better suited to modern racing and performance car testing. Its mixture of corners, straight and braking zones makes it ideal for testing and optimizing every performance aspect of the new era of Lotus products, and evaluating car control at the Lotus Driving Academy. In addition to a spacious new workshop, the test track will soon be accompanied by a new pit building and hospitality suite.

Dany Bahar, Group Lotus CEO said: “A year ago we set out our plans to introduce a new model line up, ambitious motorsport plans and a revitalization of the iconic Lotus brand. A year 6 CPR Magazine

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in, we are meeting all the targets and milestones we set ourselves. One of the milestones was the opening of our test track. You might say this is just a refurbishment of a track and not a major achievement in itself, and I agree. However, mentally and psychologically seeing this project accomplished demonstrates that step-by-step our vision is becoming a reality. It shows our entire workforce and our partners that we are delivering on our promises.”

Nigel Mansell, Group Lotus ambassador and 1992 Formula One World Champion said: “What a joy it was to be reunited with my old 81B after 30 years. This is a very special place, Hethel, and it was wonderful to open the circuit today by driving alongside my sons Leo and Greg.”

Clive Chapman, Managing Director of Classic Team Lotus said: “I remember my father testing the Lotus 49 on this circuit. He didn’t wear a helmet and you could see him grinning from ear to ear because he knew he had another winner. The circuit’s longest straight doubled as a runway, and we would land here in my father’s plane after adventurous and race tracks around the world. The revised circuit has managed to keep a lot of the character of the original, and seeing those seven cars lapping today is something I shall never forget. Lotus is enjoying exciting times once again, and it fills me with pride when I see brand new Lotus’s around the world still bearing my father’s initials.”

July 2011 7

News

The Latest Automotive News From Around The World!

Rare F1 Car To Make Classic Return 1960s Scarab Will Take To The Track At Silverstone

One of the rarest and most intriguing Formula One cars of all times will return to racing after a 50 year absence at this month’s Silverstone Classic (22-24 July). The extraordinary front-engined Scarab was the first American Formula 1 car, built by wealthy enthusiast Lance Reventlow, who was the son of Woolworth heiress Barbara Hutton and the step-son of actor Cray Grant. After success with sports cars, Reventlow decided to tackle Grand Prix racing and the Scarab single-seater made its debut at the 1960 Monaco Grand Prix. But by the time the front-engined car was ready to race, Lotus and Cooper had made the switch to rear-engined designs and the Scarab was out-classed.

Chassis number three – now in the hands of new owner Julian Bronson – was one of the original trio of cars taken to Zandvoort in 1960 as a spare with no engine. It was then acquired by Tom Wheatcroft in 1964 and spent many years in the Donington Collection. The other two front-engined Scarabs are owned and raced by US enthusiast Don Orosco.

“I bought it from the Donington Collection,” confirmed Bronson, who hopes to have it ready for the Pre ’61 Front-Engined Grand Prix Car races during the Silverstone Classic. It will race with a 2.5-litre Offenhauser engine, which has been built in Cincinnati.

Bristol-based Bronson has been working flat out to get the car ready to race at the end of July and took delivery of the engine at the end of May. He has had a replica set of bodywork made so that the original set can be safely stored away in case of damage. “It will run in exactly the same livery,” confirmed Bronson.

“It’s going to be close to be ready for Silverstone, but we should do it,” he admitted. “It would be lovely to give it a debut race at the Silverstone Classic. It’s really exciting. I’ve always wanted a front-engined Grand Prix car and this is just about the last of them. It’s just incredible; such an exciting car.”

Event Director, Nick Wigley is certainly pleased to see such an historically significant F1 car back in action.

He said: “We are really excited to welcome the Scarab to the Silverstone Classic and to be hosting the return to racing of such a rare car, and so pleased to see it will be running in its proper form with a 2.5-litre engine, and in its original livery. The car should be very competitive on the GP circuit so we expect to see Julian on the podium, hopefully a just reward for all the effort he will have put in.”

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CLASSIC CARS - AMERICAN CLASSICS - KIT CARS - 4X4 - EX-MILITARY VEHICLES - MOTOR HOMES - CAMPER VANS - CLASSIC TRACTORS

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News In Brief... clocked up a speed Classic car parts of 153.22mph at the specialist Moss Bedfordshire test Europe has track, the fastest introduced an speed ever recorded electronic distributor The GAZ Gold coil over suspension for a Healey 100. for classic Minis. kit for the Ford Escort II is now The records were The unit was An Austin-Healey available with a brand new steel set when the team originally fitted 100 that set 12 hub, which is precisely machined attempted to beat to all standard National and six before being added to the Gold the 132.81mph Cooper 1275cc carb 1971 Alfa Romeo Tipo 33/3 – Works Team Car International speed Coilover. This means that GAZ speedand setdriven for non-to an models. can place also A genuine Works entry for the 1971 World Sportscar Championship historicIt2nd records at Millbrook supercharged fourGold coilovers are available off beprivate used onowners any A+ in the 1971 Targa Florio by the lead Works driver Andrea de Adamich.

With just four in November 2009 thefrom shelf and no it longer require the new, is accompanied by original correspondence and notes fromcars Autodelta driver cylinder by the test 1275cc carTeodoro using is being customer’s donor units in exchange.

Zeccoli and an extensive spares package Healey and history worksfile. team a carburettor! No offered for sale.

The new hub will provide a secure bespoke car storage facility now available www.carstoring.com The car - built by dimensionally perfect mount for the For further information on the above and other motorcars in stock please contact us on: Austin-Healey wheel bearings.

01242 600 specialist821 Denis For more info, check out the GAZ Cheltenham, Gloucestershire Welch Motorsport website. www.martinchisholm.com www.gazshocks.com

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July 2011 9

News

The Latest Automotive News From Around The World!

Gaz Shocks For Beetle & Bus Adjustable Dampers Suitable For Road Or Race Use

Leading suspension specialists GAZ now have a bump and rebound adjustable damper kit for the classic VW Beetle (Pre McPherson Strut) and Bus. Damper GTS-2301 will fit the Beetle 1200 from 3/1953 7/1965 - front and rear. Dampers GT6-2302 (front) and GT5-2303 (rear) will fit Beetle 1200, 1300A, 1500A and Karmann Ghia from 8/1965 to 1979. The dampers are quickly adjusted by means of an easily accessible single knob on the side of the damper. They are suitable for spirited road use and full competition use and can be adjusted accordingly. Gaz says all units are individually tested before leaving the factory and they are covered by a two-year warranty. The dampers retail at £51.92 plus VAT each. For further details visit the GAZ website: www.gazshocks.com

Sir Stirling Moss Retires From Racing

The door has been closed on a competitive racing career that has spanned more than 60 years.

During qualifying for the Le Mans Legends race, Sir Stirling Moss OBE, made the decision to retire from the sport he loves. On his retirement Stirling said “This afternoon I scared myself and I have always said that if I felt I was not up to it or that I was getting in the way of fellow competitors, then I would retire”. He leaves motor racing as one of the most recognised racing drivers in the world, having raced from the age of 18, winning the British Grand Prix twice, the Monaco Grand Prix three times, the Mille Miglia, the Targa Florio and the Tourist Trophy, as well as countless other races, during his professional career. He then went onto compete in historic racing. As patron of Goodwood, he has helped make the Goodwood Revival and historic racing around the world hugely popular.

He is regarded as one of the greatest motor racing drivers the sport has ever known, having raced successfully in all forms of motor sport and racing not only to win, but racing because he loved the racing itself. As Stirling said, on the day of his retirement, “I love racing, but now it is time to stop”. www.stirlingmoss.com

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trackNews

News, Gossip & Views From The World Of Motorsport

Mixed Fortunes For Top Drivers In Dijon Laidlaw & Hadfield Race D-Type To Victory The Grand Prix de l’Age d’Or in Dijon on the final weekend in June offered mixed weather and mixed fortunes for two topquality historic grids from Motor Racing Legends: the Royal Automobile Club Woodcote Trophy and the Stirling Moss Trophy races.

The major rainstorms which hit Dijon earlier in the week had turned to hot summer weather by the Saturday of the Grand Prix de l’Age d’Or, in time for the Royal Automobile Club Woodcote Trophy race for pre-1956 sports-racers. At first, the Woodcote Trophy winner looked certain to be the pole-sitting Jaguar D-type of Carlos Monteverde and Gary Pearson – had it not been for the twin setbacks of a puncture and a stop-and-go penalty for speeding in the pit lane. This meant the pair had to bring their D-type into the pits three times, instead of once, giving Irvine Laidlaw and Simon Hadfield the chance to take over the charge in their D-type – which they did in fine form, taking the chequered flag to win by 41 seconds from the Maserati A6 GCS of Carlo Vögele, who also put in one of the finest drives of the weekend. As Vögele had opted to drive the one-hour race alone, he was subject to a 45-second pit stop penalty for single drivers, which must have cost him 25 or 30 seconds more than the standard driver change – yet he still came back to take second place.

Third over the line was the Jaguar D-type of Ludovic Lindsay and Fred Wakeman, who did well to get onto the podium after a misfire in qualifying put them fifth on the grid, and a bad start saw them drop down to ninth by the end of the first lap. But perseverance saw them creep steadily back up the field to finish 14 seconds ahead of the Monteverde/Pearson D-type.

Sunday – and the Stirling Moss Trophy race – turned out to be even hotter than Saturday, and not just in terms of the weather. Graeme Dodd, driving solo in his Cooper Monaco (despite what the official results sheet says) and qualifying third on the grid, had taken the lead by lap four and seemed to have control of the race – except that on lap 29, a hub failed and Dodd lost a wheel.

This gifted the lead to Martin Stretton, at the wheel of the Lister Jaguar Knobbly he was sharing with Jon Minshaw, which had started on pole and – despite losing the lead for much of the one-hour race – finally finished 14 seconds ahead of the pack.

The real battle, however, was for second place. Ewan McIntyre’s Lotus 15 had qualified second on the grid but, when Ewan spun on the first lap, he had to sit and watch the whole field go by before rejoining the fray. He then put in an outstanding drive, lap after lap, until he was reeling in Bobby Verdon-Roe’s second-placed Ferrari 246S at the rate of two seconds per lap. As the pair crossed the finish line at the end of the hour-long race, the Lotus and Ferrari appeared absolutely side-byside… with the official timekeepers clocking the Ferrari just 27 hundredths of a second ahead of the Lotus. “Another 10 yards and Ewan would have made it!” said race organiser Duncan Wiltshire.

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Classics in the making

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JD Classics knows classic cars inside out, particularly Jaguars; it builds, restores, upgrades, services and even races them. It has an international reputation for concours winning restorations and for rebuilds enhanced with special sports upgrades.

Following the company’s slogan “When only the best will do”, it is only natural that JD Classics should choose Autoglym car care products to finish and protect its stunning vehicles which include Aston Martins, Bentleys and Ferraris as well as Jaguars.

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trackNews

Regulations published for the 2011 Roger Albert Clark Rally With just over five months to go before the 2011 Roger Albert Clark Rally, (2-5 December, the event regulations have been published and entries are now open for the eighth running of this must-do event in the historic rallying calendar.

The event, which has a new start venue for 2011 at Duncombe Park in Yorkshire, offers 170 stage miles over 24 special stages for an early entry fee of £1,850. Rally manager Colin Heppenstall is targeting an entry of 100 cars this year, which would set a new record for the rally.

Among the entries expected is a strong contingent of European competitors. To make it easier for them to compete, approval has been granted for them to run with FIA Historic Technical Passports only, rather than needing to acquire a UK rally log book and MSA Historic Vehicle Identification Forms. Such cars will run in a separate class within the overall rally.

Another new class will cater for Formula 1000 crews. Following interest from prospective crews, a special class has been added to the Open Rally and these cars will be allowed to run at the head of the main field with the category one historic cars.

To help competitors and spectators plan for the event, a Rally Guide has been produced and can now be viewed at the event’s official website. For more details about the Roger Albert Clark Rally, and its support rallies, please visit www.rogeralbertclarkrally.org

News, Gossip & Views From The World Of Motorsport

Buy Your Own Race School!

Cars & Equipment On eBay For £50K

An entire racing school was recently advertised for sale on the online auction site eBay. That might be surprising enough, but believe it or not, the whole package including four cars, a team van and a fully kitted out articulated truck had a ‘buy it now’ price of $79,000, or just under £50,000.

The four cars were race-prepped Honda Civics running a single-cam D15 engine and all were finished in identical paint schemes. The truck had been configured to carry all four cars along with workshop facilities and space for spares.

The sale also included 300 traffic cones so you could set out your own mini track where ever you wanted.

Surprisingly, the highest bid for the school was just $50,000, as $79,000 seems like remarkably good value for four cars, and van and a truck. The outfit is currently owned by California based Don Swanson Racing School, although no mention has been made as to whether the sale will be readvertised in the future.

Formula 1 To Axe Circuit De Catalunya?

Officials at the Circuit de Catalunya in Barcelona are in talks with Formula 1 management in an effort to keep F1 at the track.

Although the circuit has a provisional date pencilled in for 2012, reports emerging from Spain suggest that the country’s only F1 Grand Prix will be held at Valencia. Salvador Servia, head of the Circuit de Catalunya said the reports had been “invented” but Spain’s AS sports newspaper seems to think there is some truth to the speculation.

Webber ‘Very Likely’ To Stay At Red Bull For 2012 Red Bul F1 Chief Christian Horner says it is “very, very likely” that Mark Webber will stay with the Austrian team for the 2012 season. Webber is the only high-profile member of the team that hasn’t yet committed his future for next season.

Recent speculation in the F1 paddock suggested that Lewis Hamilton would make the jump from McLaren to take the Red Bull drive. Horner laughed off the Hamilton rumours saying: “I really don’t think blue is his colour!”

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Sign up If you have been receiving our emails in the last few months then we have a current email address for you and you will get our specials newsletter. However, if you don’t currently receive our email specials or you haven’t signed up but wish to do so please email us at: signup@sngbarratt.com Keeping the spirit of Jaguar alive...

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ClubNews

Tell Us About Your Club!

Want to tell us about your club or event? Then send details into Club News at: info@cprmag.com

GT40 Enthusiasts’ Club

GT40s Visit Le Mans Members from the GT40 Enthusiasts’ Club had to overcome a series of mechanical problems before four of its cars could make it across the Channel to attend the ‘Parade des Pilotes’ at Le Mans. More cars had been pencilled in to make the trip, but Jacky Morel unfortunately had to pull out at the last minute due to work commitments. Likewise, Stephen Tonks had hoped to attend but had to pull out two weeks beforehand due to engine problems, and according to the club, it was touch and go for all four cars as to whether they would be attending or not.

Eventually the four GTs made it to France and on to Le Mans. The cars that made the journey were: Paul Kinghan in his pale blue GT40 with twin white stripes; Tony & Jan Jasper in his white GT40 with orange centre stripe; Ege Ferguson’s sons in Ege’s white GT40 with blue centre stripe and Phil Thompson & his partner Bernadette Barker in his Rosso Corsa red GT40. www.gt40enthusiastsclub.com

MG Owners’ Club

MGB 50th Anniversary Relay Planned It may seem a long way off but plans are well underway to celebrate the 50th anniversary of the MGB. The MG Car Club and the MG Owners’ Club are jointly organising an event next year to celebrate 50 years of this iconic MG. One of the many ideas leading up to the main event at Blenheim Palace in Oxfordshire on September 23, 2012, is to have a fundraising round Britain relay of a commemorative book which will be available for all MG owners to sign on its travels. The book will start its journey on January 1, 2012, and finish at the Blenheim event in September.

The MGOC is writing to the club’s contacts throughout the country to see if they wish to be involved in the relay of the book. It is currently envisaged that the book will travel from meeting to meeting on a predetermined timescale and each meeting will be responsible for ensuring the onward journey is on time. The book for is going to be travelling around 100 – 150 miles in each region depending on the interest shown in the relay. At each location members of the local Clubs will be able to sign the book and make a donation to charity if they wish.

Once the book has completed its round Britain tour it will be presented to the MG Museum in Abingdon for display and the monies donated to the nominated charity of Macmillan Cancer Relief.

There is a dedicated website for this event and you can register your interest for MGB50 by clicking the link below. www.mgb50.com

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Time to get some work done to YOUR classic car?

TRGB are now established as one of the leading Triumph specialists in the country and have extensive and almost unrivalled experience on the restoration and maintenance of these cars. Along the way we have also gained years of experience working on other classic cars. Work and personal projects aside from our Triumphs include: full restoration of an E-type 4.2 Jaguar, full restoration of a ‘Healey 3000’, full engine build on a V12-E and full and detailed restoration of a Ferrari Dino (including full engine build).

Our workshop is always very busy and to this end we have decided to expand this side of the business and are delighted to announce a new member of staff: Mr Jason Wright. Jason brings with him a wealth of experience and has worked on many TRs as well as Jaguar and TVR from a well-known leading dealership, and so will add his knowledge to the extensive experience of both Tim and Richard. To promote this new expansion we are offering a 10% discount (£40.50/hr + VAT) on all work booked in during the first three months of 2011.

If you require any work on YOUR classic car, please call Gary at TRGB.

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Performancecar

Not A Healey!

It might look like an Austin Healey 3000, but this stunning car is in fact a Sebring SX, a V8 powered replica that offers great handling, power and classic styling. Looks like a classic, drives like a performance car!

T

here is no doubt about it – the Austin Healey 3000 is a great car. It looks and sounds amazing and it has had its fair share of success in the world of motorsport, but if we are going to be brutally honest about it, it does have its faults too.

Like just about any classic you

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care to mention, the 3000 isn’t as comfortable as a modern car; it isn’t as reliable as a modern car, it doesn’t handle as well as its 21st century counterparts and it certainly isn’t as fuel efficient. Chuck in the leaky soft top and the hassle of fitting and removing the side-screens and you can

see that the Austin Healey 3000 requires a certain amount of dedication from owners who are prepared to look past these faults and enjoy the car for what it is.

Rose tinted glasses and all that…

Of course, not everybody wants to live with these short-

WWW.CPRMAG.COM

comings. Some people want a car that they can just climb into, start up and drive, without having to worry about breakdowns or the usual reliability issues associated with running a classic car. Having said that, not everybody wants to run around in a soulless, modern ‘Eurobox’ either, so what’s the

answer?

Well, if you want modern reliability and handling, combined with classic Austin Healey looks, then you might just find the Sebring SX a very interesting proposition.

The SX is produced by Cambridgeshire-based Sebring International, a

company that has been turning out cars from its small factory near Wisbech since the 1990s.

American Roots I met up with Sebring’s Head of Sales Mark Lee who told me a bit about the company’s background. “Back in the July 2011 19

The Sebring looks great with the roof down on a sunny day - the perfect car for the summer!

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V8 power and modern parts ensures the Sebring’s reliability is good. early 1990s the company was called Classic Roadsters. It was actually an American company that was building replica Austin Healeys and AC Cobras in the US and shipping them over to the UK to be sold.

A few years later, Sebring was formed and bought the rights to produce the cars here in the UK. The company made a number of changes to the American design, such as dropping the Ford Mustang live rear axle in favour of more easily sourced Jaguar or Ford Granada running gear. The business changed hands a few times over the ensuing years and is now owned by Martin Reynolds who purchased Sebring about five years ago.�

Original Austin Healey 3000s are a rare sight on UK roads and the chances of seeing July 2011 21

The Rover V8 sits nicely inside the Sebring’s engine bay.

Twin rear pipes give the Sebring a throaty roar! a Sebring during your dayto-day travels are not much better. Around 500 cars have been produced since the company started and the build process is not a quick one, as Mark explained. “We produce about eight or nine kits each year along with two or three factory built cars. If 22 CPR Magazine

someone was to walk in today and ask us to build a car to their specification, they would probably take delivery in four to five months. It is always difficult to give an exact date because there are many variables; for example, we have to take each factory produced car for an IVA test

and then get it registered and that can add two or three weeks to the delivery time. If a customer opts for a Chevy engine and it has to be ordered from the USA, then sometimes there can be a delay with the shipping or it can take a while to clear through customs.”

I guess that isn’t anything unusual; if you order a brand new Ferrari or Lamborghini you will have to wait several months before it is delivered, but that is the norm with bespoke cars.

British Built The Sebring cars, or rather bits of them, are produced in a number of different locations and then assembled in the company’s workshops. The

bodies are built by a glass fibre specialist in Northampton and the trim is made to order by another local business.

The paintwork is contracted out to a nearby automotive refinishing company. The chassis and wishbone arms are built in-house on a special jig in Sebring’s welding bay.

The cars on display in Sebring’s show room range from the classically styled SX to the more radical MXR which looks almost Cobra-like with its bulging wheels and flared wheel arches. Mark also showed me a special track car that the company is working on that looked like it had just come off the set of a Batman movie, but we’ll save that one for another day.

Blue hoses and leads gives the bay a sporty appearance.

Wolf In Disguise!

The car I was here to drive was a very attractive Sebring SX. This is the car that most closely resembles the Austin Healey 3000 and offers vintage styling with modern handling and V8 performance.

A real wolf in sheep’s clothing if you like.

Walking around the SX, I couldn’t help but admire the build quality. The paint finish was flawless, the trim was immaculate and the panel gaps were perfect.

Lifting the bonnet revealed an immaculate engine bay with a Rover 3.9 V8 engine taking centre stage. This was topped with an Edelbrock carburettor and chrome air filter housing while contrasting blue silicone radiator hoses keep the cooling system functioning at its best. The installation is tidy and there is plenty of room

Period style alloy wheels look great on the Sebring. around the engine which will be appealing to those who like to do their own servicing or tinker with engines.

While on the subject of engines, you might be interested to know that the SX can be fitted with a variety of powerplants. There is the Rover V8 (as fitted to this car) which comes in 3.5, 3.9 or 4.6 litre sizes, you can also opt for a Nissan straight six (2.4, 2.6 or 2.8 litres) which can even be fitted with SU carbs, or you

can have a Ford V6 2.4 or 2.9 litre Injection. Quite a choice!

This particular car is fitted with 16” Image alloy wheels shod with 215/55 tyres, although if you build the car yourself you can pick just about any wheels you like. While they are undoubtedly modern, they don’t look out of place and still have a bit of a retro look about them.

Inside the car the interior is finished in the classic combination of black seats July 2011 23

24 CPR Magazine

Interior is basic but functional. and carpets while the dash is fronted with a walnut veneer wooden panel. The sports style ‘bucket’ seats are trimmed with a contrasting red piping while a pair of four-point harnesses, also in red, hangs from the solid-looking roll-over bar behind the seats.

Uncluttered Cockpit detailing is kept to a minimum, with the manufacturer deliberately opting for a clean, uncluttered appearance inside the car.

Take the glove-box lid for example – there isn’t even a button or finger-pull on it, just a plain, but very shiny, wooden panel. To open it you just gently push the top of the lid. This minimalism isn’t always to everyone’s taste and I personally found it a little

Bucket seats and three-point race harnesses look good in the Sebring. sparse, but as these cars are either built to order or by the owners themselves, you can pretty much have as many gadgets as you like in there!

Climbing into the driver’s seat the SX feels just like a ‘proper’ classic in many respects, although it doesn’t feel as

delicate as the older cars on which it’s based. It feels solid and somehow unbreakable. A turn of the key on the columnmounted ignition switch and the big V8 bursts into life and settles down to that familiar burble so characteristic of these engines. It sounds July 2011 25

great! A quick squeeze on the throttle and the engine responds instantly, sending the tacho needle shooting around the face of the gauge.

The indicator and windscreen wiper switches on the steering column might look familiar to some people, as they are actually from a Vauxhall Corsa!

In fact, the whole column is taken from the Corsa and there is good reason for that.

The column incorporates an 26 CPR Magazine

electric power-steering system; it’s a compact unit and all selfcontained so there is no need for a separate pump or motor, a sort of ‘plug and play’ system if you like.

Moving away I find the pedals light and easy to use; you certainly don’t need legs like a bodybuilder to press the clutch down like you do on

some older cars. The steering is also light and responsive, even at low speeds, thanks to that power steering system.

Out on the road the SX pulls like a train. The Rover V8 is quite happy to chug along at lower speeds and the Edelbrock carb obviously

does its job extremely well as power delivery is silky smooth.

Press the throttle down though and the V8 explodes into life, pushing you back into the supportive seat as the car

rapidly builds up speed.

Sitting next to me, Mark explains that the SX is designed as a bit of an ‘allrounder.’ It’s great for touring as it is comfortable and easy

to drive, while at the same time it can provide a very rewarding driving experience for those who like ‘chuck’ their car through the corners with a little more enthusiasm.

It certainly delivers as the car powers its way through the winding country lanes near Sebring’s base in Cambridgeshire. Another thing I noticed, and I touched July 2011 27

The SX is often mistaken for a real Austin Healey!

Modern handles and door locks.

on this briefly earlier, is just how solid the car feels. Even when riding over some particularly bumpy sections of road, the SX takes it all in its stride. On some older classics, it is very obvious that you are riding on a separate chassis as the body rattles and shakes over every single bump, but the Sebring just feels like a modern monocoque design and there isn’t a rattle or squeak to be heard.

Minimum Fuss

The walnut veneer dashboard gives the car a classic feel.

28 CPR Magazine

This is a very easy car to like.

It does everything you want it to do with the minimum of fuss. It drives beautifully and surely nobody could deny that it looks stunning. It sounds great too. Okay, so it doesn’t have an Austin Healey badge which might be frowned upon

A modern twist to a classic design!

Sebring Owners’ Club The Sebring Owners’ Club caters for all Sebring car owners. It runs several well attended events throughout the year and publishes its own club magazine. Its website has sections for car and parts sales and there are photos of members’ cars too. For more information, please visit the website at: www.sebring.co.uk

by the purists, but it does have a lot of advantages over the car that inspired it.

There are a lot of people out there who love classic cars but are put off owning one simply because they don’t want to get into the constant cycle of fettling and fixing that seems to go hand-in-hand which classic ownership. They want a reliable car that will start on the button and for which parts are easily obtainable. They

Made In England!

Most of the car’s running gear comes from donor cars such as Jaguars and Fords, but Sebring build the chassis for each car in its Cambridgeshire workshop. Wishbone arms are also built from scratch and the whole lot is assembled on a jig to ensure accuracy.

want a comfortable ride along with safe predictable handling and enough performance to keep up with modern traffic.

The Sebring SX ticks all these boxes and more; it has all the benefits of a modern car with the looks of a classic.

Whether you decide to build your own, or just get the factory to do it for you, what you will end up with is a very attractive usable car and I for one will be extremely jealous!

July 2011 29

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Donington

Historic Festival

The first ever Donington Historic Festival was held on April 30 - May 1 and the proposed line-up of cars promised an exciting weekend of motor racing. David Harrison went along to catch the action.

F

rom a spectator’s point of view, historic motorsport can be a bit of a let down. In theory it sounds great; lots of veteran machines thundering around a track in some really competitive events. In reality, the races can be a bit tame 32 CPR Magazine

as some drivers hold back for fear of damaging their prized possession, and who can blame them. If I owned a million pounds worth of vintage Ferrari I wouldn’t want to smash it to pieces just to entertain the people in the stands either!

With that in mind, I wasn’t too sure what to expect from the first ever Donington Historic Festival. Would it be a lot of very desirable cars going around the track in semi-competitive races while spectators were confined to the stands and fenced off

viewing areas? Actually, no.

To my great surprise this event was everything, and more, than any historic motorsport fan could wish for.

First of all, let’s look at the cars. There was a huge variety taking part; everything from pre-war racers to the

Group C Sportscars from the 1980s and 90s, Italian exotica to Mini Coopers, there really was something for everyone.

The cars were scheduled to take part in 12 different races spread across the two day event, with qualifying sessions held each day to determine

the starting grid order, but more on the racing later.

So, what did the spectators get for their money? Probably more than they expected!

First of all I have to say that Donington Park was perfect for this event. Getting there was simplicity itself and there July 2011 33

Formula Junior cars line up on the grid. wasn’t even a queue to get in. I have been to some race events where the car park is located about as far from the main entrance as it is possible to get, and walking from the car to the gate can take hours! Not here though; the spectators’ car park was right next to the main entrance so I didn’t have to worry about wearing out another pair of shoes.

Once through the gate, visitors found themselves…in the 34 CPR Magazine

paddock! This is the one area that is usually off-limits to the public during a race event, yet at the Donington Historic Festival, the Paddock is very much the heart of the event.

Visitors were allowed to get as close to the cars and drivers as they liked, and many were making the most of the opportunity. It was amazing to be able to stand right next to a vintage Maserati T61 and watch the mechanics run the engine and make adjustments

prior to its race; the main dilemma was whether to ask questions or keep quiet and let them get on with it! I opted for the latter, remembering that I was once disturbed while prepping an engine and because of the distraction I left the locking wire off the coolant tank with near disastrous results. Still, the crews at Donington seemed to be taking it in their stride and nobody seemed to mind the public attention.

The rear doors to all the pit garages were also open so that visitors could see right through to the pit lane and watch the cars being prepared for the races.

Green means...GO!

Vantage Point With so much going on in the Paddock, it would have been easy to overlook the actual races, but the roar of engines screaming down the pit straight soon prompted me to head off and find a July 2011 35

up great clouds of dust and grit. Thankfully, the circuit management were straight onto the problem and before long a tractor towing a bowser was spraying water on the dry ground to help keep the dust down.

‘Mad Jack’

‘Mad Jack’ Bentley 4.1/2 litre SC complete with ‘afterburners’!

‘Mad Jack’ cars on the circuit. good vantage point to view the action from. One of my favourite locations at this circuit is the hill that overlooks the Hollywood and Craner Curves and the run down to the Old Hairpin. It gives a great view over a surprisingly large portion of the track and there is always lots of overtaking. There is always plenty of space over there as it is on the far side of the track; most spectators tend to congregate around the pit straight area but if you are prepared to walk a little further across the infield there are some very rewarding viewing 36 CPR Magazine

points.

The infield area was also where the visiting car clubs were located and there was a great selection of classics on display. Among these were a nice assortment of Triumphs from the Derwent Valley group of the Triumph Sports Six Club and some stunning Corvettes from The Classic Corvette Club UK.

Dust Bowl!

The downside to being on the infield was that it became a serious ‘dust-bowl’ at times, as the stiff breeze blew across the dry ground whipping

On to the racing then. There were five races on the first day of the event with the pre-war ‘Mad Jack’ sportscars kicking things off. The series takes its name from Richard ‘Mad Jack’ Shuttleworth, the pre-war racing driver famous for his daring exploits in both cars and aeroplanes, and winner of the first ever Donington Grand Prix in 1935. The starting grid looked like one of the best motoring museums you could ever wish to see, with some stunning machines from the 1920s and 30s. Names like Bentley, Bugatti and Alfa Romeo clashed with cars from Aston Martin, Lagonda and Talbot, with even the odd MG and Fraser-Nash thrown in for good measure.

The driving was competitive and the 45 minute race was eventually won by Alex Ames in his 1935 Alta Sports, with Peter Neumark and Simon Hope taking second in their 1932 Alfa 8C Monza and Sam Stretton coming home in third place in his 1937 Alta Sports.

Formula 2 Cars The next race saw the decibel level rise considerably as the historic F2 cars took to the track for the first of two races in this category over the weekend. These guys are seriously competitive and it was impossible to take your eyes off the track in case you missed something. Taking

Chris Sharples kick up some dust in the Chevron B29.

Martin Stretton in the March 742 F2 car. the chequered flag and first place was Matthew Watts in his March 772 with Frank Synter in second (March 782) and Andrew Smith in third (March 79B). One of the race favourites, Martin Stretton, crashed out on lap 12, losing

his front wing and nose as his car bounced through a gravel trap.

Pre-56 Sportscars Hot on the heels of the F2 cars came the Pre-1956 Sportscars competing in

the Royal Automobile Club Woodcote Trophy. Lots of highly desirable cars were on the circuit for this category and a real treat for classic car fans with Jaguar D-Types and XKs, Austin Healey 100s, Aston Martin DB3s and even a Triumph TR2 taking part in the race. One rather unfortunate driver was Glynn Allen, who was part way through Redgate corner when the nearside rear wheel of his Aston Martin DB2 ‘Le Mans’ decided to part company with the rest of the car. As the car spun towards the gravel trap, the passenger door burst open and a shower of sparks lit up the underside of the car in spectacular fashion, but thankfully the driver walked away unhurt.

Sadly, the same couldn’t be said about the car.

Overall, Irvine Laidlaw was July 2011 37

victorious in his Jaguar D-Type with Stephen Bond taking second in his Lister Bristol Flat Iron and Lukas Huni and Gary Pearson third in the Maserati A6 GCS.

Formula Junior With the exhaust fumes from the pre-56 cars still lingering in the air, the Formula Junior cars lined up on the grid for the start of the FIA Lurani Trophy. The cigar-shaped cars are reminiscent of the F1 cars from the late 1950s or early 1960s era and the race saw some exceptional wheel to wheel driving from these surprisingly quick machines.

Callum McLeod won in his Caravelle Mk2, with Pierre Tonetti taking second in the Brabham BT6 and James Murray third in the Lola Mk5A.

Formula Junior cars on track.

Pre-72 Sportscars The last race on the Saturday was the 1000kms for Pre-72 Sportscars. This should have been a fantastic climax to a wonderful day’s racing, but

American muscle! Two Ford GT40s lead a Chevron B8 in the Pre-72 Sportscars race.

38 CPR Magazine

sadly would be remembered for all the wrong reasons. The race was red flagged on lap 40 after former BTCC champion Frank Synter apparently suffered a heart attack at the wheel of his Lola T70.

Marshals were on the scene within seconds of Frank’s car hitting a tyre wall and the Donington medical team quickly sprung into action.

Frank was rushed to Derby hospital and thankfully is now on the road to recovery.

Olly Bryant was eventually declared the winner, followed

by Leo Voyazides and Simon Hadfield in second and Jason Wright and Michael Gans in third, with all three top placed teams driving Lola T70 Mk3s.

Obviously this is the car to have if you want to compete in this class. Naturally our thoughts are with Frank and his family and we sincerely hope to see him back on the track soon.

1965 Ford Lotus Cortina crosses the line.

Day 2 The weather on the Sunday was a carbon-copy of the previous day, with a brisk wind blowing across the circuit and lots of sunshine. It was perfect racing weather though, and the schedule of events promised some exciting duels.

As it turned out, I wouldn’t be disappointed.

The first race of the day was the Pre’66 Under Two Litre Touring Cars featuring the famous Lotus Cortinas and Mini Coopers that dominated many motorsport competitions back in the 1960s. Once again, the hour long race was extremely competitive.

The race winners were Leo Voyazides and Simon Hadfield in their Lotus Cortina, the same pairing that came second in the final race the previous day. Richard Shaw and Jackie Oliver claimed second and Richard Postins came third, with both crews driving BMW 1800s.

Next was the second round

Jason Wright and Michael Gans crewed this Alfa Romeo Giulia GTA in the Pre-66 Touring Cars race.

Andrew Tart driving his 1960 Bond in the Formula Junior race.

July 2011 39

of the Formula Junior Lurani Trophy. Once again, Callum McLeod put in a consistent performance and came home in first place. Two Lola Mk5A drivers took second and third; James Murray and Philipp Buhofer.

Race 8 saw the Pre-63 GTs take to the track for another hour-long race, and again this was serious ‘car-porn’ for classic car fans. There were four Jaguar E-Types, two Aston Martin DB4s and cars from AC, Porsche, Alfa Romeo and Lotus to name just a few. As for the Ferraris, well lets just say that anyone with a passion for cars from Maranello wouldn’t have been disappointed as the was a 330GTO, 2 x 250 Berlinettas and a 250SWB.

Fierce Racing!

The racing was fierce as the priceless cars jostled for position and more than once I winced as it looked like two of 40 CPR Magazine

Above left: Bobby Verdon-Roe fires up the Ferrari 246S ready for the Stirling Moss Trophy race. Top Right: Pre-61 Sportscars on the circuit. Above Right: Lotus and Jaguars battle it out in the Pre-63 GT race. Below: The Pre-63 GT cars line up on the Donington grid prior to the race.

Carlo Vogele starts another laps in the Ferrari 330 GTO.

James Claridge crosses the line in his Brabham BT38. the cars were about to touch.

Carlo Vogele stormed ahead of the pack in his Ferrari 330GTO and led the race pretty much from start to finish despite a strong challenge from Nick Naismith and John Young in their ‘Bond-esque’ silver Aston Martin DB4. Third place went to Julian Bronson and John Clarke in their Jaguar E-Type. Sadly, John Minshaw in another E-Type had to retire with a blown head gasket, but hopefully the car will be back on the track soon.

Next up was the Stirling Moss Trophy for Pre-61 Sportscars and the line-up of cars on the grid wouldn’t have looked out of place at Le Mans in the late 1950s. Mouth-watering is the only word for it! Maseratis, Listers, Ferraris, Astons, Lolas and Jaguars, all storming around the track at full throttle – this was impressive stuff!

Some fantastic wheel-to-wheel racing held the spectators attention as Bobby VerdonRoe stormed to the head of the pack in his Ferrari 246S with Richard Attwood in hot pursuit in his Aston Martin DBR1. Verdon-Roe held on to his lead to take the chequered flag with Attwood taking second. Third place went to Adrian Van Der Kroft in the Cooper T49.

With hardly time for the dust

to settle, the Historic Formula 2 cars lined up on the grid ready for their second race of the weekend. If it was anything like the first, the Donington crowd would be in for a treat! Sure enough, the F2 drivers didn’t disappoint.

Martin Stretton started on pole in his freshly repaired March 742 and made an incredible start which saw him three car lengths ahead of his nearest rival by the first July 2011 41

42 CPR Magazine

“This was as good as anything you will see in Formula 1…” corner. Matthew Watts in the March 772 stayed hot on the tail of Stretton’s green and yellow car and after a few laps there was barely a cigarette paper between them. The pair fought frantically, Watts darting out of Stretton’s slipstream as they blasted down the start/ finish straight and trying to pass on the inside before tucking back in at Redgate.

This was as good as anything you will see in Formula 1… and these guys don’t have the benefit of high-tech cars!

Stretton eventually crossed the line in first place, with

Watts coming a close second and David Methley came third in his Chevron B35. Surely it couldn’t get any better than this?

No Quarter Well, yes! Enter the Group C Sportscars. These were the Le Mans cars from the 1980s and 90s, and while not wanting to detract from the other excellent races, these guys were serious. They came with their own pit crews and fuelling rigs and the cars sounded incredible. The F2 cars were loud, but the Group C cars

Mechanics clean the screen on the Lancia LC2 during a pit stop.

Ex-Le Mans Jaguar XJR9 lines up on the grid.

July 2011 43

The Mercedes C11 at Donington was once driven by a certain Mr Schumacher!

were in a different league when it came to volume! There were some rather notable cars on the grid too; the three Silk Cut Jaguar XJRs, one of which won the 1988 Le Mans 24Hr race and the Mercedes C11 which was once driven by none other than Michael Schumacher.

Like the previous races, this one was extremely competitive and no quarter was given, or expected, by any of the drivers.

The ex-Schumacher C11 flew around the track, lapping Donington in just over a minute; its distinctive deep growl making it stand out from the other cars with their high-pitched screams. At the wheel of the Mercedes was Bob Berridge who established his place at the front of the pack and stayed there until the chequered flag dropped. He was closely followed by Justin Law in the Jaguar XJR9 and Katsu Kobota in the Nissan R90C.

Quick Stops

Race winning Mercedes C11 on track in the hands of Bob Berridge.

Robert Clevely in the Lancia LC2.

44 CPR Magazine

I watched some of the race from a great view-point by the chicane at the beginning of the start/finish straight and then moved down to the pit lane so I could watch the pit stops. I was impressed by the professionalism of the teams, and while the stops were not performed at the same pace as the lightning quick F1 teams do them, the crews still did a great job at getting the cars back as quickly as possible.

The final race of the weekend was the JD Classics Challenge for Group A Touring Cars. This was perhaps the smallest race of the weekend with only 12 cars lining up on the grid, however, it was still a real feast for ‘retro’ car fans with machines such as Ford Capris,

Group C Sportscars emerge from the garages prior to their race.

Group C cars on track.

BMW 3.0 CSLs and even a Datsun 240Z taking part.

The race didn’t start until 5.45pm and the spectators had already started to drift away as the race started. It was a shame, because they missed a great race which was eventually won by Mark Wright in his Ford RS 1800, with Paul Pochciol and Mike Wrigley taking second in their 1976 Ford Capri and Allen Tice and

Winners of the Group C Sportscars race (L-R): Katsu Kubota, Bob Berridge & Justin Law. Chris Conoley were third in their BMW 3.0CSL.

Impressive Stuff!

Overall, I was extremely impressed with the Donington Historic Festival, especially as it had never been held before.

The organisers seem to have got it right first time and they certainly deserve credit for a very well run event.

It was sensibly priced, there

were no queues, there was public access to the paddock which gave everybody a behind the scenes look at historic racing, full access to the infield at no extra cost and over 300 amazing cars taking part in some fantastic races.

What’s not to like? I’m already looking forward to next year’s festival, which takes place on May 5/6, 2011…I’ll see you there!

July 2011 45

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Retrocar

Dagenham Dazzler!

To many people, the Ford Cortina was just a fairly ordinary family car. It did its job well but lacked excitement. Then Ford introduced the Cortina 1500 GT and suddenly the sheep turned into a bit of a wolf! Peter Allen takes a brief look at a stunning example of this retro classic.

I

f you lived in the UK between the 1960s and 1980s you will know all about the legendary Ford Cortina. If you didn’t drive one, then you almost certainly had a ride in one as a passenger. The humble Ford could be found on driveways up and down the land and to say they proved popular

48 CPR Magazine

with the company sales rep brigade is something of an understatement!

The Cortina started life as the planned replacement for the Ford Anglia and when first launched in 1962 was actually called the Consul Cortina. The ‘Consul’ part of the name was inherited from the Ford Consul Classic, a car which on the

face of it looked a bit like a an oversized Ford Anglia – thanks mainly to its squared-off rear window – with a few bits of Cortina chucked in for good measure.

The rest of the design stuck to the tried and tested formula that had proved so popular on the Anglia. The new car had an overhead valve

Black and chrom e interior and da sh gives the Cortina GT a sporty feel.

engine, a four-speed gearbox, recirculating ball steering and McPherson strut front suspension.

The body style intentionally moved away from the curvy shapes of the 1950s and took on a more angular style

with tapering flutes along each side. The rear light clusters were circular with a chrome Y-shaped framework dividing each individual lamp.

According to various sources, this seemingly harmless design incurred the wrath of German

manufacturer Mercedes-Benz and the UK-based Campaign for Nuclear Disarmament (CND) which both claimed that the light mimicked their own particular logos. Ford dodged the legal missiles aimed at them and the light clusters July 2011 49

remained a part of the Cortina for the next few years.

to great acclaim in January 1963. This was the first of a long line of Ford sporting Just Add Performance! saloons and its spec list made impressive reading.

Although the humble Cortina Under the bonnet was a was designed pretty much 1498cc ‘Kent’ four-cylinder as a family car, it wasn’t long engine producing a claimed before Ford looked at ways 78bhp. A re-profiled camshaft of getting more power and gave improved acceleration, better handling from the while inlet and exhaust ports practical four-seater. This is on the cylinder head were something we now take for granted; when a manufacturer opened up to allow the engine to breathe more easily. A introduces a new model, twin-choke Weber carburettor there is nearly always a delivered fuel to the engine. ‘performance’ version of the The running gear also received new car, no matter how a make-over with disk brakes inappropriate it might seem, but back in the 1960s this was added to the front wheels and suspension lowered all round. still a relatively new idea.

The result was the Ford Cortina Not bad for a car that was initially billed as a “medium 1500 GT which was launched

50 CPR Magazine

sized car at a small car price.”

Show Car The Cortina GT used for the photographs in this article is as close to original condition as it’s possible to get. The car was built in 1964 at Ford’s Dagenham plant is Essex.

Since then it has had nine owners, with the latest taking delivery of this automotive time-capsule only last month.

It condition is stunning. It was restored to this wonderful state by its last owner, Jim Brock. He carried out a ground up restoration of the car paying particular attention to originality and the finished result is quite remarkable.

When Jim first saw the car

is was fairly typical for an unrestored car from its era. It was rusting badly in places and had all the usual poorly done repairs and lots of filler.

Anyone with less enthusiasm for the type would have walked away, but undeterred Jim set to work and completely stripped the GT before starting on the bodywork. He opted to repair as many panels as possible, which is perhaps not surprising considering how rare Mk1 parts are today.

With all the repair work done, the bodyshell was prepped before being sprayed in grey primer followed by several coats of Ford Monaco Red, the car’s original colour.

The engine, gearbox and rear axle were each given a thorough overhaul and then Jim turned his attention to the car’s interior.

Again, much of the original trim was cleaned and repaired before being refitted with new carpets and seat covers.

The dash was stripped and repainted in its original black finish which when combined with the chrome-rimmed gauges gives it a very sporty appearance. The factory fitted

Radiomobile radio also adds an air of period charm, but actually hides some rather more up-to-date technology as it has been reworked inside so that it can receive FM frequencies and can even be connected to an I-Pod. The cortina runs and drives beautifully. The 1500 engine July 2011 51

responds well to throttle input and it nicely well on the road.

There is the occasional rattle and squeak but nothing more than you would expect on a car of this age.

I did find the spring on the reverse gear to be rather stiff; you have to lift the gearstick against the spring to slot it into gear and this required a reasonable amount of effort.

The handbrake protruding from the dashboard works well and is easy to use while the steering is surprisingly light, even at low speeds. The steering wheel itself is about the only non-original part 52 CPR Magazine

Top: Three photos showing the Cortina GT during its restoration. Above: The Cortina was sold with a comprehnsive history file, which even included the petrol ration book used during the 1973 oil crisis. on the car and is a Motolita leather rim wheel with a neat Ford logo centred in the horn-push. Despite being non-original, the wheel looks just right when set against the black dash and chromerimmed instruments. Between the front seats is an armrest, which when lifted reveals a small storage area large enough to take pens, note pads and folded maps – an attractive feature for any sales rep!

Under the bonnet the first thing to hit you is the amount of space around the engine, especially when compared to modern cars. The engine bay has also been restored to factory spec, right down to the correct decals and even a period battery.

Under the boot lid there is lots of space too. The luggage area is big enough to hold a couple of large suitcases and would have been more than enough for a family of four going on

Top Left: Cortina’s dash. Top Right: Spotlight on front bumper. Above Right: Pedals. Above: The rear light cluster upset Mercedes and CND! Right: The Cortina still had all its previous tax disks in its history file!

their holidays back in the 1960s.

Impressive Car! The Cortina GT was an impressive car, impressive enough for an improved version to wear the badge of sports car maker Lotus.

The collaboration between Ford and Lotus started after Colin Chapman’s engineering department at Lotus used the bottom end from a Ford Kent engine and mated it with an all-new twin cam cylinder head to produce the 1558cc

twin-overhead cam engine.

While the engine was being developed, Walter Hayes at Ford asked Colin Chapman if he would fit the engine to 1,000 Ford saloons for Group 2 homologation. Chapman agreed and the Lotus Type 28 Cortina or Cortina-Lotus, as Ford liked to call it, was launched in 1963. Ford supplied the 2-door Cortina bodyshells and looked after the marketing and sales while Lotus did all the mechanical and cosmetic changes. Okay, so the Lotus Cortina wasn’t

actually based on the GT, but the Ford car provided the base on which Lotus could work its magic.

The Ford Cortina stamped its place firmly in the automotive history books and the GT version became one of the first ever performance saloons, a trait that has been followed by car manufacturers worldwide ever since. When it comes to classic, performance & retro cars, this car pretty much ticks all three boxes, so it is certainly very worthy of inclusion in this magazine.

July 2011 53

Keeping the great marques alive

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Reviews

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Clutch Slave Cylinder Pushrod Arm for Classic Fords Available from: Burtons Price: £29.99 incl VAT See: www.burtonpower.com The clutch slave cylinder pushrod and adjusting nut assembly for various classic Fords has been difficult to obtain for some time.

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July 2011 57

24 Heures Du Mans

The 2011 Le Mans 24 Hour Race will be remembered for many things, from the spectacular crashes to one of the closest finishes in the event’s history. Simon Hazeldine looks back at all the thrills and spills from the famous French circuit.

T

he Le Mans 24 Hour Race is perhaps the most famous motor race in history, but it isn’t exactly known for its close finishes. Due to the nature of endurance racing the lead 58 CPR Magazine

car can be several laps ahead of its nearest rival when it crosses the finish line, but this year was different…very different!

If you haven’t been to the Le Mans 24hr before you really

don’t know what you are missing. It bombards your senses from the moment you arrive. It’s a motor race; a giant party and a rock festival all rolled into one. I have heard it described as a “biblical

Below: The 2011 overall winner was the No2 Audi R18 TDi. (All photos Simon Hazeldine)

experience” by one hardened veteran and a “Mecca for petrolheads” by another. One thing is for sure though, if you like cars, this is the place to be in the first week of June.

The Le Mans experience for most Brits begins back in the UK, usually two or three days before the weekend of the race. Small groups of cars

gather at motorway service stations across the country and begin their journey across the Channel in convoy. The scene at the Port of Dover and the Folkstone rail terminal is a sight to behold as veteran Bentleys jostle with Aston Martin DB9s and Ferraris in the queues for ferries and trains. There are classic cars

too, lots of them, along with ‘stickered up’ hot hatches and ‘street rods’ and the noise from the revving engines and rumbling exhausts just has to be heard.

Until fairly recently, once these cars were across the Channel they would take advantage of the quiet French motorways and travel at pretty much July 2011 59

No 62 Ferrari F430 from CRS Racing starts another lap with the famous ‘big wheel’ in the background.

60 CPR Magazine

race speed all the way to Le Mans. It was not uncommon to be overtaken by a Ferrari topping 170mph, but things are different now. It seems the French police have taken exception to this annual highspeed British invasion and now set up numerous speed traps on the most commonly used routes. Get caught speeding and it’s not pleasant; the Gendarmes will hit you with a hefty on-the-spot fine and if you don’t have the cash readily available, they will escort you to the nearest cash point and force you to draw it out. If your speed is severely high, they simply take your car off you and sell it to raise state funds.

Understandably, the pace to and from Calais is a lot more sedate these days, but the variety of cars is still just as impressive.

As you near Le Mans itself, it is easy to get lost. Signposts to the circuit are almost non-existent so lots of prior planning will pay off as you try to find the particular entrance you need. Getting into the

Top: Bodywork from the three Peugeot 908 cars in front of the garages.

Above: Mechanics from Team Oreca Matmut work on their own Peugeot 908 HDi - FAP circuit isn’t quick as the security on the gates insist on scanning the bar codes on tickets, passes and cars before you go into the site which sometimes causes big queues. Even the nearby D323 motorway ground to a halt on the Saturday morning with a queue stretching several miles. Still, patience is a virtue an’ all that.

Anyway, back to the race.

Like the previous year, the 2011 race was tipped to be

a straight fight between the diesel powered Audi and Peugeot LMP1 cars. Both manufacturers take this event extremely seriously and pour vast amounts of money into it.

Winning is everything for these teams and their corporate infrastructure just has to be seen to be believed.

Audi and Peugeot would each be running three cars; Audi with its R18 Tdi and Peugeot with the 908. Both teams included ex-Formula 1 drivers July 2011 61

Plenty of glamour at Le Mans!

Gentlemen...start your engines!

No3 Audi on the starting grid.

The Chevrolet Corvette C6 from Corvette Racing. and the racing was expected to be fierce. Among the other hotly tipped teams was Rebellion Racing with its two Lola B 10/60 Coupe-Toyotas and Oak Racing with its Pescarolo-Judd cars.

Away from the LMP1 class it looked like the other three 62 CPR Magazine

The Stig at Le Mans.

The flag drops and the race is on!

‘Stig’ – who was driving the HPD-ARX 01D for RML. In the GTE classes, it seemed like it would be a shootout between teams running Ferrari, BMW, Porsche or Corvette cars in the Pro class, while the Am class was expected to be dominated by the Porsche 911s and Corvettes. As race line-ups go, it was more than an exciting prospect.

The level of expectation ramped up a few more notches as the clock ticked slowly towards the start time of classes would be just as 3.00pm on Saturday afternoon. keenly contested. In the LMP2 As the cars spilled out of the class the Level 5 Motorsports pit lane and accelerated out Lola B11/83 Coupe-HPD was onto the track, the stands expected to do well, as was were packed to capacity with the Greaves Motorsport Zytek thousands of spectators. With Z11SN Nissan. Also racing cars assembled on the grid, in this class was Ben Collins the pre-race ceremonies – better known as the former seemed to last forever, but

Tom Kimber-Smith in the Zytek Nissan Z11SN.

Team Oreca Matmut Peugeot 908 HDi - FAP. then there is a certain amount of tradition which must be respected here so nobody seemed to mind too much.

As the final notes of the French national anthem echoed around the stands, the lead Audi fired up its engine a pulled away onto the 13.6km track followed in quick succession by all the other cars. On the way around the circuit they formed up into a ‘rolling grid’ and as the cars appeared around the last corner every single spectator in the Circuit de la Sarthe was on their feet. The starter waved the French Tricolour flag as the cars shot past to begin the first lap of a grueling 24 hour marathon.

Right from the start the Audis and Peugeots began to pull away from the rest of the

The No9 Peugeot 908 took 2nd place in the race overall.

field to commence their own private battle. Allan McNish in the No3 Audi led the race for most of the first hour but then as he lapped the No58 Luxury Racing Ferrari 458 the two cars collided sending the Audi sliding through a gravel trap before smashing itself to

pieces on the crash barrier. It looked horrific, but thankfully McNish walked away uninjured.

The works Aston Martin LMP1 cars also had a memorable start to the race…but for all the wrong reasons. First the 009 car retired from the race with mechanical problems on the

RML Racing HPD ARX.

July 2011 63

One of the most famous sights at Le Mans is the ‘Big Wheel’ in the fairground.

64 CPR Magazine

Right: No7 Peugeot spins on the track as it approaches the pit complex.

Below Right: The No40 Oreca 03Judd BMW from Race Performance finished 19th overall.

second lap while the 007 car dropped out just two laps later.

The problem was attributed to a faulty water-pump drive with both cars experiencing identical faults. Thankfully the Aston Martin Vantages running in the GTE classes faired rather better although ultimately none would finish the race.

As day turned to night the lead was still extremely tight. It seemed like any one of the Peugeots or two remaining Audis could win and it could even come down to who made the fastest pit stops. However, as night set in, another drama was about to unfold that nobody could have predicted.

The No1 Audi driven by Mike Rockenfeller was blasting down the Mulsanne Straight approaching the high-speed kink on the run into Indianapolis when a Ferrari GTE car he was passing clipped the Audi.

Rockenfeller’s car spun across the track and smashed into the steel barrier flipping it up and over into the trees on the other side. Debris sprayed across the track and the incident looked even more horrific that the McNish one. Emergency services were quickly on the scene and after what seemed like an age, the driver was

confirmed to be unhurt. The damage to the crash barrier forced the safety car onto the track where it remained for the next two hours while the barrier was patched up.

As the sun came up at 05:00am, the one remaining Audi was in the lead with the Peugeots running second, third and fourth. The Greaves Motorsport Zytek Nissan with Brit Tom Kimber-Smith at the wheel was the highest placed LMP2 car in 9th position, while the the No74 Corvette led the GTE Pro class and a Flying Lizard Motorsport Porsche 911 headed the GTE Am class. At this stage of the race 17 cars had already crashed out or retired leaving 39 still running.

As the morning went on the attrition rate left just over half the cars that started on the track, and by 11:00am there were only 30 runners. This allowed some of the GTE cars to move higher up the field and one of these was the AF Corse Ferrari 458 crewed by ex-F1 driver Giancarlo Fisichella, which moved into ninth place.

The final hours of the race were as tense as it is possible to get at Le Mans. As I said earlier, usually the lead car is several laps ahead of the car in second place, but still the single Audi and the No9 Peugeot matched each other lap for lap.

As the clock neared 3:00pm there were just 27 cars left July 2011 65

The No2 car and overall race winner was this Audi R18 TDi. The Greaves Motorsport Zytek Nissan won the LMP2 class.

running. The Zytek Nissan looked to have the LMP2 class in the bag, while only one lap separated the top two GTE Pro cars. The LMP1 and GTE Am classes were both too close to call as the leading two cars in both classes had an equal number of laps.

The stands filled once again with spectators, eager to see one of the closest Le Mans finishes in history. The Audi 66 CPR Magazine

held the lead, but even the slightest mistake would open the door for the No9 Peugeot car which was right behind it.

With all eyes peering down the start/finish straight, it was the black and silver Audi that came into view first, racing across the line to take the chequered flag. The Peugeot was just 14 seconds behind with both cars clocking up an astonishing 355 laps.

Make no mistake, this had been a race of epic proportions. We had drama, tension, excitement and some very aggressive wheel to wheel racing, and the performance of the lone Audi was nothing short of miraculous.

Speaking after the race, Audi motorsport chief Wolfgang Ullrich said that the two incidents had made the race particularly tough for the team. “Due to the two extremely serious accidents this has been the most difficult Le Mans race for us in an emotional sense so far,” he said. “That our team managed to keep the strong competition at bay for 16 hours with just one car is almost unbelievable.

Everyone at Audi can be proud of this triumph. However, the news that Allan and Mike came

Top: Winners of the LMP1 class spray Champagne on the podium.

Left: The winning Audi team on the podium.

Above: The Chevrolet Racing team won the GTE Pro class with their Corvette C6.

out of these extremely heavy accidents so well is at least as important as that of the tenth Audi victory.”

Mike Rockenfeller had praise for the Audi engineers too: “The safety standards at Audi are simply incredible and have saved my life,” he said. “I’ve never had such an accident before in my career and hope I’ll never have such an experience again.”

Nobody could begrudge Marcel Fässler, André Lotterer

and Benoît Tréluyer their win as they climbed the steps to the famous podium. It was a popular win with the spectators too, if the number of Audi flags was anything to go by.

There were podium celebrations for the top three cars in the other classes too. The Zytek Nissan won the LMP2 class (Karim Ojjeh, Olivier Lombard and Tom Kimber-Smith). Both GTE classes were won by the Corvette teams, with Olivier

Beretta, Tommy Milner and Antonio Garcia at the wheel of the Corvette Racing Pro car and Patrick Bornhauser, Julien Canal, Gabriele Gardel winning the GTE Am class in the Larbre Racing car.

If I ever had any doubts as to how exciting endurance sportscar racing was, then this event has laid them to rest.

This wasn’t just a race; it was an experience, and one that will live with me for a very long time July 2011 67

The Impossible

Dream

The Le Mans 24 Hour Race is one of the most famous events in motorsport and one that captures the very spirit and romance of motor racing. When the selffunded, privateer Robertson Racing Team entered this year’s race with their iconic Ford GT, just finishing was the best they could hope for. Little did they know, they were about to make Le Mans history. Simon Hazeldine was there.

T

o dream, the impossible dream… those are the opening words from a song that was once a massive hit for singer Andy Williams, and it describes perfectly the Robertson Racing Team’s (RRT) entry into this year’s Le Mans 24 Hour Race. The tiny, 68 CPR Magazine

self-funded, privateer team based near Atlanta, Georgia, had to fight against all the odds just to be accepted into what is undoubtedly the world’s most famous motor race and many openly derided the team’s appearance. How could they possibly hope to

compete against the spending power of the factory supported teams with seemingly bottomless pits of cash, in a car that will soon be eligible for some historic classes? Just being at Le Mans would be an achievement, but to actually win something would be

Driver line-up : (L-R) David Robertson, An and David Mu drea Robertso rray (Richard n Prince Photog raphy)

almost impossible.

To give you an idea of just what the team was up against, rumour has it that German manufacturer Audi spent â‚Ź35 million on hospitality alone during the Le Mans week and Peugeot and Porsche were probably not far behind

if their impressive corporate enclosures were anything to go by. Just how is a small, self-funded team supposed to compete with that?

Romantic Gesture On the face of it, the team’s appearance at this event

would appear to many as little more than a token romantic gesture. Maybe the race organisers went all misty eyed at the idea of a Ford GT once again thundering down the Mulsanne Straight and gave the team a place on the grid for sentimental reasons; July 2011 69

New engine being installed in the Ford GT (Simon Hazeldine)

Stef Chistel getting the car ready for qualifying. however, if that’s what you are thinking, you’d be wrong.

For team principal and driver, David Robertson, this was the realisation of a life long dream. Since his childhood, this charismatic and extremely likeable gentleman has dreamed of racing cars. A 70 CPR Magazine

successful career as an airline pilot and a family business producing fuel-cells allowed that dream to finally become a reality when he formed RRT about five years ago. It was a dream shared by his wife Andrea, and you would be hard pressed to find a more

determined and dedicated driver than this lady in any form of motorsport.

Both keen enthusiasts of sports car racing, David and Andrea entered their Ford Doran GT cars into the American Le Mans Series (ALMS) which holds an annual schedule of competitive events around the USA. The races are based loosely around the Le Mans 24 Hour Race; they are not quite as long, but contests like the ‘12 Hours of Sebring’ ensure that both drivers and cars are tested to the very limit of their endurance.

Craving Despite performing well in the ALMS, David still dreamed of driving the team’s Ford GT at Le Mans, and no matter how good the American races

were, they still didn’t satisfy his craving to race on French soil. In 2010 he started looking into the possibility of entering his cars in the Le Mans 24 Hour. Anyone with less determination would have dropped the idea as soon as the cost of entering and the amount of paperwork involved became apparent, but not the Robertsons.

David pressed ahead with the idea and had to constantly break down each barrier put in front of him by the race organisers; to say they had to jump through more hoops than a circus performer is something of an understatement.

Finally the team got the green light to race. The news was greeted with jubilation at the team’s headquarters in Braselton, although there was a certain amount of disappointment that only one of the team’s two cars would be allowed to run. The second car was listed as a reserve and would only compete if one of the rival team’s cars withdrew from the race.

Gearing Up Both cars were shipped out to France in April ready for the mandatory testing session around the famous 13.6km circuit. The runs went well, and while the team returned home to the US, the cars and back-up equipment remained in France ready for the big race. This cut down considerably on shipping costs and the sizable amount of work it takes to move the team’s gear around the world, but on the down side it meant that RRT would have to miss the Tequila Patron American Le Mans Series race at Long

Inside the Ford GT. Not many creature comforts! (Simon Hazeldine) Beach, California.

My involvement with the team started in April when I was invited to Banbury in Oxfordshire to meet with David and Andrea while they used a simulator to help them learn the Le Mans circuit (see last issue). This high-tech training session also featured two other drivers competing in this year’s 24 Hour Race; Darren Turner, an Aston Martin works driver who owns the company that produces the simulators, and Rob Bell - who would be driving a Ferrari 458 for JMW Motorsport - was on hand to offer advice to the Robertsons.

The session proved to be very beneficial for both David and Andrea and I even got to have a go around the virtual Le Mans track myself, although my lap time of 5.04 failed to impress any of the drivers present enough to offer me a place in their team!

The countdown to the big

race was now well and truly underway and with three days to go I headed to London to catch the Eurostar to Lille and then a TVG train to Le Mans where I met up with the team.

This was the Wednesday before the race and that evening saw the first practice/ qualifying sessions take place between 10pm and midnight.

Engine Out The news on my arrival was not good; the car had been out on track and was gradually losing performance. At first an electrical fault was suspected but telemetry analysis indicated that the problem was more serious. The decision was taken to replace the engine and the car was pulled from the session so the crew could start stripping it down ready for the new powerplant.

The next morning, as I walked into the RRT garage at the Le Mans circuit, I was confronted July 2011 71

Crew performs last minute work outside the garage before qualifying session.

(Simon Hazeldine)

other cars were in a similar state, although most of them still had their engines plumbed in!

Reliability

Chief Engineer Lee Penn looks tense as car prepares to take to the track. (Richard Prince Photography) by a sight that bore little resemblance to a car. A frame like structure contained an engine and some odd bits of bodywork, but there were no wheels, no front end, no back end and not even any doors!

Quite alarming considering it was due to take part in 72 CPR Magazine

qualifying later that same day.

My fears proved unfounded though, as the crew functioned like a well oiled machine to finish the engine replacement and reassemble the car with plenty of time to spare.

Walking down the pit lane I could see that nearly all the

Under the watchful eyes of Chief Engineer Lee Penn and Team Manager Andrew ‘H’ Smith, the Robertson crew added the last parts to the car before firing up the new engine for the first time. It sounded incredible as its deep, guttural roar reverberated around the pit lane and echoed off the historic Le Mans stands.

One of the men responsible for building the engine, Chris Smith, told me that producing powerplants for these cars isn’t necessarily about obtaining the maximum amount of performance. “I can

‘The Geek Squad’ checks the telemetry data in the garage. (Simon Hazeldine)

‘Geek Squad’ HQ! (Simon Hazeldine) easily get an extra 5hp from the engines, but if I did that we would probably loose around ten engines each season.

These are endurance races and there is no point having the most powerful engine on the grid if doesn’t finish the race.”

do a separate testing session just for the engine, so we will kinda have to mix the testing and qualifying together. It should work out okay.”

While the final adjustments were made to the car, the Le Mans Legends classic racers took to the track followed

Helmets and gloves.

(Simon Hazeldine) a little later by nearly 50 Ferraris taking part in the Ferrari Challenge. Some of the Robertson crew stopped briefly to watch as the vintage machinery rolled past their garage before roaring onto the track. As I watched the precession of veteran cars

‘Geek Squad’ The telemetry data from the new engine was fed to the guys watching the screens in the back of the garage.

Affectionately known as the ‘Geek Squad,’ Ed Senf and Joe Hulett gave the ‘thumbs up’ and the car was good to go.

I asked David Robertson if there would be time to test the new engine before the first qualifying session started at 7.00pm. “We won’t be able to

David Robertson faces the TV cameras. (Simon Hazeldine) July 2011 73

from the pit wall, I chatted with Roger Johnson who was running the live blog on the RRT website and we both agreed that some of these old cars were probably more valuable than the high-tech modern cars that would later race in the main event!

As the clock ticked closer to 7.00pm, the crew pushed the car outside the garage on a trolley and fuelled it for the qualifying session. David Murray prepared to take it out for the first stint and just after he strapped into the car a trolley load of baking hot wheels were pulled through the garage to the car and quickly fitted to the hubs.

With the wheels in place, the pneumatic jacks that hold the car off the ground were retracted and the engine fired up. Now the serious stuff could start.

74 CPR Magazine

With all the cars running in the pit lane, the noise was deafening. Rather bizarrely, the most powerful cars in the race – the Audis and Peugeots – were actually the quietest, while the Americanbuilt Corvettes shook the concrete under my feet as they thundered past.

The lights at the end of the pit lane flashed from red to green and the high octane queue of cars spilled out onto the track heading for the Dunlop Bridge in the distance. Any concerns about the new engine quickly evaporated as the ‘Geek Squad’ confirmed that all was looking good.

Fuel Leak David Murray was putting in some very respectable times before radioing in that there was a strong smell of fuel in the car. Chief Engineer

Lee Penn called him back to the pits where the car was pushed into the garage. Fuel could be seen trickling out the back of the car and the garage quickly filled with highly flammable vapour. The crew unceremoniously pushed all non-essential personnel out of the garage and removed the rear bodywork from the car to search for the problem.

Thankfully, it was nothing more serious than a failed joint in the fuel system which was quickly replaced and the car was sent on its way again.

Off-Roading!

After a few more laps, Andrea Robertson took over the driving duties and also notched up some impressive lap times before David Robertson had his turn out on the circuit. After a few laps he decided to do a bit of ‘off-

The car waits in the garage for the next session. (Simon Hazeldine)

roading’ and took the Ford GT through a gravel trap. Not a massive problem and no damage done, but the car was called back to the garage for new tyres and to allow the crew to vacuum out the stones that had made their way into the car’s bodywork.

The next qualifying session would start at 10pm and run through to midnight. That gave the drivers and crew an hour to grab some food and take a break. As the light began to fade, a cool breeze blew across the track and the whole place took on a carnival atmosphere as the famous big wheel in the fair ground lit up with thousands of brightly coloured lights. The pit lane and garages were also illuminated and the glare

The Ford GT on track as night begins to fall. (Richard Prince Photography)

from the lights seemed a stark contrast to the dark circuit that lay ahead for the drivers.

As 10.00pm approached, the pit lane became a cacophony of noise once again.

Headlights shone brightly and the car’s door numbers

lit up; some cars had brightly coloured LED lights and side markers and it really was an amazing spectacle.

Lap times are understandably slower in the dark and with the fastest daylight laps already in the can, the Robertsons July 2011 75

The Ford GT leads the pack onto the start/finish straight (Simon Hazeldine) used the session to practice their high-speed night driving.

It proved to be a valuable experience. David Murray and Andrea took the car around in good time, but David Robertson had a couple more excursions into the gravel. “In the dark it’s harder to see the braking markers,” he told me. “Coming into the chicane I missed the first marker but saw the second which only 76 CPR Magazine

gave me 100 metres to brake for the corner…and that was too late!” As I said, valuable experience, and learning those lessons in qualifying meant there was less chance it would happen during the race.

On The Grid?

Unlike the LMP cars which seem to be just Formula 1 cars in disguise, the Robertson team wasn’t racing for pole

position on the starting grid.

No, they just wanted to get on the grid! To do that they had to set a lap time within 107% of the lead car otherwise there was a real chance that they would not be allowed to race.

I asked David Robertson if the team had qualified after the session to which he just shrugged his shoulders and said: “I think so, but it’s hard to keep track of the rules around

here. I guess they’ll let us know in the morning, but with the times we posted I think we have a pretty good chance of being in the race.”

With qualifying done, the crew retire to the bar in the circuit’s hospitality suite. This is called Vanessa’s Place and is the same hospitality that the team uses back in the USA. Sitting outside with some of the crew is an interesting

experience. Graham ‘Snake’ going.

Wace kept everybody Next morning is race day and like most of the previous week entertained with a series of the weather is cool and cloudy. totally unrepeatable jokes, while Ales Bryxi adopted a The car makes its scheduled new drinking style by ordering warm up runs at 09.00am beer with Champagne chasers. and the news that the team has been waiting for comes We eventually arrive back at through – the car is in the race. the hotel at 02.00am. I head for my bed to get some much It will be one of ten cars racing in the GTE Am class and needed sleep…while the crew heads for the bar! Sometimes would start on the back row of I wonder how these guys keep the grid next to one of the Jet July 2011 77

’Snake’ re-fuels the car during a pit stop. (Simon Hazeldine) asked him what his hopes were for the race. “Just being here is a massive achievement. We know we haven’t got the fastest car on the track, or even in our class, so realistically our main aim is just to finish the race.

That would be massive for us. Anything more would be…

Miss 24 Heures Du Mans just a dream.” So what did he sings the national anthem. think about the chances of the (Simon Hazeldine) car finishing the race then?

“This is an endurance race so Alliance Lotus Evoras. paddock by sounding an air in some respects it’s a race horn constantly for about an An air of excitement hangs hour. However, the guys in the of attrition. When I tell people over the pit lane as the crew about it, I use a new word that makes last minute adjustments Corvette garage had the last I made up – ‘attritted.’ As long laugh; they had the horn from to the car. The stands start to as we don’t get ‘attritted’ we an American railroad train and fill rapidly with spectators and have a chance, and if enough that thing completely drowned by mid-morning there is a real of the other cars in our class out any noise the Dutch guys buzz around the place. It is get ‘attritted’ then who knows!” around this time that the Dutch were making.

The hours seem to speed by contingent arrives, dressed in ‘Attritted’ and before long the cars are their bright orange shirts and summoned to the starting grid wigs and one of them does I caught up with David where they park against the his best to annoy the entire Robertson at lunchtime and 78 CPR Magazine

pit wall at an angle to the track.

This is so the spectators can be treated to a simulated sprint start where the drivers run to their cars at the start of the race. Of course all this is just for entertainment as the real race actually begins with a rolling start these days.

‘Miss 24 Heures Du Mans’ then sings the French national anthem while the attractive grid girls smile for the TV cameras and the final crew members leave the track.

This is it. This is what the Robertsons always dreamed of, and now it has become a very vivid reality. David Murray will drive the first session in the car and an exceptionally proud David Robertson looks on with the biggest grin I have ever seen.

It is a very emotional moment and I have a lump in my throat as the man with the green flag walks down the grid, signalling each car to start its engine and The Ford GT makes good progress in move off. The last car to fire the early stages. (Simon Hazeldine) up is the Ford GT and it glides flawlessly away from the grid rear and then the whole lot with its distinctive V8 snarl disappears off towards the echoing around the stands.

Dunlop bridge and remains The spectators are on their out of sight for the next three feet, all eyes fixed to the giant to four minutes. Next time screens showing the progress around the field is a little more of the cars on their ‘out lap’ strung out with the Audi and while the starter is perched Peugeot LMP cars already at the end of a gantry on the pulling away from the other start/finish straight with the competitors. The Ford comes French Tricolour in one hand. into sight; still looks and As the lead cars round the sounds good and no problems last corner before the start, reported from the driver. the spectators go wild and Toast! thousands of air horns sound and hundreds of flags are The race had barely settled hoisted aloft. down into a rhythmic pace The starter waves the red, when the first major incident white and blue flag furiously happened. Allan McNish as the two Audis at the head in the lead Audi R18 TDi of the field flash past him. The clipped a back marker on the 50 minute mark sending him Ford and Lotus bring up the

The Tricolour falls at the start of the race. (Simon Hazeldine)

spinning across the track and into a tyre wall at 120mph. It looked horrific with the car smashing itself to pieces and debris flying everywhere.

Amazingly, the plucky Scot simply unstrapped the wreckage and walked away unhurt, much to the great relief of everyone watching.

The accident had damaged the protective crash barrier, so the safety car had to be deployed while it was repaired and it led the precession of cars around the track for well over an hour.

Dave Murray eventually came in for the first pit stop of the race and swapped places with Andrea Robertson. Lee Penn sitting in the small tentlike enclosure on the pit wall July 2011 79

Dawn pit stop. (Richard Prince Photography)

was frantically recalculating the team’s tactics complaining that his fuel strategy was now “toast” thanks to the prolonged safety car period. Eventually the barrier was repaired and the safety car pulled back into the pits allowing the race to resume.

The Ford car continued to lap steadily over the next few hours. Andrea Robertson was obviously having a good time 80 CPR Magazine

out there. When Lee Penn called her over the radio and told her to pit on the next lap so they could swap drivers, she replied: “what if I don’t want to!”

Dodging Debris The next moment of drama came in the late hours of the evening when one of the remaining two Audis collided with a Ferrari, sending the

German-built car smashing into the steel crash barriers on both sides of the track before flipping over the top of the barrier and landing in some trees. David Murray was following just behind when the accident happened and drove through the debris. He radioed in saying he was okay but it was one of the worst accidents he had ever seen.

The atmosphere in the

Crew gets some sleep between stops. (Richard Prince Photography)

paddock was grim as everybody feared the worst, but amazingly the Audi driver, Mike Rockenfeller, had freed himself from the wreck and was shaken but unhurt.

Like the previous incident the crash had damaged the safety barrier which led to another long safety car deployment.

The Ford was called in for another pit stop and Andrea took over from David Murray.

She led the car back onto the circuit to join the safety car parade which was now expected to last at least two more hours.

I headed back to the paddock to grab some food and a drink and after a short time was joined by David Robertson.

He had been trying to get some sleep before his next drive and had missed the Audi crash. When he found out

that Andrea was in the Ford following the safety car, he chuckled to himself. “That will be driving her nuts!” he said.

“She hates being out there and not being able to race.”

With the barriers patched up, the race got underway again.

The Ford GT was still running well although a minor issue with the fuel system had to be fixed during a slightly extended pit stop. Still the car ran into July 2011 81

the night producing a steady pace and consistent lap times.

The crew grabbed a few minutes sleep between stops and the drivers remained in good spirits.

Foresight A few hours later there were signs that a small irritation was about to become a big problem. The car is fitted with a paddle-shift gear change mounted on the steering wheel and there was a noticeable delay when changing down through some of the gears. It got progressively worse as the race went on, so finally the team decided to call the car in and fix the problem.

It was at this point that a brilliant piece of foresight

82 CPR Magazine

came into play and actually the track and continued to run faultlessly through the rest of saved the whole race for the the night.

Robertsons. Until the start By 6.00am the car had been of this year’s ALMS season, running for 15 hours and was the car had been fitted with a manual stick-shift gear change. running 35th in a field of 39 cars following 17 retirements.

When this was replaced with Amazingly, the four cars the new paddle shift system, behind the Ford at that point the decision was taken to were all Pro class cars, which leave all the manual linkages while impressive, didn’t help in place…just in case. the team’s position in the race.

With the car in the garage, a quick conference was held If they wanted to do more and it was decided to ditch the than just finish, they had to start reeling in the GTE Am paddle-shift and re-attach the cars and there were still six old manual stick-shift to keep ahead of them at that point. the car in the race. It was a brilliant move and without The closest car was the JMB Ferrari F430, but that was it the car almost certainly wouldn’t have got to the end still five laps ahead and had of the race. With its new (old!) a 2kph speed advantage. It really looked like just finishing gearstick in place, the GT left the pit and headed back out to was the best the team could

hope for, unless – as David Robertson put it – some of the other cars got ‘attritted.’

Gaining Support Five hours later at 11.00am, and still the Ford GT thundered around the track. I could actually see people in the stands starting to cheer the car as it went past and the team was now more positive than ever that it would make the finish. That wasn’t the only good news, some of the GTE Am cars had been ‘attritted’ and were no longer in the race.

The Flying Lizard Motorsports and Proton Competition Porsche 911s were out, so too was the AF Corse SRL Ferrari F430. Now there were only four GTE Am cars ahead of them; if one more dropped out, RRT would finish on the podium...if their car lasted the full 24 hours.

Attention in the garage turned to the overhead monitors and

the crew carefully watched the other cars in the GTE Am class almost as closely as their own. The Ford continued to run like clockwork and the ‘Geek Squad’ confirmed the telemetry data looked good.

Despite being mostly awake for over 30 hours, the crew still looked sharp as the car came in for each stop. Tyres and brakes were wearing well but fuel consumption was high due to the fast nature of the Le Mans circuit.

Electric With about 90 minutes of the race remaining the team’s prayers were answered. The JMB Racing Ferrari F430 limped back to its garage apparently suffering from gear selection problems. This moved the Ford up to third in the GTE Am class and would mean an unbelievable podium place if the car could just keep running and maintain its

position.

The tension in the Robertson garage was now electric.

People were trying hard not to celebrate too early for fear of jinxing the car still out on track. With less than an hour to go, Dave Murray was at the controls for his last stint when the Larbre Competition Porsche 911 in the GTE Am class spun off the track across a gravel trap and bounced rear-end first into a tyre wall.

For a moment it looked like the RRT car might even snatch second place in class, but the Porsche managed to extract itself and get back on the track with only minor damage.

The last 30 minutes seemed to last a life-time. The tension level in the garage had hit an all-time high as the team and its guests crossed everything they had and willed the Ford not to break down. To do so at this stage of the race was simply unthinkable.

July 2011 83

Watching the monitors during the last laps. (Simon Hazeldine)

A jubilant David Robertson.

(Simon Hazeldine) The guys in the JMB garage polished their Ferrari and sent it back out for a final lap of honour and received well deserved applause from almost every garage in the pit lane.

The car running 2nd in class was over 20 laps ahead and the JMB car in 4th was effectively out of the race, so all Dave Murray had to do was keep the car on the track and bring it home to a sensational 3rd place in class.

As there was now no real pressure on from other cars, the team decided to bring 84 CPR Magazine

the Ford in for one last driver change and sent Andrea Robertson out for the last couple of laps.

Making History As she began her final lap the excitement in the garage was almost uncontainable. Was this really happening? Was this small, self-funded team with husband and wife drivers really about to make history by taking a class podium place at the world’s most famous motor race? You bet it was!

With only a few kilometres left to go, the crew runs from

the garage and climbs the pit wall to salute Andrea as she crosses the line for the final time. Blasting down the finishing straight, the car takes the chequered flag while the crew hangs from every possible vantage point on the wall just to catch a glimpse of the car as it flashes past.

Among the cheering and applause there were tears of joy too. David Robertson stood on the pit wall and looked completely lost for words. Emotional wasn’t the word for it; an impossible dream had just come true.

I congratulated David and asked him what happens next; would he be presented with a trophy for the team’s success?

“I don’t know,” he responded.

“This hasn’t happened before!”

One of the TV crew covering the event overheard and confirmed that there would be a podium ceremony, trophies, Champagne and press calls.

With that, I started heading down the pit lane towards the podium.

Naturally the LMP class winners came out first on to the podium, followed by the LMP2 and the GTE Pro classes.

Team Effort Then came the historic bit.

Andrea Robertson walked out onto the gantry and stepped on to the podium to receive the trophies for the GTE Am class.

She was the first woman to have done this since 1932, when Odette Siko raced an Alfa Romeo to fourth overall, but also won the two-litre class to give her a place on the podium. The records don’t stop there though. David and Andrea Robertson are the first ever husband and wife drivers

Team Manager Andrew ‘H’ Smith is sprayed with Champagne on the podium.

(Simon Hazeldine)

‘Jay gets the Champagne...

(Simon Hazeldine) to take a podium at Le Mans and if that wasn’t enough of a fairytale ending, the couple was also celebrating their wedding anniversary that very day!

Of course, while the three drivers deserve credit for their remarkable achievement, the guys who made it happen are the ones who are often overlooked – the crew. This was a team effort and all the people working tirelessly in the

History in the making!

(Simon Hazeldine)

...and so does ‘Snake!’

(Simon Hazeldine) garage, performing their super slick pit stops and keeping the car going, simply cannot be praised enough for their work.

These guys are incredible, and like the bunnies in the old Duracell commercials, they just kept going and going and going…

The importance of the crew isn’t lost on team owner David Robertson. Speaking after the race he said: “We are as happy as can be. From day

one I honestly thought we had a chance in this class, which is why we entered it. We are not the fastest, and I know we have a lot of progress to make, but if the team could work together and have a mistakefree run I always believed this was feasible. We just kept going for 24 hours. We are so glad to be here, but wouldn’t be were it not for the fantastic group of people in the garage and back in Braselton. This is for them. It’s also great to be the first husband and wife on the podium and it makes it even more special that it’s our anniversary. The only problem is, I’ve no idea how to top this next year!” Good luck with that one David!

So, next time you are having one of those ‘pipe dreams’ and somebody tells you to snap out of it because they never come true, just think back to this story. With a lot of work, and a little bit of luck, even the impossible really can be achieved.

July 2011 85

Drivers (Foreground L-R): David Murray, Andrea Robertson, David Robertson.

Crew: Stef Chistel, Andrew ‘H’ Smith, Ales Bryxi, Trey Whitworth, Bobby Garcia, Jay Dempsey, David Modderman, Mike Dixon, Graham ‘Snake’ Wace, Joe Hullett, Valerie Chistel, Ed Senf (Lee Penn not shown).

Race Stats: Congratulations to the Robertson Racing Team for a sensational podium finish in the 2011 Le Mans 24 Hour Race.

86 CPR Magazine

Laps

285

Total Time

24.05,56.706

Gap behind leader 70 Laps Fastest Lap

4.07.417

Fastest lap on lap 206 (Murray) Av Speed

198.3 kmh

Special Thanks to: The Robertson Racing Team Eve Hewitt (Radio Le Mans) Graham Goodwin (dailysportscar.com) Hotel Sitelles (www.hotel-sittelles.com)

Ford Doran GT car #68 Engine: Elan-built 5-litre Ford DOHC, 32 Valve. Develops 500bhp with ALMS/ACO restrictors in place.

Emco Gearbox: 6 speed sequential unit with pneumatic paddle shift.

Brakes: Front – Brembo 6 Piston/15” Rotors. Rear – Brembo 4 Piston/14” Rotors.

Suspension: Unequal ‘A’ Arms with 4 way adjustable Ohlins dampers.

Fuel Cell: 110 litres, E-85 Racing Fuel for ALMS events and E10 Racing Fuel for LeMans 24 Hours.

Engine Management System: Bosch.

Dry weight: 1245 kg / 2735 lbs.

Telemetry: Motec.

July 2011 87

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Don’t miss the action at the Silverstone Classic on July 22-24.

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Goodwood Festival of Speed, Goodwood, UK

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Gaydon Mini Festival, Gaydon, Warks, UK

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7-10

Silvretta Classic, Partenen, Austria

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9-21

E-type Club: Italian Job Tour, Italy & UK

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10-14

Grand Tour: London to Barcelona

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13-16

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Eifel Rallye Festival, Daun, Eifel, Germany

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15-17

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15-24

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21-23

Porsche Classics at the Castle, Hedingham Castle, Essex, UK Summer trial and tour, Cowes, Isle of Wight, UK

22-24

Silverstone Classic, Silverstone, Northants, UK

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27-29

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30-31

24 Hours of Spa, Spa Francorchamps, Belgium

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The Heritage Motor Centre

One of the newest car museums in the UK is the Heritage Motor Centre in Gaydon, Warwickshire. Phil Sullivan called in to find out what was on offer.

S

et in the heart of the Warwickshire countryside, just outside the small picturesque village of Gaydon, is the UK’s

96 CPR Magazine

newest motoring museum – the Heritage Motor Centre.

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its doors to the public back in the 1990s and now houses a truly stunning collection of cars and other motoring related artefacts.

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Of course, Gaydon’s relationship with the motor car is not a new one, although many will also remember the site for its aviation connections too. The centre is built on what was once part of RAF Gaydon, an aerodrome built during World War Two as a training base for RAF bomber crews. It kept its training status after the war and was eventually converted so it could house the ‘Cold War’ V-bombers, namely the Vulcan, Victor and Valiant. It remained an RAF base until 1974 when the last aircraft left the site and the RAF closed its doors for the last time.

Around the same time, British Leyland formed a new division to preserve and manage the company’s collection of historic vehicles which would eventually become BL Heritage Limited. The company established its

TVR racer on show in the Heritage Motor Centre. headquarters at Studley in Warwickshire and soon the collection of cars was moved to Syon Park in West London where it went on display to the public for the first time. At this point, the collection consisted of around 100 vehicles and continued to grow.

In the early 1980s, the organisation underwent a major change when it was granted charitable status and became the British Motor Industry Heritage Trust (BMIHT). With British Leyland being dissolved and sold off as individual companies,

July 2011 97

British cars from the 1960s and 70s.

Austin Rover (later to become the Rover Group) became to trust’s primary backer.

Later that same decade, it

became apparent that larger premises would be needed to house all the vehicles in the collection and it was decided

The Triumph Lynx planned as a replacement for the Stag.

98 CPR Magazine

that a purpose built museum would be the best option.

Several sites came under consideration, and one of these was the former airbase at Gaydon. This was perhaps the most obvious choice, as Gaydon was also home the Rover Group’s design, technology and testing ground.

Plans were soon drawn up for a distinctive semi-circular building that would house the collection and also have additional areas which could be used for exhibitions, conferences and seasonal displays. There would also be storage space for the BMIHT archive of over two

Above: The ECV3 looks awful, but will cruise at 110mph and return 100mpg!

Right: A Morris Minor fire engine.

Below Right: The stunning MG SV. This awesome car should have been a massive hit, but suffered thanks to Rover’s poor marketing efforts. million photographs, business records, brochures and drawings. The building was set in 65 acres (260,000 m2) of grounds and was only a mile from the busy M40 motorway providing easy access from London and Birmingham.

It opened its doors for the first time in 1993 and its collection has grown in size and stature ever since.

The building certainly looks impressive as you make your way up the long driveway that leads to the main car park.

There is plenty of parking space too, so this is an ideal destination for any car club wanting to plan a day out for July 2011 99

A ‘Pink Panther’ Land Rover as used by the SAS. its members and cars.

Access to the main door is via a long sloping ramp, which like the rest of the building, means it is very wheelchair friendly.

Once through the door, Early cars on the ‘Time Road.’

100 CPR Magazine

the first thing the visitor encounters is the ticket desk.

I wouldn’t say the entry price is cheap when compared to some other museums, but you do get value for money.

You will be asked if you want to take part in the ‘Gift Aid’ scheme which allows the trust to keep some of the money that would otherwise go to the taxman. If you visit, please do this; it costs you nothing and you will be given a ticket that entitles you to free entry to the museum for the rest of the year. All of a sudden, the entrance fee seems to be even better value!

From this point on, you have a choice. As the entrance is in the centre of the semicircular display hall, do you turn left of right? If you follow the suggested route in the museum guide, you turn right, and there is a good reason for this.

One of the main features of the Heritage Motor Centre is

Triumph TR3a on the upper floor display area with unusual child seat (right) between two front seats. its ‘Time Road.’ This is a huge collection of cars displayed on a simulated road surface which runs around the edge of the building. So why is it a time road? Simple, the vehicles are arranged in chronological order, so the oldest cars in the collection are at the start of the road which is on the right-hand side of the hall from the entrance.

Among the cars at the beginning of the ‘Time Road’ are a 1901 Albion A1 Dogcart, a 1901 Wolseley 10hp Tonneau, a 1907 Rover 20hp Tourer and a Riley 9hp V Twin, all of which are in immaculate condition. On the walls behind the vehicles are large displays featuring pictures and advertisements from the period associated with the cars. In front of each car is an informative board giving the history and details of each individual machine and some

Austin Healey 3000 works rally car. also have interesting facts and stories accompanying them.

I found it difficult to stick to the recommended route because there were so many fascinating cars on the opposite side of the walkway to the ‘Time Road.’ That doesn’t mean that the ‘Time Road’ wasn’t interesting, it was, it’s just that I am easily distracted I guess.

As the road progresses, the

vehicles slowly but surely get younger…that’s if you call cars from the 1920s ‘younger.’

These included a 1924 Trojan, complete with bizarre looking solid blue wheels, and a Morris T-Type 1-Ton Truck, also from 1924. Further along the road is a very attractive 1929 Standard Nine Teignmouth Fabric Saloon and a 1929 Morris Minor. The latter is the first version of the car to carry July 2011 101

Lady Penelope’s FAB-1 from the Thunderbirds movie.

The driver’s seat and console inside FAB-1. the ‘Minor’ name and shouldn’t be confused with the much later Minor designed by Alec Issigonis.

Eventually curiosity gets the better of me and I am drawn away from the ‘Time Road’ by a bright pink car that looks like 102 CPR Magazine

it’s from another world! In a way, that’s not that far off the mark, as this car is from the world of Sci-Fi movies and is in fact FAB-1, the famous car used by the incredibly up-market Lady Penelope in Thunderbirds.

Of course, the original FAB1 in the 1960s Thunderbirds series was a model and was based on a Rolls Royce. The car on display here is one used in the 2004 movie starring Anthony Edwards and Ben Kingsley and is in fact a Ford. Not that being a Ford detracts from it in any way – it is still an awesome looking car!

FAB-1 is displayed with its huge glass roof panel in the open position which allows visitors to get a good look inside. Amazingly, despite being as long as a small truck, this car is only a twoseater! Naturally there is the driver’s seat which is surrounded by chrome and steel fittings, dark wood trim and shag-pile carpet. In the back of this very desirable

Taxi from the Judge Dredd movie.

Under the bodywork is the chassis and running gear from a Land Rover!

R2D2 and C3P0 in the Sci-Fi at the Movies exhibition.

car is a single throne-like seat for its VIP passenger – Lady Penelope, played in the film by the equally desirable Sophia Myles.

As if FAB-1 isn’t eye-catching enough, next to it sits another bizarre looking machine from the ‘big screen.’ While the Thunderbirds car looks glamorous and stylish, this one looks mean and menacing, but maybe that’s because it’s a ‘taxi’ that was used in the futuristic ‘Judge Dredd’ movie starring Sylvester Stallone. The car on show is one of 22 built for the film, but is unique as being the only one finished in silver, the rest wearing a traditional yellow New York taxi-cab paint scheme. You would probably never guess from looking at it, but underneath July 2011 103

Shot up Aston Martin DBS from a James Bond film.

Mini Cooper rally car.

104 CPR Magazine

the weird looking bodywork are the mechanicals from a Land Rover 101 inch military vehicle! Personally, I would love to take this car into town and park it illegally; I doubt many traffic wardens would be brave enough to stick a ticket on it.

While we are on the subject of cars in films, another striking exhibit is a 2008 Aston Martin DBS. Yes, the DBS is a striking car in its own right, but this one is eye-catching for all the wrong reasons – it’s a mess! It was one of the cars used in the opening scenes of the James Bond film ‘Quantum of Solace.’ This was the car that was seen being chased around Lake Garda in the opening sequence of the film, and squeezed against tunnel walls and hit by gunfire.

All the damage is still clearly visible, including the missing

A great feature of the museum is that you can get close enough to see inside many of the cars.

Pre-war racing cars.

You just never know what...or who...is round the next corner! driver’s door, shattered sill and bullet holes in the dash and rear screen. It’s a mess, but at the same time it looks pretty cool. I’m not too sure ‘Q’ would agree though!

Tearing myself away from these automotive stars of the screen, I resume my browsing of the ‘Time Road’ and promise not to get distracted again. One nice touch that few people notice is that the road surface of the ‘Time Road’ changes as the years progress. To begin with it is little more than a dirt track, but by the 1930s it has transformed into a purpose built highway complete with road markings.

The 1930s and wartime era contains a fascinating selection of cars, among which are a 1934 Standard 10-12 Speedline in a cream finish with red coachlines, and

Formula 1 Jaguar R3.

Cars on the ‘Time Road.’

Tony Pond’s Triumph TR7 rally car.

July 2011 105

Car interiors are beautifully restored.

The wonderful ‘Blower’ Bentley.

106 CPR Magazine

a 1937 Wolseley 14-36.

That marks the halfway point of the ‘Time Road’ and leads me back to the main door where I came in. Beyond that the ‘Time Road’ continues with cars from the 1960s and 70s like the Morris Minor, Austin A35, Rover P3, Austin Princess, Maxi and Metro. Most of these are just everyday cars that were once a common sight on British roads but now they make fascinating exhibits in their own right.

Some of the prototypes on display are quite eye-catching too, but not always for the right reasons. There is the Triumph TR7 Lynx which was planned as a replacement for the aging Triumph Stag back in the mid-70s. From the front end the car was unmistakably a TR7, but under the bonnet was a Rover V8 engine fed by a Lucas fuel-injection unit.

The lengthened wheelbase allowed rear seats to be added too, so the spec was closer to the Stag’s than some might

The MGB was the biggest selling British sportscar ever produced.

Aston Martin Vantage RS V12 concept car.

A direct drive Mini. The car had no gearbox. think, although the Lynx had a fixed steel roof as opposed to the Stag’s soft-top. Only 18 Lynx prototypes were ever built and the one at Gaydon is apparently the only survivor.

Another prototype of note is the British Leyland ECV3.

This caught my eye simply because it is hideous!

However, underneath the rather unsightly bodywork lies a very impressive car. The ECV3 was the culmination of a British Leyland project

to produce an Energy Conservation Vehicle and the car certainly returns some interesting statistics. For example, it is powered by a one-litre, three-cylinder engine, could reach speeds of 115mph and would deliver an impressive 100 miles per gallon. Its body was formed from an aluminium frame covered with non-stressed plastic panels and bonded windows and extra attention was paid to its aerodynamic

qualities which meant it had an extremely low drag co-efficient of just 0.24Cd. Pretty it isn’t, but 100mpg in today’s climate would make it a very desirable car!

The Heritage Motor Centre also has some great facilities to cater for just about every visitor’s needs. There is a small but well stocked gift shop which sells everything from t-shirts to model cars.

On the upper floor there is also a very good restaurant July 2011 107

which serves a good range of hot meals and snacks and is a great place to meet up with friends.

Also on the upper floor is a display showing some beautiful British classic cars like the MGB, Triumph Spitfire, TR3a, TR6 and MG Midget.

The Triumph TR3a got my attention, not just because of its wonderful condition, but because it has an unusual child seat fixed between the two main driver’s and

Main exhibition hall.

108 CPR Magazine

passenger’s seats. I’m not sure how safe or practical this arrangement is, but it is the first time I have seen this kind of layout. The car was also fitted with the rather more common rear bench seat, so technically this TR3a is a fiveseater!

Back on the ground floor there is also a Motoring Cinema which shows a range of films that will appeal to most car enthusiasts and also a number of exhibitions. Some

Above Left: The well-stocked museum shop. Above: The Motoring Cinema shows a variety of car related films during the day. of the exhibitions run for a limited time and are constantly changing. During my visit, one of these displays was showing exhibits from the world of Sci-Fi movies, and while it didn’t have much to do with motoring, it did make interesting viewing.

Elsewhere there is a small

Hot meals and snacks are available in the restaurant.

The very last Triumph Spitfire to roll off the production line.

collection of racing cars including a Jaguar F1 car, a 1970 March Ford F1 car and a 1978 March Triumph 783. Like most of the other exhibits at Gaydon, there are no fences or barriers around these cars meaning that visitors can get a good close look at the cars and even see right inside the cockpits.

There is so much to see at the Heritage Motor Centre that it is impossible to mention it all; in fact I have only mentioned about 1% of what is on offer in this article.

Overall I was very impressed with this museum. The quality of exhibits is very high and even the more mundane everyday cars are in immaculate condition.

Access and layout is good and there is something to keep the whole family amused and young children will love the Miniture Roadway where they can drive mini cars on a specially built track.

If you like cars, you’ll love the Heritage Motor Centre, so next time you have a spare day or

are looking for somewhere to take the family, why not call in and see it for yourself

Visitor Info The Heritage Motor Centre, Banbury Road, Gaydon, Warks, CV35 0BJ Telephone: 01926 641188 E-mail: enquiries@heritage-motor-centre.co.uk Website: www.heritage-motor-centre.co.uk Open 7 Days A Week 10am until 5pm

July 2011 109

auctionnews

Latest News From The Auction Rooms

1929 Bentley Speed Six ‘Le Mans’ Style Tourer.

Bentley Speed Six Stars Salon Privé RM Auctions - Salon Privé London, UK. June 24, 2011.

RM Auctions - Salon Privé, London Type

Year

Price

Bentley Speed Six ‘Le Mans’ Style Tourer

1929

£470,400

Aston Martin DB4 Vantage Convertible

1961

£431,200

Rolls-Royce Phantom I Experiental Sports Tourer

1926

£392,00

Bentley R-Type Continental Fastback

1955

£358,400

Aston Martin 2-Litre ‘Brooklands’ Speed Model

1939

£319,200

Aston Martin DB4 Series IV Vantage Coupé

1962

£274.400

Rolls-Royce Silver Cloud II Drophead Coupé

1962

£268.800

Aston Martin DB5 Coupé

1964

£263.200

Aston Martin DB4 Coupé

1960

£212.800

Jaguar XK150 3.8S Roadster

1959

£201.600

1961 Aston Martin DB4 Vantage Convertible.

RM Auctions recorded over £5.1 million ($8.2 million USD) in total sales with a solid 77% sell-through at its debut Salon Privé sale in West London on June 24.

Held in conjunction with the Salon Privé Luxury Super Car Show and Concours d’Elegance, the new ‘Quintessentially English’ summer sale presented 57 cars and a select range of motorcycles before a packed house.

Headlining the top-sellers list were popular British marques Bentley and Aston Martin, which attracted strong interest and lively bidding in the room, on the phones and over the internet. A 1929 Bentley Speed Six ‘Le Mans’ Style Tourer claimed the top sale of the evening, bringing £470,400, while a 1961 Aston Martin DB4 Vantage Convertible, purchased new by famed actor and diplomat Sir Peter 110 CPR Magazine

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1959 Jaguar XK150 3.8S Roadster.

Ustinov, spurred a lively bidding war to realize a final sales price of £431,200 – over £110,000 more than its pre-sale high estimate.

Another notable sale was the 1959 Jaguar XK150 3.8S Roadster for £201,600 – an impressive result which makes it one of the most valuable XK150’s ever sold at auction.

“We are very pleased with the results from our debut sale at Salon Privé. Strong bidding demonstrated the strength of the market for quality British cars,” says Max Girardo, Managing Director, RM Europe. “Aston Martins in particular have performed exceptionally well in recent months – a theme that was again evident at yesterday’s sale with spirited bidding and strong results achieved across the board.”

“On the strength of this fantastic debut sale, RM is already excited to return to Syon Park next year. It’s great to be an established partner for the Salon Privé event which is growing in stature each year,” Girardo added.

RM Auctions returns to England, 26th October for its annual, well-established Battersea sale at Central London

1937 Jaguar SS 100 2½ Litre Roadster.

1939 Aston Martin 2-Litre ‘Brooklands’ Speed Model.

July 2011 111

auctionnews

Latest News From The Auction Rooms

1923 Bentley 3 Litre T.T. Model Tourer sold for £146,300.

‘Best of Breed’ Strong At Buxton H&H Auctions Pavilion Gardens Sale Buxton, UK. June 8, 2011.

1966 Austin-Healey 3000 MkIII

H&H Auctions - Pavilion Gardens, Buxton Type

Year

Price

Bentley 3 Litre T.T. Model Tourer

1923

£146,300

Austin-Healey 3000 MkIII

1961

£52,800

HRG 1500

1947

£49,500

Lancia Lambda Torpedo Tourer

1924

£46,200

Bentley 4.25 Litre Special

1939

£40,150

Judging by H&H’s most recent collectors’ car sale (Buxton, June 8), the market remains strong for the ‘best of breed’, and a number of impressive individual prices were achieved. As expected, the top performer was a 1923 Bentley 3 Litre ‘TT Replica’. Formerly the property of Ecurie Ecosse patron Hugh McCaig, chassis 331 was originally a rakish-looking two-seater but now wears a fabric-covered four-seater Tourer body; reputed to be the work of Kingsbury-based coachbuilder Vanden Plas. Complete with VSCC Eligibility Document and MSA Historic Technical Passport, ‘WT 402’ eventually fell to Simon Hope’s gavel for £146,300.

The final iteration of the ‘Big’ Healey, the 3000 MKIII Phase 2, is an increasingly sought-after model, of which ‘VLO 53’ is a very special example. Previously restored and subtly uprated by Nigel Dawes, it was well presented for sale – finished in Dark Green with neatly flared wheelarches shielding extra-wide Borrani lace wheels. Once owned by the late Victor Gauntlett, the founder of Pace Petroleum and a one time chairman and shareholder of Aston Martin Lagonda, it 112 CPR Magazine

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This 2003 BAR Honda Formula 1 show car failed to reach its reserve at the auction.

realised no less than £52,800 – way over the estimated figure.

With only some 240 HRGs ever made, examples rarely come to auction these days. What made the delightful 1947 1500 model of the late Olympic cyclist Bob Maitland even more interesting was that it was being sold on behalf of the British Cycling Federation, to whom he bequeathed ‘JM 7075’ and the rest of his estate. The car did them proud, fetching £49,500. Vincenzo Lancia’s Lambda was an exercise in innovation and way ahead of its time. The sale’s 1924 Torpedo Tourer had been a fifty-three year labour of love for the vendor, who no doubt shed a tear as it found a new home for £46,200. The delightful matching numbers Bentley 4.25 Litre Special returned £40,150, while the very tidy 1968 Ford Escort Twin-Cam changed hands for £33,000. Proof that auction can be the best way to put a price on a unique vehicle, the sole 1960 Armstrong Siddeley Star Sapphire MkII sailed over its top estimate to make £33,275

1968 Ford Escort Twin Cam. 1954 MGTF fetched £20,350

July 2011 113

auctionnews

Latest News From The Auction Rooms

r a St

r a C

Triumph TR4 Sells For £33,600 At Salon Privé Has the recent shock sale of a popular ‘club car’ turned Triumph TRs into the next target for classic car investors? David Harrison asks the question.

T

riumph and MG sportscars have long been regarded as the ‘bread and butter’ models of the classic car world.

Desirable, fun to drive and yet still affordable to Mr Average, these cars are as popular today as they were when they rolled off the production lines in Canley and Abingdon. However, a shock result at the recent Salon Privé auction in London shows

114 CPR Magazine

that valuations of these cars are skyrocketing beyond all expectation.

The particular car is question is a Triumph TR4 roadster which sold for a whopping £33,600. It is a left-hand drive example built on 24th October 1962, dispatched from the Triumph works on 1st November 1962 and exported to the Triumph concessionaires in Detroit, Michigan. It was

acquired by the seller from the previous UK-based owner who had the car for over 20 years. He commissioned a total body-off restoration and both the body and chassis were given a bare-metal refinish to high standards.

The restoration is understood to have taken over 400 hours to complete, and the bodywork is finished in British Racing Green. Other work carried out

WWW.CPRMAG.COM

during the comprehensive rebuild included new floor pans, a new black leather interior with white piping and redone chrome trim, which was all stripped, polished and then triple plated. Five new chrome wire wheels and Firestone tyres were fitted, and all glass has been replaced. In addition, the instruments were recalibrated, a new full stainlesssteel exhaust system was fitted, and new brake master and clutch master cylinders were installed, along with new engine mounts and new suspension bushings to name but a few of the items addressed.

All the above is pretty standard stuff during any professional restoration, and while the car is undoubtedly excellent, it isn’t quite concours standard, and

that’s surprising when you consider the price tag.

To the trained eye there are several non-standard areas on the car. The point I’m making, or should that be question I’m asking, is did this car exceed its value at the auction or have prices now risen to the point where very good, but not concours cars, are fetching crazy money? The TR4 is probably the best TR that Triumph produced when you consider its Italian styling, handling and practicality; it’s a great all-rounder. If prices exceeding £30,000 become the norm then it’s great news for owners of these cars, but if it’s the investors that are starting to buy up these cars, don’t expect to see them at a club meeting anytime soon as they

will be stored away in a climate controlled garage somewhere in leafy Surrey.

Owners of the much rarer TR5 must be scratching their heads wondering if their cars are now to precious to take out on the roads!

While the economy remains rocky investors will see classic cars as a sound investment, which means higher prices, and that could put the cars beyond the reach of many genuine enthusiasts, and that would be a great shame.

Oh, and while current owners might be rubbing their hands together with glee over this news, don’t forget to tell your insurance company about your car’s increased value, otherwise you might get a shock should you ever wish to make a claim!

July 2011 115

WWW.CPRMAG.COM

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onscreen

Top DVDs, Videos & Movies

Senna

When I heard that a full-length feature film was being made documenting the life of Ayrton Senna, I wasn’t too sure what to expect. Would it sensationalise the driver’s racing career beyond what we already know it was, or would it be a ‘warts ‘n all’ exposé revealing once and for all exactly what caused the fatal crash that robbed the world of one of its greatest driving talents.

As it happens, it is neither of the above. I must admit I was expecting great things having read some of the pre-release reviews saying how brilliant it was, so when it went on general release I headed for the local cinema.

Senna - The Movie is a documentary made up from footage and interviews shot during the driver’s all too brief career. There is no narration throughout the film apart from voice-overs from various F1 commentators and members of Senna’s family.

The film tells how Ayrton Senna started his career in karts and then cuts almost immediately to his first drive in Formula 1, omitting any real detail on his Formula 3 drives. It portrays in great detail his bitter rivalry with French driver Alain Prost and the injustice he felt when Prost was awarded the World Championship following Senna’s disqualification from the Japanese GP in 1989. In fact it’s fair to say that the film concentrates more on this particular rivalry than anything else. Not surprisingly, Alain Prost is apparently less than happy about the film, which is a shame because this should be about Senna the driver, not petty squabbles and

118 CPR Magazine

disagreements he may have had during his career.

The film is well put together, although the sombre music all the way through does make it hard to watch. We all know it has a sad ending, but to have the haunting piano music accompanying even the happier parts of Senna’s life seemed a little over-dramatic.

Large parts of the film are in Senna’s native Portuguese language with English sub-titles. Some of the footage is pretty graphic too.

Anyone who feels uncomfortable about watching fatal crashes should perhaps avoid this film as it does show in detail both the Senna and Ratzenberger crashes during that fateful weekend in 1994 at the San Marino GP. I thought that overall this was a good film but it falls well short of being a

great one. It really needs a narrative to stop it feeling like a collection of clips just bunched together and it would have been nice to get some opinions from F1 drivers who have raced against him or were inspired by him. There was no real attempt to explain what caused the accident and no mention was made of the Italian investigation’s findings or subsequent court cases.

The film lacks controversy, which is odd when Senna is considered by many to have been a very controversial driver, and that some industry insiders claimed that there had been a massive ‘cover-up’ after the fatal crash.

This is a good tribute to one of the greatest drivers to have ever lived, but for those who prefer a bit more substance to their films, it might ultimately be a little disappointing.

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December 2010 103

Bookshelf

Speedy Stories & Revving Reads!

Ayrton Senna - The Whole Story Author: Christopher Hilton RRP: £9.99. Format: Paperback. ISBN: 978 1 84425 0967 Available From: www.haynes.co.uk With the UK cinema release of the much anticipated Senna film finally here, motor racing fans are offered further insight into the life of the Brazilian legend with Haynes’ Ayrton Senna: The Whole Story. This book, first published in 2004, to mark the tenth anniversary of the iconic Brazilian’s tragic death at the 1994 San Marino Grand Prix, chronicles Senna’s entire story, from the wealthy childhood in Brazil to his fatal crash, and the aftermath that still reverberates today. Author Christopher Hilton, a leading authority on motorsport, who wrote a number of well-received books about Senna, provides what has been called “the definitive work on the great man”. This gripping paperback of over 100,000 words and 29 colour photographs includes an appendix providing a complete racing record of Senna’s car-racing career, from his 1981 Formula Ford season to the fateful race at Imola. A fast-moving and compelling account of an extraordinary life that will appeal to the wider public as well as to Senna fans.

Tiger Tank Owners’ Workshop Manual Author: David Fletcher RRP: £19.99. Format: Hardback. ISBN: 978 1 84425 931 1 Available From: www.haynes.co.uk We couldn’t resist this one! The most feared battle tank of the Second World War has finally been stripped down and laid bare for all to see in this latest Owners’ Workshop Manual from Haynes. The Tiger Tank Manual gives a rare insight into acquiring, owning and operating one of these awesome armoured fighting vehicles. Using the renowned manual format that has successfully given insight into an array of military hardware, Haynes is now driving attention towards armoured fighting vehicles, beginning with this invincible icon from military history.

The Tiger Tank Manual concentrates on the Bovingdon Tank Museum’s Tiger 131 - the only one of six surviving Tigers out of 1300 produced to be restored to full running order almost seventy years after it was first used in combat. A wealth of detailed photographs and an authoritative text written by a team of experts from the Tank Museum tell the Tiger’s story - from its birth, development and production in wartime, followed by full details of the recent strip-down and rebuild of ‘131’ and its Maybach engine. As well as offering unique personal insights into maintaining and driving the Tank Museum’s Tiger 131, there are vivid personal recollections from wartime German tank crewmen that reveal what it was really like to operate this 57-ton giant under combat conditions.

My Dad’s Motors - Did We Really Think Sex Sold Cars?

Author: Adam Powley RRP: £6.99 Format: Paperback.

ISBN: 978 0 85733 042 0 Available From: www.veloce.co.uk Back in the twilight of the 20th century, sex apparently sold and no car promotion was considered complete without a bevy of beautiful models in various states of undress. My Dad’s Motors, offers a visual reminder of those less enlightened times. In this humorous collection of photographs of how manufacturers, exhibitors and the press set about promoting a new car, author Adam Powley takes readers for a spin down motoring memory lane - to a decidedly less politically correct time, when sexism was clearly an alien concept to car-makers and their ad and PR men. The book’s nostalgic selection of images depicts an age in which the level of flesh on display far outweighed any practical information about the actual cars themselves. My Dad’s Motors’s collection of eccentric features includes the likes of Page 3 legend Linda Lusardi and screen icon Joanna Lumley, who all served their apprenticeship in the glamorous world of motor adverts by adorning, and obscuring, the fine engineering on display around them. From supermodels to super cars, Page 3 ‘stunners’ to motor-show exhibitionism, My Dad’s Motors evokes the spirit of a very different era, and - while raising a nostalgic chuckle amongst Dads - should also let us give thanks for the more enlightened world in which we live today.

120 CPR Magazine

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1980 MG B GT £3950, Located in Scottish Borders TD6. Full restoration 2005 with work done since total over £11000 spent including full respray in original Vermillion.

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122 CPR Magazine

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If you are selling a car, remember that there are a lot of unscrupulous people out there who will use every trick in the book to part you from your car or your money. Take sensible precautions.

If you are buying a car; make sure you check it thoroughly. If it seems too good to be true, it probably is! Never meet a vendor on the street or at service stations. Research the type of car you are buying so you know what to look for. If you are unsure, take an expert along with you.

MGBGT. Taxed/moted, my lightly restored Gt is for sale at £2500. Old English white, Webasco roof, woodrim, overdrive, Kenwood stereo/cd. New battery and tyres. Retro push button start and immobiliser. Mot history and full ownership record support mileage 522080. Very smooth engine and gearbox, full soundproofing, waxoyled. Retired engineers 6th mgb project. m.tomkinson@o2.co.uk or mobile 07802 449822. View Enfield, by appointment.

DAIMLER DS420 LIMOUSINE £10995 ONO. 7 SEAT WEDDING CAR. 89.000 MILES. MOT August 11th 2011. Black over cream. Beautiful car inside and out. Must see car ready for next wedding. Lots of photos just ring with email address. Price for quick sale. 01977-645034.

Rolls Royce Silver Shadow 1, 1976, Flared wheel arch model, Only 34,000 miles, Oxford Blue, Everflex roof, Light blue upholstery, RR service history, Handbook, Service book, Build history, Tool kit, Show condition, Every MOT certificate, Tax & 12 months MOT. Truly magnificent. £14950 ono. Tel: 01362-860961 or 07802-256298. Email: frank_michie@btinternet.com

MG Midget 1500cc Unleaded Engine Full/Half Tonneau Cover, Rollover Bar. MOT December 2010, Tax April 2011. Good Condition Some Service History.

64000 Miles, Tahiti Blue £2,650.00 ono (Somerset)Tel 01458445806 Or email: peter.b10@tiscali.co.uk

NISSAN 200SX 1991 1.8 16v AUTO 1956 MGA ROADSTER, Red, SILVER 6 MONTHS MOT CAR IN complete nut and bolt restoration EXCELLENT CONDITION. NO with all invoices, MGB 1800cc RUST. OWNED FOR 8 YEARS PART OF MY CAR COLLECTION engine, 5 speed box, 1,100 miles, BUT I NEED THE GARAGE SPACE. excellent condition. Genuine CAR IS IN PLYMOUTH £999 phone reason for sale, £21,950, 07595 07710872016 037932 (Hampshire)

DAIMLER DS420 LIMOUSINE £8995 ONO. 7 SEAT WEDDING CARS. 75.000 MILES. MOT August 14th 2011. Black over ivory. Beautiful car inside and out. Must see car ready for next wedding. Lots of photo just ring with email address. Price for quick sale. 01977-645034.

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MG MIDGET, WHITE, RUBBER BUMPER, 1979, 1500cc, 16,771 miles, luggage rack and radio, 12 months MOT and 6 months Tax. Very good condition. £2,500. Tel: 07947 551006 W.Sussex

Austin Healey 3000 Mk 3 BJ8 Phase 2 1966. Original Healey blue RHD home market car 1st registered in Surrey. Older but extensive restoration with only summer use since. Large history file. Finished in Healey blue with blue trim, hood and tonneau.

Fitted chrome wire wheels, overdrive, period spot lamps and works style luggage rack. £43,000. For more information 1986 Mini Cooper recreation. please call 01723 361227.

Stunning car finished in grey with white roof. Full rebuild with a rust free shell, and is fitted with many period MK1 parts including MK1 boot lid, rear lights, cooper front grill, full wood dash and cooper alloys and wheel arch spats. 1275 GTA engine fitted Chevrolet Corvette 1992 Auto Red runs perfect. All in all this mini is LT1 47,000 miles always garaged. as close to perfect as they come.

MOT till Oct 2011, Tax till Apr 2011. £5,995. 01733 270227 (Cambs) vgc. Reg Plate C20 VET incl.

Unmarked black leather electric seats t/c, c/c, e/w, e/m, Bose cd/ radio included is car cover and GM Manuals. £8000 ono. tel 01242 574083. Glos.

1963 Morris Minor convertible.

Delightful little convertible Minor.

Finished in deep black (recently re-sprayed) with brand new interior including seats recovered, new door and quarter trims recovered over new hard board.

Nice red carpets and red hood really make this car stand out.

1098cc engine starts on the button and pulls very well.

Full MOT and service when sold. £5,995. 01733 270227 (Cambs)

Triumph TR4A. U.K. Car with Overdrive in Royal Blue with Blue Interior and Painted Wire Wheels. The paint has extensive micro blistering but the body including the floors and sills is generally sound. The interior is faded, the hood is not torn and still fits well but is also faded. The dashboard has suffered from delamination. Te chassis is in very good condition with the exception of one small repair needed on the left hand T-Shirt panel, this has not effected the outrigger which is sound. A car that would make a good rolling restoration or could be just used as is. £7,500. Call 01925 756 000 (Cheshire)

1972 MIDGET RWA WHITE. W/W. MOT Sept 2011, Tax exempt.

Garaged, restored 2001, 500 dry miles since. Some history and books. Reliable, good condition £3250. Tel 01525 385645.

Bedfordshire.

1974 BGT BLUE, O/D, gearbox, starts and drives, bodywork sound but requires paint, interior and trim work, no Tax or MOT. 07807 158816 evenings £1200 Devon

MGB GT 1976, O/D, W/W, webasto. Tax 31/01/11, full MOT. Recent black leather seats, radio/ MGB GT 1971, British Racing cd, speakers. 27k this engine Green, chrome bumpers, MOT gearbox, 1990s rebuild £13,000 June 2011. One previous owner, bills. Tahiti blue. Valuation £6000 excellent condition, full history. accept £4995. 01736 755148 £4,500 ono. Tel: 01580 819 209 Cornwall. Condition 2 (East Sussex)

1972 MGB ROADSTER, condition 1-2, Brooklands Green, original 74 MGB GT, 60k, 1800cc, shell restoration, new carpets, overdrive, SSE, undersealed, leather/green piping, 1k dry SORN, no MOT, 2.5k spent since miles, stored 13 years. FSH, full Dec04, good SH, spare tyre, CD, MOT, O/D, http://mgb.jonnyboy1. very reliable when in use, £750 fastmail.fm/pics/ £8000 ono T: 07590 364631 ono for quick sale.

Contact owner by e-mail at titchierichie@sky.com for more info

MGB ROADSTER 1965, with overdrive, Red, Seebring bodykit, MGB GT 1979 1800cc, rubber flared arches, Wolfrace wheels, bumpers, restored, good engine wide tyres. Solid car. T&T. and gear box, alloy wheels, spare 5-bearing crank. Runs well, stiff set of steel wheels, no tax or MOT, suspension. Does need TLC. viewing recommended, Carlisle £3250 ono. 07817 850022 Day. 07584 067490 01895 236747 Eve

December July 2011 2010 123 109

Smallads

ZT-T 260SE 4.6LTR V8 mustang, 2004/54, facelift, one of 70. 5 speed manual, FMGSH, MOT, Tax, traction, ABS, climate control, sunroof, GPS/TV, half leather, 47,400 miles, brilliant. £10870 ono. 01296 770450 Bucks

The Online Marketplace for Classic, Performance & Retro cars!

MGF 1.8i, THAITIT BLUE, 2000 W plate 62k. Leather upholstery.

New hood, cylinder head/timing Mini Red Hot (1988) in Flame Red belt. FSH. Garaged/covered.

(Manual) with Grey interior trim.

MOT and Tax until April 2011.

This car has just undergone a full VGC, great fun. £2300. Telephone mechanical overhaul including 07768 323558 (Hampshire) new subframe and components.

It’s a very tidy, presentable example and an ideal starter car for a young person. £4,995.

01325 311232

1971 RACING GREEN MIDGET for restoration. Off road for 12 years following MOT failure on body work. £500.00 Tel: 01590 644616, Hampshire.

1961 Austin Healey 3000 MKII Works Replica RHD. Colorado red, old English white works hard-top. Road/race/rally, full FIA papers past and present available. A fortune has been spent with leading race Healey specialists. Massive spec. Very fast. Please contact Martin Daly for full and detailed mechanical spec. Stunning machine. £48,950.

01663 733209

Jaguar 3.8 S Type. 1966. Manual, with Overdrive. Gun Metal Grey with Red interior. This is a top example of this famous Marque.

This Jaguar 3.8 S Type comes with the original Service History from the 60’s and 70’s, also the wall maintenance sheet, and the original Log Book. Thick files of very detailed Service History from later periods.

This Jaguar totally lives up to its pedigree. Sleek, fast, stunningly beautiful. Very special top condition. £16,900. 0114 231 5000

MGF, 1.8 VVC 2003. Silver, MGB ROADSTER 1977, black leather, air-con. Alloys, CD Flamenco red. Lady owner last player, central-locking/alarm, 84K, 29 years, all history, not used last serviced regularly (condition 3), 6 years. Mechanically excellent removable boot luggage rack/ but work needed for MOT. Ideal weather-proof suitcase. MOT restoration project, £1,750. Aug11, Tax Feb11. 01844 351211 Nottingham 0115 9261175. £1,950 ono

124 CPR Magazine

1967 mustang, 289 V-8 with Flowmaster headers and C-4 automatic transmission giving power to the ground. Beautiful red exterior with handsome black vinyl top and red interior. Its stunning appearance is enhanced by 2008 16 inch GT wheels with optional spinners. Options include: power steering, power brakes, windshield washers, remote control exterior door mirror, console, vinyl top, selfretracting seat belt package, with new radiator, new bumpers, and has a Panasonic CD player, Vin # 7F01C214697. 43500 miles on odometer (unconfirmed). This is a clean Texas car. 001 336-7658312 (USA)

This superb example had a full engine rebuild to 250BHP by leading engineer Simon Armstrong of Ultimate Performance Ltd (a full page write-up can be seen in the Club-Lotus Magazine).

Finished in Brooklands green with magnolia leather trim, alloys, sunroof, aircond, uprated brakes, suspension, stainless sportsexhaust. Presented in near Concours condition after a recent, full, re-commission. A very special Ferrari 2004 Ferrari Enzo Esprit. £18,950. 01663 733209 £875,000. Beautifully presented example of this amazing car that was a classic from inception.

Finished in red with bespoke black alcantara with red quilted stitching. Contact Joe Macari Tel: +44(0)20 8870 9007 Email: sales@joemacari.com Joe Macari MGC ROADSTER with triple carb Downton Conversion. 1968 Old English White with Red leather interior, Red hood, boot rack.

Good runner £14,995 contact Keith 07889 805432 keith@classicmobilia.co.uk MG ZA, 1956, RED lots of time and money spent restoring but now unable to finish. Engine running, interior needs refurbish.

Modified gearbox, front disc brakes. Offers considered. Tel: 01638 660665 Newmarket

MIDGET 1973 RWA, 1275 engine, gearbox overhauled, complete clutch assembly, everything works! Professionaly maintained, garaged, tripod headlamps, bumper included, duck hood, leather seats, Taxed Oct11, MOT Oct11. 07930 521335. £4750 ovno. Lancs. Condition 2

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MG TF VVC 160 SPRINT SPECIAL EDITION (52). Chrome pack, luggage rack. Gunsmoke, b/ GT6 MKII 1969 SIGNAL RED part/leather seats, e/mirrors, PAS, WITH BLACK INTERIOR. 16” Alloy, brand new hood, grey EXCELLENT CONDITION tonneau cover, 28k miles. £4995.

AND FITTED WITH A 2.5LTR 07766 167521 FUEL INJECTED ENGINE! OVERDRIVE GEARBOX. MINILITE WHEELS AND TWIN STAINLESS EXHAUST. VERY QUICK AND A PLEASURE TO DRIVE. £8,495. Telephone: 01487 842168 MGB V8 3.5EFI ROADSTER Vitesse 3.5 big valve engine + R/Rover EFI. Very fast! New 15” polished wheels. Yokohamas.

MGC axle. Professional respray 2010. New leather. Full MOT. A/ value £14K, accept £12,500.

MGB ROADSTER 1967, 01332 833889 Midnight Blue, wire wheels. Rust gray.geoff@virgin.net free. Reconditioned engine, 4 syncromesh overdrive gearbox, black carpet, new dashboard, black leather seats, moto-lita steering wheel, new hood. £9,500.

T: 07802 255555 London. Cond 2 Austin Healey 100/6 BN4 1957 early longbridge car. Ex north america LHD. Structurally superb.

Very original black car fitted with front disc brakes and louvered bonnet, running and driving. Easy project. 01723 361227

TR6 1975 MIMOSA YELLOW WITH BLACK INTERIOR. OUTSTANDING CONDITION. EXTENSIVE BODY REBUILD AND RESPRAY OVER LAST 3 YEARS AND MANY EXTRAS INCLUDING STAINLESS STEEL EXHAUST BOSCH PUMP AND PLASTIC WHEEL ARCH LINERS. BEAUTIFUL ORIGINAL DASH, POWDER COATED WHEELS. WILL COME WITH 12 MONTHS MOT. £10,995. Telephone: 01487 842168

TRIUMPH TR4 - 2.5 1963 Signal Red fitted CP TR6 stage 2 engine, on triple SU’s. TR5 performance, superb drive. Body-off chassis/ suspension/engine upgrades by TR specialist. Strong and reliable £15,950 ono. For spec & photos call Mike 07979 531877 or e-mail mike@chadinman.com

Austin Healey 3000 Mk 3 BJ8 Phase 2 1966 LHD EX Southern Californian car. Delivered new in Orange County, last owner for 36 years and 2 previous owners . It has documentation going back to the early 70’s. The car is in incredibly original, structurally superb condition with no accidents, mechanically excellent with everything working correctly as it should. Finished in British Racing Green with original black trim without splits or tears, black hood and original tonneau cover.

Fitted with overdrive, wire wheels and complete with original drivers handbook, spare wheel, tonneau support bars and wheel hammer.

Call 01723 361227.

MGB Roadster 1972 Free road tax RHD UK car. Full body restoration by ourselves in 2003 with only Austin Healey 100/4 BN1 1955. summer use since. Finished Original RHD car fitted with Le in flame red, new black leather Mans spec H6 carburettors and seats piped in red and new black cold air box. Finished in Ivory carpets. Recent lead free cylinder White with Black trim, black head, clutch and brake servo. weather equipment, wire wheels Fitted overdrive and wire wheels. and overdrive. £ 39,950. Call 01723 361227. £POA. 01723 361227

1970 Triumph TR6, good solid car, this is the 150bhp model with the 2.5L injection engine. Finished in red with black interior. Original TR6 wheels. MOT’d till May 2011 & tax excempt so ready to go!!!

Good history file. Good early 6 at the right money! £7,995. 01733 270227 (Cambs)

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