Octane February 2025 issue 260

50 YEARS OF PORSCHE TURBOS + 300M ECCLESTONE COLLECTION FOR SALE

FEBRUARY 2025 / £6.50 / AUS $15.00

IS THIS THE

BEST D-TYPE

IN THE

WORLD? CAN THIS CAR PLUS

‘It’s raised the bar for what a Jaguar should be’

SAVE JAGUAR? EXPERTS SPEAK OUT

ALFA ROMEO 8C WE DRIVE THE 1933 SPA 24 HOURS WINNER

MERCEDES-BENZ W196R INSIDE LINE ON THE SALE OF THE PRICELESS STREAMLINER

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TRIPLE TEST

SUPERMINIS! SUPERCHARGED MINI COOPER WORKS, VW POLO G40 AND TOYOTA YARIS GRMN

13/12/2024 11:43

28th & 29th JUNE 2025

Further call for exceptional entries The Grand Palais Historique, Paris | 6 February 2025

1955 FERRARI 555 SUPER SQUALO Chassis no. #FL 9001 €4,000,000 - 6,000,000 * No Reserve bonhamscars.com/grandpalais

AZ

Final call for consignments The Westin Kierland Resort & Spa | 24 January 2025

1967 LAMBORGHINI MIURA P400 COUPE Refer to department for estimate bonhamscars.com/scottsdale

ENQUIRIES UK

Europe

+44 (0) 20 7468 5801 ukcars@bonhamscars.com

+32 476 879 471 eucars@bonhamscars.com

* For details of the charges payable in addition to the final hammer price, please visit bonhams.com/buyersguide

USA +1 (415) 391 4000 - West Coast +1 (212) 461 6514 - East Coast uscars@bonhamscars.com

Issue 260 February 2025

PAGE

Contents

110

‘UNIQUELY, THIS CAR WAS RACED BY BOTH JUAN MANUEL FANGIO AND STIRLING MOSS’ 1954 MERCEDES-BENZ W196R

60

72

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1965 Spirit of America Sonic I

1908 Mercedes 17.3-Liter 150 HP ‘Brookland’ Semmering Rennwagen

1957 Chevrolet Corvette SS Project XP-64

1930 Bugatti Type 35B Grand Prix

1907 Itala 120 HP Works Racing Car

1966 Ford GT40 Mk II

MIAMI | 27 FEBRUARY 2025 THE OFFICIAL AUCTION OF MODAMIAMI EMEA +44 (0) 20 7851 7070 NORTH AMERICA +1 519 352 4575 info@rmsothebys.com

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RM SOTHEBY’S X INDIANAPOLIS MOTOR SPEEDWAY MUSEUM RM Licenses LLC Lic. No. AU5311

2024-11-28 9:17 AM

Contents Issue 260

122

98 Features

128

JAGUAR D-TYPE 60 Examining the evidence behind this definitive restoration, which raises the bar for period-perfect authenticity

JAGUAR’S REBIRTH 72 Will the controversial Type 00 concept save the marque? Let the debate begin

ALFA ROMEO 8C 80 Profile of the fabled ex-Chiron and Chinetti 8C 2300 – the 1933 Spa 24 Hours winner

PORSCHE TURBOS: 50 YEARS 90 Meeting the people behind the legend, and driving five decades of Turbo progress

911 TURBO ROAD TRIP 98 3000 miles, from Minneapolis to Monterey

THE OCTANE INTERVIEW 104 Meeting ‘Mr and Mrs Tour Auto’

MERCEDES-BENZ W196R 110 It’s for sale, but how do we know it’s the real deal? Cue a trip to Stuttgart to find out

SILVER ARROWS RACERS 118 Where are they now? All is revealed

INSIDE THE SKUNKWORKS 122 The alchemy of Ric Wood Motorsport

SUPERCHARGED THRILLS 128 Rare Mini JCW GP, Polo G40 and Yaris GRMN

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Contents Issue 260

Regulars

146

EVENTS & NEWS 20 Two multi-million-dollar collections for sale; get ready for 2025 events; pictures from the International Historic Motoring Awards

COLUMNS 47 The truth according to Jay Leno, Derek Bell, Stephen Bayley and Robert Coucher

LETTERS 55 Wondering about a Wanderer

OCTANE CARS 138 Harry heads to Sant’Agata in his Countach

OVERDRIVE 146 Morgan in Scotland; hot hatch survivors

GONE BUT NOT FORGOTTEN 152 Land Speed Record daredevil Gary Gabelich

GEARBOX 154

40

152

Babs curator and historic racer Geraint Owen

ICON 156 Wimpy, home of the ’burger – and teenagers

CHRONO 158 The genius of the resonance movement

BOOKS 160 Love the vehicles from the Bond films?

Here’s the book for you. And more

162

154

GEAR 162 Four pages of lovely stuff to buy

THE MARKET 168 Insider knowledge, auction news, stats, cars for sale, plus Citroën SM buying guide

AUTOBIOGRAPHY 202 Andrea Zagato, Italian coachbuilder boss

160

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RM 65-01 McLaren W1 Skeletonised automatic winding calibre 60-hour power reserve (± 10%) Baseplate and bridges in grade 5 titanium Split-seconds chronograph Function selector and rapid winding mechanism Case in Carbon TPT® and titanium Limited edition

A Racing Machine On The Wrist

Issue 260 February 2025

WELCOME

FEATURING

FROM THE EDITOR

SIMON ALDRIDGE ‘I love studying period photographs of cars and houses to see how they looked originally. Visiting Mark Haddawy’s Mid Century home in the Hollywood hills to discuss his Jaguar D-type restoration was like stepping into one of those old photographs. Time travel is real.’

Find out more on pages 60-70.

EVAN KLEIN

When Jaguar got it right ONE OF MY earliest and happiest memories of doing this job relates to a Jaguar D-type. I was barely out of my 20s and working for a different magazine (Octane didn’t exist then) when collector Peter Neumark invited me to try his recently purchased example. It was the ex-Jumbo Goddard car, which had been turned into a sort of prototype XKSS by its gung-ho owner. Underneath some interesting roadable modifications, James Elliott, Editor in chief however, lay chassis XKC 402, aka OKV 1, aka the second example that Jaguar produced and one of the three original 1954 Le Mans team cars. In fact, with Tony Rolt and Duncan Hamilton at the wheel, it was the highest Coventry finisher that year, coming second only to the Pampas Bull and Maurice Trintignant in their Ferrari 375 Plus.

Peter thought it would be fun to test his car as purchased in its Jumbo Goddard form and then again when it had been returned to precisely as it had run at Le Mans in 1954, by his company Classic Motor Cars of Bridgnorth. That was how I came to be flying down the Craner Curves and into the Old Hairpin at Donington Park driving an even-then priceless motoring artefact that was fresh out of restoration and perfect in every way. I don’t remember a lot of things nowadays, but who needs a head full of people’s names and the like if it means forcing out a memory like that?

Anyway, the reason I mention it is not solely to flaunt my good fortune, of which there has been an abundance over the years, but to note that the consultant on that delicate project to de-Jumbo-ify OKV 1 and fastidiously return it to XKC 402 was Chris Keith-Lucas, even then the go-to guru for such racing Jaguars. And a generation on he still is. Seeing that Chris Keith-Lucas was also the consultant on the proudly pedantic re-restoration of our cover car (above) for Mark Haddawy is as fine a hallmark of quality and precision as you could ask for. That the work was carried out by the company that still bears his name (well, his initials) offers similar reassurance that Mr Haddawy can enjoy driving his D-type in California exactly as it was intended, content that not a single rivet is even a millimetre out of place.

ANDREW NOAKES ‘As a trained engineer I’ve always found the thoroughness of the Silver Arrows teams fascinating. Stirling Moss once said that if he’d suggested they try square wheels Uhlenhaut would have flicked through his notebook and said: ‘We tried that in 1938.

There was too much vibration.’

Silver Arrows: where are they now? Pages 118-120.

ADAM TOWLER ‘I love how these three tiny cars feel genuinely exotic. Athough their original price tags wouldn’t stretch beyond a handful of options on a supercar, they have a collectable quality to them. Being supercharged plays a big role in that.’

Read about three super-rare, supercharged superminis on pages 128-136.

COVER PHOTOGRAPHY EVAN KLEIN

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05-09 FEBRUARY 2025 THE PAST STILL HAS A FUTURE

PA R I S PORTE DE VERSAILLES PAV I L I O N S 1 . 2 . 3

AUCTIONS

07 FEB. 2025 RETROMOBILE.COM

#RETROMOBILE

Issue 260 February 2025

NEXT MONTH

EDITORIAL Editor-in-chief James Elliott james@octane-magazine.com

ISSUE 261, ON SALE 29 JANUARY 2025

Associate editor Glen Waddington glen@octane-magazine.com Art editor Robert Hefferon roberth@octane-magazine.com Markets editor Matthew Hayward matthew@octane-magazine.com Founding editor Robert Coucher Contributing editor Mark Dixon

JAYSON FONG

TOURING SUPERLEGGERA

PAUL HARMER

Italian correspondent Massimo Delbò Design assistance Ruth Haddock Contributor Chris Bietzk

Inquiries to info@octane-magazine.com

ADVERTISING Group advertising director Sanjay Seetanah sanjay@octane-magazine.com Account director Samantha Snow sam@octane-magazine.com

Not the Italian police…

Riccardo Patrese won the 1982 Monaco Grand Prix, but this Lamborghini Countach safety car was the real star

Plus Maserati 3500 GTI Touring Back to the carrozzeria for a perfect restoration Alpina B6 3.5 S Fancy six cylinders in your E30 M3?

Stunning 7/8-scale Corvette Tribute to Dave MacDonald’s notorious racer South American adventure Up a 6000m volcano – in a 1974 Mini 1000 (Contents may be subject to change)

Dealer account manager Marcus Ross marcus@octane-magazine.com Lifestyle advertising Sophie Kochan sophie.kochan2010@gmail.com Advertising inquiries Tel: +44 (0)1628 510080 Email: ads@octane-magazine.com

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This issue on sale 24 December.

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B:228 mm T:222 mm S:196 mm

AUCTIONS & PRIVATE BROKERAGE

GOODINGCO.COM

+1.310.899.1960

1972 MASERATI GHIBLI 4.9 SS SPIDER Offered with Hard Top Restored in Its Original Color Scheme of Oro Longchamps Retains Matching-Numbers Engine

I

I

2007 FERRARI F430 GTC Campaigned by BMS Scuderia Italia in the 2008 and 2009 FIA GT Championships

1967 MERCEDES-BENZ 300 SE CABRIOLET Show-Quality Restoration by Marque Specialist Robert Platz

B:291 mm

T:285 mm

S:256 mm

1953 BENTLEY R-TYPE CONTINENTAL FASTBACK Left-Hand Drive and Center Shift Two Owners from New Current Family Ownership Since 1956 Chassis BC17LB

I

I

NOW INVITING CONSIGNMENTS

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CONTACT OUR SPECIALISTS TO LEARN MORE INQUIRY@GOODINGCO.COM

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PEBBLE BEACH AUCTIONS LONDON AUCTION

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479744

DATE

Bleed 228 mm w x 291 mm h Trim 222 mm w x 285 mm h 196 mm w x 256 mm h Live

FINAL

12-6-2024 1:30 PM Revisions

Notes Int'l ISSUE: RHP/Feb 2025, On Sale 12/27 Due: Dec 4 150 Line Screen PDFX1A 7MB limit Ship: elaine@hothousemedia.co.uk

Production Artist Production Manager Proofer 1 Proofer 2 Project Manager

GCO_Octane_Feb_RHP_01.indd

MERCEDES-BENZ

A 49,750KM PRESERVATION CAR IN FIRST SWISS OWNERSHIP FOR 38 YEARS

KIDSTON S.A. 7 AVENUE PICTET DE ROCHEMONT, 1207 GENEVA, SWITZERLAND TEL+41 22 740 1939 WWW.KIDSTON.COM

ROADSTER

The Month in Pictures

Ignition E V EN T S + NE WS + OPINION

International Historic Motoring Awards 22 November Nearly 400 of the classic car world’s guiding lights gathered at The Peninsula London for the International Historic Motoring Awards Presented by Lockton. The 16 trophies honoured excellence (see Octane 259 for the winners), culminating in Car of the Year, voted for by you and awarded to Fritz Burkard’s Pebble Beach-winning Bugatti Type 59 (far right, middle), and the Lifetime Achievement award, which went to Sylviane and Patrick Peter (see page 104). Octane contributor Rowan Atkinson (bottom right) welcomed guests, and the evening was hosted by Amanda Stretton.

Ed Datsun / Thomas Alexander

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Ignition The Month in Pictures

CLOCKWISE, FROM TOP LEFT

Carol Spagg introduced her friends Sylviane and Patrick Peter, who were presented with their Lifetime Achievement award by their three sons.

There was space in the Peninsula’s ample courtyard for special cars, including an Ecurie Ecosse C-type.

Octane sponsored the Bespoke Car of the Year award, which was won by Audi Tradition and Crosthwaite & Gardiner for the Auto Union Type 52 Schnellsportwagen.

The Saoutchikbodied Talbot-Lago T26 Grand Sport (Octane 259) won Restoration of the Year sponsored by Classic & Sports Finance for Robert Kudela and Chropynska.

The Breakthrough Event shortlist included ModaMiami and Concours of Elegance Germany, but the winner was India’s Oberoi Concours d’Elegance.

Arjun Oberoi himself collected the award.

Amanda Stretton again hosted the awards, flanked by a gospel choir that provided unique ‘walk-up’ music for the winners.

Richard Hammond in conversation with vlogging and social media sensation Supercar Blondie (aka Alex Hirschi).

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© Kevin Van Campenhout

1955 Mercedes-Benz 300 SL Gullwing

RÉTROMOBILE 2025 The Official Sale Online Catalogue:

Auctions: 7 & 8 February 2025 Rétromobile Show Paris Expo - Porte de Versailles 75015 Paris

Contact: +33 (0)1 42 99 20 73 motorcars@artcurial.com artcurial.com/motorcars

Ignition The Month in Pictures

Rally of the Tests 7-10 November The Volvo PV544 crew of Dan Willan and Niall Frost took an astonishing third consecutive win on HERO-ERA’s three-day/one-night, 34-test and 24regularity, 800-mile rally from Darlington to Windermere via Edinburgh. Paul Crosby and Ali Procter came a battling second in their Mini Cooper S, with 2021 winners Paul Dyas and Martyn Taylor third in another Volvo PV544.

Will Broadhead

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1958 BMW 507 Series II Roadster Estimate: $2,100,000 - $2,300,000

2003 Aston Martin DB AR1 Estimate: $275,000 - $325,000

1948 Alfa Romeo 6C 2500 Super Sport Touring Coupe Aerlux Estimate: $300,000 - $350,000

THE AMELIA AUCTION

1992 Porsche 911 Turbo Estimate: $350,000 - $450,000

Ignition The Month in Pictures

CLOCKWISE, FROM TOP

Wyedean Stages Rally 16 November

Barry StevensonWheeler and John Pickavance were just outside the overall top ten in their Ford Escort Mk2 when a dry Forest of Dean hosted this rapid event. Young Tom Llewellin (Escort Mk2) claimed overall historic victory as well as a superb fourth overall.

Ben Lawrence

Classic Car Show Brussels 15-17 November

Most intriguing car in the Autoworld Museum’s special celebration of Maserati at 110 was this spectacular two-tone 1954 Pininfarina Maserati A6/GCS Berlinetta with lowered roof.

Because Pininfarina was under contract to Ferrari, the project was completed by Guglielmo ‘Mimmo’ Dei of Rome, the appointed Maserati dealer.

Mario Laguna

Walter Hayes Trophy Meeting 2-3 November

Held at Silverstone, the Ginetta Junior Winter Series finale was won by Colin Cronin from rookie Joseph Smith and Alfie Slater.

Peter McFadyen

Auto e Moto d’Epoca 24-27 October

Now settled in Bologna Exhibition Centre, the huge indoor show where everything is for sale continues to impress.

Jonathan Sharp 26

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traditional values modern thinking Sea and Air Freight

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Ignition The Month in Pictures

FROM TOP

Alfa Revival Cup Round 6 1-3 November

Davide Bertinelli took the round and the championship when the Canossa Events series arrived at the Misano World Circuit for its final outing of the season. Bertinelli had a four-point deficit going into the round but took his first championship from Emilio Petrone and Giacomo Barri in second, and Francesco Pantaleo and Antonio Crescenti in third.

Canossa Events

1000 Miglia Experience China

12-13 November Classic cars gathered in the Tianhui Plaza before four days and about 1000km of rallying in China.

The inaugural event, which visited some 11 cities and had six classes, was won by the San MarinoLuxembourg crew of Galloni and Wetz in their 1948 Alfa Romeo 6C 2500.

1000 Miglia

Rally Anglo Caledonian

23-24 November Seb Perez won both parts of the final double-header of the 2024 British Historic Rally Championship to underline his status as champion.

The Rally Anglo Caledonian ran across the weekend from a base in Carlisle and used special stages in Kielder on the Saturday and southern Scotland on the Sunday.

Ben Lawrence

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CLASS WINS AT PEBBLE BEACH AND VILLA D’ESTE

1956 MASERATI A6G ZAGATO

■ One of just twenty A6G 2000 Zagato Berlinettas ■ Pebble Beach and Villa d’Este class wins ■ New to California and lifetime U.S. resident ■ Multiple Mille Miglia appearances ■ Offered for the first time in 30 years, at home in the world’s greatest collections

14 Queens Gate Place Mews London SW7 5BQ T: +44 (0)20 7584 3503 W: www.fiskens.com E: cars@fiskens.com

Ignition Events

Dates for your diary 31 January – 2 February Bremen Classic Motor Show All eras and most marques are represented at the Bremen show, which is attended by more than 700 exhibitors.

classicmotorshow.de

2 February Motorcar Cavalcade At the Miami Turnberry resort in Florida, cars contest classes themed by design features – so there’s one class for cars with noteworthy engines, another for cars with extraordinary dashboards, and so on.

motorcarcavalcade.com

2 February Classic Motor Hub Bibury Coffee & Classics

The ICE St Moritz, 21-22 February | Image: The ICE St Moritz

1 January

11-12 January

23-26 January

February’s Coffee & Classics event will see classic military vehicles of all types descend on the Classic Motor Hub in Bibury.

Brooklands New Year’s Day Classic Gathering

VSCC Measham Rally

Cavallino Classic

classicmotorhub.com

The UK’s biggest New Year’s Day meet, with over 1000 classic cars, live music and a barbecue.

The VSCC’s famously testing overnight navigation rally, run this year on the winding roads of rural Leicestershire.

brooklandsmuseum.com

vscc.co.uk

In Palm Beach, Florida, Gilded Age mansion The Breakers hosts a Ferrari-only concours before classics and sports cars of all types mass at Mar-a-Lago resort.

1 January

12 January

Vintage Stony

Traversée de Paris

26 January

Despite the name, this event in Stony Stratford, Bucks, attracts mid-century and modern classics as well as vintage cars and bikes.

Vehicles start leaving at 2pm, so don’t roll out of bed too late!

Classic vehicles trundle across Paris, following a route that takes them past many of the city’s world-famous landmarks.

VSCC New Year’s Driving Tests

vincennesenanciennes.com

cavallino.com

Held to raise money for a local children’s hospital, this relaxed event in Fountain Hills, Arizona, always boasts a diverse field: among the concours classes are one for military vehicles and another for cars powered by alternative fuels.

26-31 January

5 January Bicester Heritage January Scramble

The Classic Motor Hub hosts its first gathering of the year.

Bicester Heritage’s first Scramble of 2025 is set to include ‘Class of the Field’, a display of interesting vintage tractors.

classicmotorhub.com

bicesterheritage.co.uk

29 January – 5 February

The motorsport show returns to Birmingham’s NEC, where the main attraction will be a huge display celebrating 75 years of F1.

Ahead of the 30th edition of Interclassics Maastricht, the organisers asked the public to vote for their favourite car from Interclassics shows past.

The winner was a Ferrari 250GT SWB, which will accordingly take centre stage again in 2025.

autosportinternational.com

interclassics.events

acm.mc

Autosport International

retromobile.com

vscc.co.uk

Classic Motor Hub Bibury Coffee & Classics

9-12 January

This time round the Paris show will pay special tribute to the wonderful Citroën DS, which turns 70 in 2025.

15 February

12 January

Interclassics Maastricht

Rétromobile

Tricky tests await members of the VSCC at Brooklands Museum.

vintagestony.co.uk

16-19 January

5-9 February

The Winter Trial A new 2500km route will take crews through Austria to Italy and the Czech Republic. Those who sign up for the tougher Trial Class will venture into Slovenia, too, to tackle a night section.

classicevents.nl

Rallye Monte-Carlo Historique Crews set out from cities across Europe and convene in the French department of Drôme before motoring towards Monaco on spectacular and often snow-covered roads.

Concours in the Hills

concoursinthehills.org

15 February VSCC Exmoor Fringe Trial The VSCC’s 2025 slate of trials begins with a trip to the forests and muddy fields of Exmoor.

vscc.co.uk

16 February – 7 March Pearl of India It’s impossible to see all of India in just a few weeks, but

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the entrants on this rally will experience more of the country than most tourists as they drive a 6000km loop that begins and ends in Mumbai.

21-23 February Salão Motorclássico

17 February – 3 March

Held in the Portuguese capital, Lisbon, at an exhibition centre that began life as a naval ropemaking factory, and headlined this year by displays celebrating the Fiat 600 and the Citroën DS.

Sri Lanka Classic

motorclassico.com

hero-era.com

Twenty-five crews will spend 15 days motoring in Sri Lanka, a 1750km route taking them clockwise around the country from Waikkal to Colombo via national parks that are home to elephants and leopards.

destination-rally.com

21-22 February International Concours of Elegance St Moritz The ‘ICE’ St Moritz is held on Lake St Moritz, which by February is frozen to a depth of around 60cm. Classes at the 2025 event will include one for concept cars and one for barchettas.

theicestmoritz.ch

21-23 February Race Retro Competition cars fill the exhibition halls at Stoneleigh Park in Warwickshire, where the static displays will as ever be complemented by thrilling demonstration runs on the Live Rally Stages outside.

raceretro.com

21-23 February

22 February The Pomeroy Trophy Entries spanning a century of car design compete against one another in this handicap event, which begins with a series of driving tests and concludes with a 40-minute blast around the Grand Prix Circuit at Silverstone.

vscc.co.uk

22-26 February Rallye Neige et Glace Based in the French village of Malbuisson, this one very much does what it says on the tin, serving up wintry entertainment for crews in two classes – Regularity and Discovery.

zoulouracingheritage.com

27 February – 2 March Retro Classics Stuttgart Around 90,000 petrolheads flock to Stuttgart each year for this show, which welcomes everything from iconic racecars to scooters.

retro-classics.de

28 February – 2 March

Classic Madrid

Sydney Harbour Concours d’Elegance

Spain’s biggest classic car show returns to the Crystal Pavilion at the Casa de Campo park in the western part of Madrid.

Australia’s finest classics gather at Cockatoo Island, a UNESCO World Heritage Site close to the Sydney Harbour Bridge.

salonclassicmadrid.com

sydneyharbourconcours.com.au

BOOK NOW! Some of these events may seem a long way off, but you need to secure your place and travel plans now to take part Coppa della Alpi 12-16 March A winter run again after the May outing in 2024, it will feature 94 time trials and eight regularities in three legs from Italy via Switzerland to Austria. Open to pre-1990 cars.

1000miglia.it

Rallye Dubrovnik > Venise 19-25 April Starting in Croatia and heading up the Adriatic coast to the Italian city via Ljubljana, this event costs €16,350 per car and promises the best roads of Croatia and Slovenia.

Open to post-1950 classics and selected modern sports cars. rallystory.com

Driver’s Rally Cap Corse 28 May – 1 June Open to all cars and, at less than 200km a day, offering time to take in Corsica’s sensational scenery. All based at the four-star Hotel Castel Brando in Erbalunga. driversrally.com

Modena Cento Ore 5-11 October Celebrating its 25th anniversary, the 2025 Modena Cento Ore (above) takes in Vallelunga, Magione, Mugello, Misano and Imola circuits plus ten special stages. Limited to just 100 cars each in competition and regularity classes, it will be flagged off from Rome and finishes in Modena. canossa.com

Badawï Trail to the Last Oasis 28 March – 16 April 2026 Details are still being finalised, but the groundbreaking 2023 event was the first historic rally to traverse previously forbidden areas of the Kingdom of Saudi Arabia. hero-era.com Rallye Monte-Carlo Historique, 29 January – 5 February | Image:Julien Perez Alonso

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Ignition Events

includes an evening at the Lowell Observatory, where Clyde Tombaugh was working when he discovered Pluto in 1930.

mensartscouncil.com

6-9 April Coast to Coast Tour A three-day drive around Devon and Exmoor, the route including the famous Porlock Hill toll road, once part of the RAC Rally.

cctmk.co.uk

6-14 April Goodwood Members’ Meeting Tour VIP access to the Members’ Meeting is the main attraction, but the programme also features a track day at Goodwood and excursions to places including the McLaren factory.

WinteRace, 13-15 March | Image: WinteRace Srl

Get out there!

audrainmotorsport.com

7-12 April

There are dozens of tours and rallies on the calendar for 2025. We’ve done the easy bit by listing some here; you have the trickier task of choosing between them all Multiple dates from February to December

Tour Auto One of the great driving events, starting in Paris and finishing this time in Nice, and featuring four track races in-between, at venues including Dijon-Prenois and Charade.

competing not only for bragging rights, but also for a guaranteed entry in the 2026 Mille Miglia.

before the finish in Paris, where an awards lunch is held aboard a boat on the Seine.

1000miglia.it

rallystory.com

10-13 April

13-15 March

28-30 March

WinteRace

Generations Rally

7-9 March

A field of 70 pre-2000 cars; an expertly plotted, 460km route through the Dolomites and part of Austria; and heaps of snow.

A Novice Trial

winterace.it

Based in Harrogate and designed to introduce youngsters to the joys of endurance rallying, this event is exclusively for multigeneration crews.

A regularity rally that pays tribute to the Milano-Sanremo races of old. This year’s event begins with scrutineering at Monza Circuit, where crews will be able to drive some practice laps before they head to the official start at Lake Iseo, home of iconic boatbuilder Riva.

La Carrera Costa Rica An arrive-and-drive event in one of the most biodiverse countries on Earth, with a schedule that includes a sightseeing flight and a boat trip to the Mogos Islands.

rally-rally.com

Based at Hellidon Lakes Hotel in Northamptonshire and the ideal introduction to regularities, driving tests and Tulip books.

Training sessions are held on the first two days, and the event concludes with a 65-mile rally.

hero-era.com

12-16 March Coppa delle Alpi This regularity rally heads north from Brescia into the mountains of Italy, Switzerland and Austria.

Crews in eligible cars will be

13-16 March

rallytheglobe.com

Un Homme, Une Femme

3-6 April

A relaxed tour for couples in classic and modern GTs, beginning in Florence.

The Flying Scotsman

15-16 March

Pre-’48 cars cross the North York Moors and the Pennines before tackling the Scottish portion of a route that finishes, in keeping with tradition, at Gleneagles.

Rallye de Paris

hero-era.com

happyfewracing.com

Sports cars built between 1950 and the present day are given a proper workout on a rally that visits the Bugatti Circuit at Le Mans and Montlhéry Autodrome

5-9 April Copperstate 1000 Crews in pre-’74 cars explore Arizona. This year’s itinerary

peterauto.fr

Coppa Milano-Sanremo

milano-sanremo.it

17-22 April The Japan Driving Experience Organised by The Peninsula Hotels group (the folks behind the prestigious concours The Quail), this tour begins in Tokyo and takes crews out towards Mount Fuji before ending with a visit to the incredible private racetrack at Magarigawa Club.

peninsula.com

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Ignition Events

Mille Miglia, 17-21 June | Image: 1000 Miglia Srl

12-15 May

1-19 June

Vintage Shamrock

Trans-Africa

Pre-’46 cars explore Ireland on beautiful, winding roads, tackling a number of regularity sections and special tests along the way.

A 5500km drive through Namibia, Angola, Botswana, Zambia and Zimbabwe in a Kalmar-prepped, Safari-spec Porsche.

rallytheglobe.com

jankalmar.com

17-22 May

6-8 June

Rallye des Princesses Richard Mille

Grand Prix Bordino

The route for the 2025 edition of the popular, ladies-only regularity rally is still under wraps, but it will begin in Paris, as always.

A tour of Italy’s Monferrat region, including excursions to vineyards and castles plus a parade of the participating cars in the town of Casale Monferrato.

peterauto.fr

pbordino.com

27 April

7-22 May

17 May – 22 June

17-21 June

Sunday Lunch

California Dreamin’

Mille Miglia

A day trip to the north of France, including a three-course lunch at one of the region’s châteaux.

A two-week driving tour taking in some of the most famous spots in California and Nevada, beginning in San Francisco and heading on to LA, Las Vegas, Death Valley and Yosemite National Park.

Peking to Paris Motor Challenge

fantasticroads.com

27 April – 1 May California Mille Just as the original Mille Miglia inspired today’s regularity rally, the regularity rally inspired this US event, first held in 1991.

The route for 2025 runs between Half Moon Bay and Calistoga.

fantasticroads.com

7-30 May

The biggest challenge in endurance rallying sees crews follow in the tyre tracks of the loons who raced 15,000km from China to France back in 1907.

New for 2025 is an invitation class for classic 4x4s.

hero-era.com

Japan Classic

21-29 May Pyrenees XL

1-4 May

A journey through Japan from Kobe to Nieseko, with a schedule designed to give the crews time to enjoy the country’s historical sites and natural wonders.

Le Flair

destination-rally.com

californiamille.com

Crews in classic and modern cars tackle regularity sections and time trials on the roads around Lake Geneva, retiring in the evenings to the ritzy Le Mirador Resort & Spa.

le-flair.com

2-4 May Spitfire Scramble A two-day rally based at Sywell Aerodrome, where crews will be put up in The Aviator, a hotel that served as an officers’ mess during World War Two and which is noted for its Art Deco interior.

8-11 May Terre di Canossa The programme for 2025 consists of three loops through the most picturesque parts of Tuscany, each one bringing the crews back to the seaside town of Punta Ala.

Spa Classic Weekend

Durbuy Rally

classictravelling.com

Best of Peru

zoutegrandprix.be

sceniccartours.com

22-26 May

8-11 May

terredicanossa.canossa.com

2-17 May After collecting their hire cars in Lima, the crews will begin an unforgettable journey around southern and central Peru that includes stops at Lake Titicaca, Colca Canyon, the Rainbow Mountain and Machu Picchu.

bespokerallies.com

A 150-mile first leg beginning in Calais takes crews across France to Belgium and the Spa Classic, where there will be a chance to drive some parade laps before settling in to watch the racing.

The pocket-sized Belgian city of Durbuy hosts a regularity rally for cars built between 1920 and 1975.

There’s a Touring class for those who want to take part but who would prefer not to have to keep one eye on the stopwatch.

bespokerallies.com

A supersized version of an event previously organised by Bespoke Rallies, this time running all the way from the east of the Pyrenees to the west, and crossing from Spain into Andorra.

11 May

25-28 May Corsa Italia Crews will drive four loops through Tuscany, returning each night to the same luxury hotel.

classicevents.nl

28 May – 1 June Driver’s Rally Cap Corse

At once a hotly contested regularity rally and a moving motor show made up of cars of a type that competed in the Mille Miglia road races held in Italy between 1927 and 1957.

1000miglia.it

19-23 June Chinon Classic Tour A trip across the Channel to the Chinon Classic, at which the crews will have the chance to drive demonstration laps.

classicgt.co.uk

21-29 June The Great Race More than 120 crews – all chasing a cash prize as well as a good time – contest a regularity rally starting in St Paul, Minnesota, and finishing nine days later in Lake Murray, South Carolina.

greatrace.com

21 June – 1 July Grand Tour of Iceland Crews in hired 4x4s drive right around Iceland on the country’s ring road, stopping to marvel at famous sights including Lake Mývatn and to head out to sea on a whale-watching cruise.

sceniccartours.com

22 June – 3 July Carrera Andalucia

Just one of a dozen regional tours set to be run by the VSCC in 2025. Keep an eye on the club’s website for details of the rest.

Corsica’s unspoilt Cap Corse peninsula is the focal point of a 600km route designed to delight drivers of classic and modern cars alike.

A 2200km regularity rally in Spain’s southernmost region, featuring several special tests at racetracks, and plenty of opportunities to enjoy the excellent local cuisine.

vscc.co.uk

driversrally.com

rallytheglobe.com

VSCC Suffolk Tour

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Ignition Events

23-26 June

30 June – 8 July

17-27 August

Alba Classic Treasures

British Classic Car Meeting St Moritz Tour

Ardennes and Eifel Tour

Organised by the Automobile Club Villars in Switzerland, this new tour starts on the club’s home turf but ventures into beautiful north-western Italy, finishing in Piedmont.

acvillars.com

26 June – 14 July White Nights

Classic Travelling leads crews to Switzerland for a driving tour and to attend the BCCM, which sees over 100 British classics gather in St Moritz. The crews will join the BCCM rally, and show their cars at the concours d’élégance.

classictravelling.com

A trip to the northern reaches of Europe, where the sun barely sets during the summer months. From Copenhagen in Denmark, the crews will head for the Arctic Circle, driving through Sweden, Finland and Norway, and finishing in Oslo. For part of the trip, the crews will stay aboard a cruise ship, disembarking each morning in their cars and chasing it down again by the evening.

3-6 July

bespokerallies.com

‘Driving in the last paradise’: a regularity rally contested on gorgeous roads around Gröbming in the mountainous Austrian province of Styria.

27 June Hope Classic Rally Entrants enjoy a tour of the Surrey countryside, each driver taking the wheel of a tasty classic car lent to the event by a generous owner. The Rally raises money for WeSeeHope, a charity helping children in sub-Saharan Africa.

hopeclassicrally.org

28 June – 1 July

Le Mans Classic Tour Following a welcome dinner at the Reims HQ of Champagne house Taittinger, participants will take a scenic route to Le Mans, where they’ll have VIP access to the Le Mans Classic.

thefastlaneclub.com

16-19 July Ennstal Classic

ennstal-classic.at

24-27 July Coppa d’Oro delle Dolomiti The mountain resort of Cortina d’Ampezzo hosts a regularity rally for pre-’72 classics.

coppadorodelledolomiti.it

L’Échappée Alpine

5-8 August

Ups and downs abound on this rally in the Savoie and HauteSavoie departments of France: the route includes no fewer than 22 mountain passes.

Suffolk Cloverleaf

zaniroli.com

rallytheglobe.com

Based at Kesgrave Hall outside Ipswich, this lighthearted rally eschews traditional competition in favour of fun team challenges.

Run mainly in Belgium and Germany and including a visit to the Mahymobiles museum, which houses a selection of cars from the extraordinary, 1000-strong collection built up by the late Ghislain Mahy.

cctmk.co.uk

21-24 August Passione Engadina Based in St Moritz and with a oneday, ladies-only rally in addition to the main two-day event.

Porsche is the featured marque this year, meaning its cars will make up one third of the field.

passione-engadina.ch

6-11 September The Derek Bell Tour A jaunt through parts of Croatia, Slovenia and Austria, led by Octane columnist and five-times Le Mans winner Derek Bell.

v-events.co.uk

8-13 September Colorado Grand Pre-’61 cars set out from Vail for a 1000-mile blast through the stunning Rocky Mountains.

co1000.com

12-24 September

classicgt.co.uk

18 September – 16 October Islands of Japan Marathon It will take crews four weeks to complete the planned 7000km route through Japan’s four largest islands. The action starts in Sapporo, host city of the 1972 Winter Olympics, and finishes in subtropical Fukuoka.

rallytheglobe.com

19 September – 11 October Monaco to Athens Participants will experience 11 countries as they motor north from Monaco into the Alps and then down the Adriatic coast towards Athens.

destination-rally.com

26-28 September The Founders’ Run Pre-war vehicles (motorcycles and cars are equally welcome) putter from Figueira da Foz to Lisbon, approximating the route taken by Portugal’s first motor race back in 1902.

fundadores.pt

A Taste of Spain

27-28 September

A 13-day tour of Spain’s Basque country, including a rest day to explore the delightful little city of San Sebastián.

Ardennen Rennen

fantasticroads.com

ardennenrennen.be

Air-cooled Volkswagens and Porsches are hustled through the Belgian Ardennes.

13 September

27 September – 1 October

Little Devils Tour

Grand Prix de Champagne

Short and sweet, offering crews the chance to sample classic road-rally routes in Cumbria and Lancashire before pressing on into the Yorkshire Dales.

A rally through France’s most famous wine region, including, naturally, a tasting session at the headquarters of a renowned Champagne producer.

cctmk.co.uk

classicevents.nl

14-19 September

28 September – 21 October

Classic Marathon

The Solent to the Sahara

Running (at a fair old clip) from Divonne-les-Bains to Biarritz, on roads not driven by Classic Marathon crews since 2010.

Circuit des Remparts Tour

UK-based entrants will catch a ferry from Portsmouth to either Bilbao or Santander to begin this tour, which sandwiches an adventure in Morocco – including a stay in a luxury desert camp – between two well-thought-out legs in Spain.

St Malo to Angoulême, arriving

sceniccartours.com

hero-era.com

17-22 September The Founders’ Run, 26-28 September | Image: Corrida dos Fundadores

at the walled French city in time for the start of one of the most entertaining historic motorsport events on the calendar, the Circuit des Remparts.

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28 to 30 March 2025

12 to 15 May 2025

Exclusively for crews from different generations.

Sixth running of this hugely enjoyable pre-war car only event. Stunning Irish scenery, hospitality and charm.

This time based in North Yorkshire.

22 June to 3 July 2025 Smooth traffic-free roads, olive groves, high mountain ranges and fine sea views are on the menu during our sixth Carrera, with Tests on local circuits adding spice. We start and finish in Málaga for sociable days and twelve nights of exceptional hotels.

18 September to 16 October 2025 We will embark on our third Marathon rally in Autumn 2025. An incredible, month-long journey with time to explore the cultural and topographical landscapes of Japan.

Sponsored by:

For full details see www.rallytheglobe.com or contact us on info@rallytheglobe.com or +44 113 360 8961 Subject to change

RtG Octane Programme advert - 2025.indd 1

Images: shutterstock.com, gerardbrown.co.uk & K-Design

06/11/2024 16:33

Ignition Events

3-25 October Amazon Adventure The crews will begin their trip in Suriname and cross into French Guiana before heading deep into the Amazonas region of Brazil for a once-in-a-lifetime driving experience.

bespokerallies.com

5-11 October Modena Cento Ore A thrilling 1000km rally, starting in Rome and featuring circuit races at tracks including Mugello and Imola before the finish at Modena in Italy’s ‘Motor Valley’.

modenacentoore.canossa.com

9-12 October Zoute Rally This rally through Flanders Fields and the Dutch polders is part of the Zoute Grand Prix in Belgium, and those taking part will have access to the GP’s other events.

zoutegrandprix.be

16-19 October Targa Florio Classica

Badawï Trail to the Last Oasis, 28 March – 16 April 2026 | Image: Blue Passion Photo

Further ahead Intrepid adventurers, start preparing now for these

Mercifully less strenuous than the original Targa Florio, this regularity rally allows crews time to enjoy Sicily’s scenery and food as well as its roads.

overseas tours and rallies, all set to take place in 2026

targa-florio.it

Sri Lanka Classic

6-9 November RAC Rally of the Tests Windermere to Llandudno this time, and with 22 regularity sections and 30 special tests to keep crews on their toes from start to finish.

hero-era.com

6-19 November Namibia Tour Participants will climb into their rented 4x4s in Windhoek and begin a 1600-mile journey that will take them from otherworldly deserts to game parks teeming with wildlife.

classictravelling.com

6-9 December Le Jog The famous Land’s End to John O’Groats Trial was absent from the calendar in 2024, but it’s back to reclaim its place as ‘the hardest endurance rally in Europe’.

hero-era.com

Zimbabwe, Mozambique and Eswatini, and featuring a visit to Victoria Falls and a cruise on Lake Kariba.

destination-rally.com

June (dates TBC) 19 January – 2 February Twenty-five crews motor around beautiful Sri Lanka, a 1700km route taking them clockwise from Waikkal to Colombo via national parks that are home to elephants and leopards.

destination-rally.com

5 February – 1 March New Zealand Two-Island Tour Crews will start in Auckland and explore the North Island first – including, for fans of the Lord of the Rings, the famous ‘Hobbiton’ film set. On day 11 they’ll catch a boat to the wilder South Island, where time will be made for whale-watching trips and flights over the spectacular Fox and Franz Josef glaciers.

sceniccartours.com

28 February – 19 March

Magical Madagascar The tour is timed so that the participants arrive in Jaipur in time for Holi, the famous Hindu ‘festival of colours’.

28 March – 16 April

Crews explore the world’s fourth-largest island, from the mangrove swamps to the highlands, in the company of lemurs, giant baobab trees and all sorts of other flora and fauna only found there.

Badawï Trail to the Last Oasis

bespokerallies.com

bespokerallies.com

This Arabian adventure begins in Jeddah, on the Red Sea, and takes crews through the jawdropping mountains and sands of Saudi Arabia before crossing into the UAE and Oman.

hero-era.com

18 April – 10 May The Best of Japan A leisurely tour of Japan’s four main islands and sights – those including, of course, the pretty blossoms that decorate Japan’s many cherry trees each spring.

sceniccartours.com

Royal Rajasthan

28 April – 26 May

A drive around India’s largest state, known for its tiger reserves and for the Thar Desert, over 60% of which lies within Rajasthan.

Trans-Africa Rally Following a horseshoe-shaped route through South Africa, Namibia, Botswana, Zambia,

22 October – 21 November Grand Prix of South America Just like the 10,000km road race staged back in 1948, this rally will begin at midnight in Buenos Aires, with the route running north into Bolivia, Peru, Ecuador and, finally, Colombia, ending in Cartagena on the Caribbean.

bespokerallies.com

2-28 November Gaucho Trail Motor Challenge An 11,000km epic running through Uruguay, Brazil, Paraguay, Bolivia, Chile and Argentina. The crews will follow a route devised by rally driver and adventurer Kim Bannister, who has blazed many a trail across South America.

hero-era.com

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The world's foremost global historic motoring events company, running rallies in short, medium and long distance form for classic and vintage cars.

Visit our website and choose your next adventure:

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06/12/2024 15:33

Ignition News

Museum to sell $100m of its non-Indy cars Three sales, packed with super-rare treasures, to include Silver Arrow (see p110), GT40 and Ferrari 250LM

THE SALE OF an estimated $100million of cars from the Indianapolis Motor Speedway Museum is to futureproof the facility and refocus it on its core purpose, according to IMSM president Joe Hale. The news comes following the announcement of the sale of the ex-Fangio and Moss Mercedes W196R streamliner that was donated to the museum in 1965.

Turn to page 110 for Octane’s unique access to the incredible car that will be sold by RM Sotheby’s on 1 February.

Perhaps it’s unsurprising that the media lens focuses on the Mercedes, given the column inches devoted to the €135m raised when the Uhlenhaut Coupé was sold in 2022, yet the streamliner is just one of a stellar line-up to go under the hammer in Paris during Rétromobile week and in Florida during the second running of ModaMiami at the end of February.

If all the cars reach their lower estimate, they will amass a further $50m on top of the price of the Mercedes. They are the Masten Gregory and Jochen Rindt 1965 24 Hours of Le Mans-winning Ferrari 250LM

(chassis 5893, est €25m+); Holman-Moody 1966 Ford GT40, ex-Sebring and Le Mans (chassis P/1032, est $8-11m); Zora Arkus-Duntov’s legendary 1957 Chevrolet Corvette SS Project XP-64 ($5-7m); 1991 Benetton B191 (B191-08, $600-800,000); 1930 Bugatti Type 35B Grand Prix (694, $1-1.8m); 1965 Spirit of America – Sonic 1, ex-Craig Breedlove record-breaker (£500,000-1m); 1908 Mercedes 17.3-litre 150HP ‘Brooklands’ Semmering Rennwagen ($7-9m); 1907 Itala 120HP works racer ($2-3m); 1911 Laurin & Klement Type S2 Sportswagen ($100,000150,000); and 1911 Mercedes 22/40HP ‘Colonial’ Double Phaeton ($150,000-200,000).

The Mercedes-Benz W196R will be sold at the company’s museum in Stuttgart on 1 February, the Ferrari 250LM is going to be auctioned in Paris on 5 February, and the remainder will be sold at ModaMiami. In total, 11 cars are going to auction.

Although the proceeds cannot be spent directly on the redevelopment of the museum, the sales will raise vital cash to take care of the existing

Above and below Le Mans-winning LM expected to be the biggest lot by far after the Silver Arrow; the line-up includes a Holman-Moody GT40 with Le Mans and Sebring history.

collection and increase the number of exhibits ahead of its 50th anniversary in 2026.

However, there are separate plans to redevelop the museum, which was closed to the public in May 2024 for a complete rework.

Joe Hale said: ‘It hadn’t changed too much from when it was built.

We thought it needed to be brought into the 21st Century, and to be what a museum should be today: not only educational, but also entertaining, immersive and participatory.

‘There will be much more of a focus on storytelling. You’ll come in and go down Gasoline Alley, and you’ll see seven garages that represent seven different eras of the race here, from 1909 to the

present day. You’ll see the evolution of technology, the evolution of design. These garages will be exact replicas: the tools, everything in them, will be replicas from that era of the 500 so you’ll get a sense of history walking through.

‘Then you’ll turn the corner, and there’s a 20ft wide by 80ft long LED screen in front of you and above you. It will give you the experience of what it’s like to be on the track on race morning, from 6am when the cannon goes off until “Drivers, start your engines” at 11:45am, so you’re really going to get an immersive experience. When the engines start, you will feel them start.’

Following instructions from landlord Roger Penske to double the size of the museum, the buildings will be remodelled to include a new mezzanine that will showcase the latest Indy winners as well as the other events held at The Brickyard. The

‘The board decided to de-assess those cars that didn’t have anything to do with

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ECCLESTONE SELLS £300M OF FI CARS Mr F1 will part with 69 single-seaters collected over 50 years

museum is also to open up its previously off-limits basement, which holds some amazing cars and will now be accessible as a part of the wider museum.

It will consist of two galleries that can be combined into one, and its first exhibit will be of four-time Indy winners.

Some 24 winning cars will be on display, as well as interactive features to show visitors what it’s like to prepare a car for the 500 and run one in the race. The Penske Gallery will display six cars while tours will take a lap of the track (when it isn’t active), and the second phase of development will include a live workshop and restoration facility. All these capital projects must be funded separately.

Hale said that phase one was on schedule to open on 1 April 2025 and that the pathway to selling the cars started in 2017.

‘We had a lot of cars, many of

them were valuable, and what the board decided to do was de-assess those cars that didn’t have anything to do with the 500 and focus on cars that do.

‘We haven’t had a bad reaction [to the car sale] but it’s taken a lot of time to explain that, yes, we could be receiving a substantial amount of money, and that we’re going to put most of it into an endowment, and that’s going to ensure the future of this museum for generations.

‘We can’t use the proceeds to build a new museum, but they will go to the care of the collection and to enhance it.

We hope to buy more Indy-winning cars, and artefacts from underrepresented areas of the race.

And then this restoration shop, which will be our next phase, will really care for the collection in a better way than we’ve been able to in the past.’

the 500 and focus on those that do’

The former Formula 1 impresario Bernie Ecclestone is selling 69 Grand Prix and F1 cars from the private collection he painstakingly assembled over half a century. Among the single-seaters being sold are Ferraris raced by legendary drivers such as Mike Hawthorn, Niki Lauda and Michael Schumacher, while Brabham, the marque that helped catapult Ecclestone to the top, is well-represented, too. Many of the Brabhams have never previously been sold and for many the star car will be the one-off Gordon Murray-designed Brabham-Alfa Romeo BT46B ‘fan car’, which raced only once, victoriously, at the Swedish Grand Prix in Anderstorp, 1978, winning by more than half a minute.

Cars being offered include everything from Maserati 250F and ex-Chiron 4/CLT plus a brace of 6CMs to a Lancia-Ferrari D50 replica and 1931 Bugatti Type 54 ‘Tiger Two’, one of only three survivors, plus two (!) Talbot-Lago T26Cs, a significant Delahaye and a Connaught.

Ecclestone, 94, said: ‘I have been collecting these cars for more than 50 years, and I have only ever bought the best of any example. Whilst many other collectors over the years have opted for sports cars, my passion has always been for Grand Prix and Formula 1 cars.

‘A Grand Prix and in particular a Formula 1 car is far more important than any road car or other form of race car, as it is the pinnacle of the sport, and all the cars I have bought over the years have fantastic race histories and are rare works of art.

‘I love all of my cars but the time has come for me to start thinking about what will happen to them should I no longer be here, and that is why I have decided to sell them… I would like to know where they have gone and not leave them for my wife to deal with.

‘Having collected what are the best and most original Formula 1 cars dating back to the start of the sport, I have now decided to move them on to new homes that will treat them as I have and look after them as precious works of art.’

Ecclestone has engaged world-renowned specialist Tom Hartley Jnr, who is on target to sell over $350m of cars this year even without the Ecclestone cars, to dispose of the collection. He added: ‘This is quite simply the most important race car collection in the world. There has never been and probably never will be a collection like it ever offered for sale again. I feel very privileged that Bernie has entrusted the sale of his cars to my business.

‘Formula 1 cars are cars that I know particularly well, they are not just cars that I have a great personal interest in, but we at Tom Hartley Jnr actively buy and sell them, too. However, there has never been a collection like this one offered for sale, and no-one in the world has a race car collection that comes close to Bernie’s. This is a great opportunity for a discerning collector to acquire cars that have never before been offered for sale, and it would be great to see them back on the track again. This collection is the history of Formula 1.’

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Ignition News

Heading for the hill A HUGE CENTENARY celebration for a once-famous Buckinghamshire hillclimb has already attracted a roll call of significant pre-war cars, especially Aston Martins. They will gather at Aston Hill in Aston Clinton on 17 May to honour the event that gave Aston Martin its name after victory at the venue. In addition to three surviving Aston Martins that competed in the original events on Aston Hill from 1904 to 1925, participants are set to include a 1914 Vauxhall A Type, 1914 Rover 12hp, 1914 and 1919 Singer 10hps, 1921 Vauxhall 30-98, 1921 Bentley TT, 1924 Alvis DB SA 12/40 and Super Sports, 1925 Bugatti T35, 1925 Morris Oxford and 1925 Austin Seven, as well as 1921 Sprint Sunbeam, 1923 Triumph Ricardo and 1923 Dot-Bradshaw motorcycles.

In period, the Herts County Auto & Aero Club, which organised most of the original hillclimbs and is helping to put together the 2025 celebration, presented the Jay Cup to the highest-placed club member, and in 1922 it went to the 1921 Bentley TT driven by WG Barlow, a car now owned by Richard Frankel and already signed up for the event, sponsored by Ecurie Bertelli and Immun’Âge. A parade by 50 or more pre-1926 cars will be the centrepiece, and special guests will include Victor Riley, from the family that founded the Riley Cycle Company, which became Riley Motors. See astonhill100.com for details.

Broad Arrow hits Europe The first European auction for Broad Arrow Auctions, a Hagerty company, will be held in partnership with BMW as it has become the official auction partner of Concorso d’Eleganza Villa d’Este. The company is expected to offer around 70 high-quality collector cars on 24 May on the shores of Lake Como at neighbouring Villa Erba.

Odin’s beard!

Aston Martin has unveiled its latest ‘V’ car, a 1064bhp PHEV principally powered by a flatplane-crank 4.0-litre twin-turbo V8 engine with three E-motors.

The Valhalla is capable of an electronically limited maximum speed of 217mph, while 0-62mph flashes up in 2.5 seconds. It’s ‘limited’ to 999 units, with production starting in spring.

Charity rally details set A date and venue have been set for next year’s tenth anniversary Hope Classic Rally. It will take place on Friday 27 June at the Wotton House Country Estate Hotel in Surrey. If you want to take part, either in your own car or in one of the amazing classics loaned for the day by the charity’s benefactors, then visit the website hopeclassicrally.org.

UK Drivers’ Club launched Following the massive success of its Hagerty Drivers’ Club in the USA – where it has 830,000 members – the insurance company has launched a similar scheme in the UK. Members will benefit from a dedicated rewards programme, discounts and offers, specialist advice and guidance plus a newsstand-quality quarterly members’ magazine. See hagerty. co.uk/drivers-club/ for details or to sign up.

Writers’ workshop Porter Press founder Philip Porter and Coventry University assistant professor Andrew Noakes will lead a special one-day workshop for potential authors and clients that will explore and explain the publishing process, the role of editors, sources, writing techniques, image sourcing, copyright, overcoming writer’s block and much more. Taking place at Porter Press’s Worcestershire HQ, the event will be held on 29 March and costs £25. Book your place via Louise Gibbs in the Porter Press office: email louise@porterpress.co.uk.

Supercat set to purr Masterminded by Tom Walkinshaw’s son Fergus, the TWR Supercat is a new Jaguar XJS-based, carbonfibre-bodied restomod. Just 88 of the rearwheel-drive monsters will be built and its V12 will boast 660bhp with a six-speed manual ’box.

Bluebird pilot named Australian Dave Warby, son of World Water Speed Record holder Ken Warby MBE, and a current world water speed challenger in Spirit of Australia II (Octane 209), will pilot Donald Campbell’s hydroplane Bluebird K7 on Coniston Water in 2026. He said: ‘It’s a tremendous honour to be asked to pilot Bluebird K7 by the Ruskin Museum. Donald Campbell and Bluebird K7 were the inspiration for my father, Ken Warby MBE.’

From intern to president Long-time employee and partner, Gord Duff, has been appointed president of RM Sotheby’s.

Having joined as a shop intern in 1998, he started by detailing and delivering cars but now manages auction line-ups and is responsible for some of the most significant consignments RM Sotheby’s has brought to market.

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v-management.com

Brainwashing time A new exhibition at the Petersen Museum in Los Angeles offers a unique perspective on motoring.

‘Cars Are Beautiful: Mr Brainwash @ the Petersen’ is in the Armand Hammer Foundation Gallery, and works from the contemporary artist on show include a life-sized interactive Matchbox Fiat 500; Dream Car – a quartered amalgam of Mercedes-Benz, Lamborghini, Porsche and Ferrari; and Time Machine, a Mini Cooper surrounded by books. Childhood Dream is an astonishing work, reimagining Vincent Van Gogh’s bedroom as a young petrolhead’s.

Museum benchmark Despite opening only in 2019 and immediately suffering the effects of Covid, Silverstone Museum has grown so quickly that it has passed 150,000 visitors in 2024.

Sited trackside at Silverstone, it offers a ‘journey through British motorsport history’ via regularly evolving exhibits.

Founder’s day The late John Haynes OBE, founder of the Haynes manuals empire, is to have a car show held in his honour at the motor museum in Sparkford, Somerset, that he established. The first John Haynes Classic will take place on Sunday 7 September 2025. The event will feature a Haynes Manual Display (a collection of cars and motorcycles immortalised in the famous books), a Car Club Arena, Live Show Paddock and more. See www.johnhaynesclassic.co.uk.

Stradale hits the track The much-anticipated Alfa Romeo 33 Stradale has made its active debut. It was tested by F1 driver Valtteri Bottas – one of the 33 people who will get their hands on the limited-run cars – at the Balocco proving ground, but also ran at the Nardò Technical Center in order to assess high-speed dynamics and the 207mph top speed. According to Alfa Romeo, delivery of the first cars is imminent.

John Brown Jaguar restorer John Brown has died at the age of 82 following an assault at his Warwickshire home.

The man behind Leaping Cats, founded in 1982 and best-known for restoring XKs and remanufacturing panels, had also been a race mechanic.

PROTECT MAINTAIN ENJOY Since 2015 we have provided the finest car storage and management services for clients in the UK and around the world.

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Gordon Cruickshank The long-serving and hugely respected Scottish motorsport journalist Gordon Cruickshank has passed away aged 70. Having joined Motor Sport magazine in 1982, learning his craft at the feet of legends such as Jenks and Boddy, Gordon suffered life-changing injuries when a car in which he was a passenger crashed in 1989, but refused to allow it to temper his passion for cars, motorsport and journalism.

Dennis Adams Along with his brother Peter, Dennis Adams, who was born in 1932 and died in October, was integral to the British low-volume production and racing community in the 1950s and ’60s.

The ex-RAF man had long ties with Lister, Jem Marsh’s Marcos, Costin and others, but will be best remembered for his Marcos GT, the Mantis XP and, of course, the Adams Probe, which featured in A Clockwork Orange. See octanemagazine.com for a full tribute.

To discuss your requirements contact Ben Hadfield either by emailing ben@v-management.com or by calling 01635 867705

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Fuelling the passion

Fuelling the passion Fuelling the passion Fuelling the passion

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28/11/2024 16:48:04

Ignition Opinion

The Collector

Jay Leno Petrolhead farming: not the sole preserve of Harry and Clarkson

I

n so many ways collecting cars is a lot like farming. Now, I realise on the face of it that might sound ridiculous, but hear me out.

After you’ve ploughed a field, planted your seeds, watered and nurtured the crops to fruition, and finally harvested them, what do you do? You let the field go fallow. That’s what I do with my vehicles.

Take my 1937 Cord Winchester. When it was introduced, it caused a sensation. In America it was the first mass-produced car with front-wheel drive.

It had hidden headlights that disappeared into the fenders. It was the first car with a horn ring, as well as a gas filler door instead of leaving the cap exposed.

It had a host of other automotive innovations, including an electrically assisted transmission selector. Unfortunately, the company ran out of funds before it had the opportunity to fully vet all these gadgets, and the vehicles quickly earned a reputation for being unreliable.

One of the big problems was overheating, which in California makes it a great car to drive from December until about the beginning of June, at which point (you guessed it) I let it lie fallow for the summer. That’s when I enjoy my Triumph roadsters – TR6, TR3 – as well as my NSU Wankel Spider, the world’s first rotary sports car.

The great joy of collecting is being able to leave a car alone for a few weeks, or in some cases months, and then rediscovering it. Going back to a rotary like my Mazda Cosmo and marvelling in its ability to rev with hardly any vibration, when compared to my 1966 Hemi Coronet; it’s a revelation.

Of course, it works the other way, too. My 2005 Mazda RX-8 Shinka – one of only 2150 special editions produced – is incredibly lively to drive but not exactly a torque monster when compared to the mind-numbing number of foot-pounds being put down by my Dodge’s 426ci V8.

Sometimes it’s just fun to replace sophistication with brute force. As much as I enjoy my Hemi Challenger, its lack of power steering and power brakes make it a little annoying to drive in the thick of LA traffic. That’s why I let it lie fallow for a few months of the year.

The same is true of my 2024 Dodge Demon 170.

At the time of writing, it’s still the most powerful V8 engine ever produced for a muscle car, with 1025

horsepower – although I suspect that title will fall when Corvette introduces the new ZR1 with 1064, and McLaren joins the party with its new W1.

When I walk into my garage it’s like every person I ever dated still looks the same and is ready for me.

The most common phrase I hear car people say is: ‘I wish I’d never sold that.’ I realise there are reasons people have to sell, such as health, divorce, and so on. Yet often the reason is that they have bought something different that then turns out not to be as good as what they had.

I realise I’m in an enviable position in being able to come back to a vehicle a few months later with fresh eyes. A classic example has been my 2015 Ford Mustang GT350R – significant, as 2015 was the official 50th anniversary of Carroll Shelby’s version of a Ford Mustang.

You all know the story: Lee Iacocca was afraid that the original Mustang would be viewed by the public as a ‘secretary’s car’. He told Shelby: ‘I don’t care what it costs, make this thing a fire-breathing race car.’ And that’s what Shelby did. He built 562 of them and I own car number 120.

It’s a great car to drive and enjoy but can be a bit taxing in LA traffic. To celebrate its 50th anniversary, Ford built 37 cars to commemorate the 37 R versions of the 350 Mustang, which were, for the most part, track cars only. I was fortunate enough to snag car number 36. It was faster and handled better than the earlier car – of course. After I got it, I drove the wheels off it. It is, after all, a true sports car.

Then, after neglecting it for almost six months, I got into my original Shelby Mustang and fired it up.

There’s something visceral about the early car. The skinny tyres, the free-breathing 289 V8 sucking through a four-barrel carburettor, the Detroit Locker rear end that ratchets when you get sideways. It’s so primitive and raw you can only really enjoy it when pushing it to its limits, and they’re really easy to find!

If this had been my only car back when it was new I would have had to sell it because it was too impractical to use every day. That’s why I let it lie fallow for a few months of each year.

And that’s how I now live the life of a gentleman farmer. Actually, I’m neither a gentleman nor a farmer, but you get the idea.

‘When I walk into my garage it’s like every person I ever dated is ready for me’

Jay was talking with Jeremy Hart.

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1995 PORSCHE 993 GT2R

1989 PORSCHE 930 3.3 TURBO

16TH OVERALL AT LE MANS IN 1995

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The final development of the 930, with the G50 gearbox, hydraulic clutch and just 60,000 miles.

2003 PORSCHE 996 TURBO

2014 PORSCHE 991 TURBO S

JUST 17,423 MILES FROM NEW

ONE OF JUST 40 CARS BUILT

One of the very best 996 Turbos in existence, which still looks and feels as new.

40th Anniversary GB Edition celebrating 40 years of the 911 Turbo. Just 16,716 miles.

1988 TOYOTA 88C EX-WORKS

2008 FERRARI F430 GTC EVO

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2001 DUCATI 998 F01 RUBEN XAUS

2004 DUCATI GP4 LC1

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GENUINE FACTORY DUCATI MOTO GP BIKE

Rubén Xaus’s Factory 2001 World Superbike. Wins at Imola, Oschersleben and a host of further podiums.

A third series bike built for Loris Capirossi for use in the later stages of the 2004 season.

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Ignition Opinion

The Legend

Derek Bell Like father, like son? It’s all about being there for support

I

am in Chicago as this column is being put together. My youngest boy Sebastian recently had his first ever boxing match, and I was in town to watch. I cannot claim that it was an easy thing to sit through, not least because he isn’t a boxer in the normal sense.

He has hitherto jumped into the ring for fun.

This time it was different. He trained specially for the fight because it was a charity event in aid of Hope for Tomorrow. It’s something that has been very close to my heart for many years, and a great many other racing drivers and sports people have given up their time to support it over the years.

There aren’t many of us whose lives haven’t been touched in some way by cancer. This wonderful charity founded by the much-missed Christine Mills has done so much to ease the suffering of sufferers and their dependents. Anyway, I was an immensely proud dad come fight night, even if there was a really big part of me that didn’t want Sebastian to put himself in harm’s way.

The upshot was that he raised more than £40,000.

I hope you will forgive me for devoting two paragraphs to boxing in a magazine about cars, but, hey, it’s my column and I can brag about my son if I want to. So there.

And with that out of the way, I must mention seeing another proud dad on TV after the Las Vegas Grand Prix. I cannot claim to know Jos Verstappen.

There was a bit of a lull in my love of Formula 1 in the early-to-mid-1990s, which is when he was touted as being the next big thing en route to arriving at Benetton. As such, I didn’t closely follow his career as a driver.

Anyway, although I always had the impression that he isn’t a cuddly sort of chap, he did go on to co-author a brilliant son. It was quite revelatory seeing Jos smile so broadly after his prodigy bagged his fourth World Championship drivers’ title in succession. He was positively beaming, and who can blame him?

I have touched on what it’s like to be a ‘racing dad’ in the past, so apologies for doing so again. I wasn’t exactly ruthless when my youngest lad Justin decided to be a racing driver. I simply rented a Formula Ford car from Bert Ray, went to a circuit, and gave him some instruction. A racing driver nurturing the talent of his offspring.

From there, I supported Justin the best way a loving father could, but I let him get on with it; forge his own path. He made a career for himself, too, becoming a champion in GTs along the way.

Finishing third at Le Mans with him in 1995 in the Harrods McLaren F1 and standing on the podium on Father’s Day is a wonderful memory. It is one that I treasure.

Over the years, I have seen a lot of second- or even third-generation racers try to live up to their ‘family name’, as it were. It cannot be easy. Some flourish, while a great many flounder. Some don’t even seem to particularly enjoy racing.

As for Max, he has been competing in one form or other since he was a wee lad. He had the win-at-allcosts mentality drilled into him. Fair play, the 2024 season wasn’t a one-horse race and he had to fight for it. I don’t always admire the way Max operates, but he is very much of the Ayrton Senna and Michael Schumacher mould in that he doesn’t care about blurring the line between fair and dirty driving.

I don’t think Max even recognises the existence of a line. He is simply the most complete racing driver in the world right now, for all his blindspots. And speaking of famous multi-generational names in motor racing, it came as something of a surprise that Cadillac is to enter Formula 1 in a few years’ time, but is doing so only after the scheme’s instigator Michael Andretti departed the scene a while back.

I have no idea what went on behind the scenes, but his involvement clearly acted as a barrier to entry.

I still have trouble getting my head around the notion of a Cadillac F1 car, not least one that may have a Ferrari or a Renault engine, but this is the new world, so what do I know? I wish them luck, and it’s nice to have a new team enter the fray.

I am also glad that it’s one from the USA, a country that has such a rich history in motor racing.

Speaking as a Brit who spends a lot of time Stateside, and who has benefited greatly from its largesse, I think it’s easy to underestimate the brains trust in motor racing outside of Europe. It will be interesting to see how it plays out. It’s early days. As for me, I am enjoying being with my son the pugilist before heading home for the off-season. That said, I am rubbish at being retired so will probably be climbing the walls before long. When you have lived much of your life at 200mph, it’s hard to sit still.

‘Max Verstappen is simply the most complete racing driver in the world right now’

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Ignition Opinion

The Aesthete

Stephen Bayley Why speed means more than merely distance covered in a given time

S

peed is a tonic. Life-enhancing, as most dangerous activities are. Developmental psychologists reckon that in primitive man, the urge to go fast, which in the Caveman Era was to overtake one’s prey or escape one’s predator, came before a conception of time. Putting your foot down is that old. ‘Furious driving’ was defined in – and stigmatised by – law in the 1830s. That was when it was still reckoned the body would disintegrate if it travelled faster than a galloping horse.

But top speed is not always exciting. Long-haul ’planes travel at perhaps 550mph, but ergonomic studies have shown that many pilots are, midAtlantic or mid-Pacific, in a state of ‘sub-normal torpor’. This is because the workload is so very light.

My own feelings about speed are mixed. While I admire the disciplines required to allow furious driving, I actually don’t much care for the results, tonic or not. My experiences of speed have been quite eclectic ones: as a youth I managed to put 100mph on the speedometer of my old MG on that downhill section of the M1 near Luton. Soon after, the rear axle divorced itself from the car.

Fastest car I have ever driven? A McLaren-Elva with a power-to-weight ratio of 634bhp/tonne. The experience of simultaneously contracting space and time in a vertiginous blur was unforgettable. And because it was unforgettable, not one I need repeat.

Our world is rather opposed to any of us benefiting from tonics that are not endorsed by the authorities or that carry health warnings. So, I have been wondering, what is the influence of speed limits on car design? Because parts of the Autobahn network still have no limits, German manufacturers can still go bonkers with respect to the rate at which a car covers distance. This, the argument goes, has incubated an unequalled culture of engineering excellence. But in the US the 1974 National Maximum Speed Law set the limit at 55mph (raised to 65mph in most states in 1987). The traditional argument is that this legislation disincentivised the manufacture of dynamically well-behaved vehicles.

Like most arguments, this had two sides.

Certainly, the ’74 Mustang was a milquetoast version of the original. However, the ’74 Corvette had a 270hp Turbo-Jet V8. My guess is that at 55mph, it would have been turning over at about 1200rpm.

The correlation between speed limits and design is going to be ever more apparent in a world where throttling back is becoming mandatory. To advocate the tonic of speed is, in 2025, to announce yourself as an anti-social climate-denier and selfish, murderous brute. For those not willing to take that option, let’s ponder what the car of the future might be.

A car, I mean, that was actually designed for the circumstances in which it is intended to be operated.

Namely, crowded cities with speed limits the same as they were in 1903 (that is, 20mph), motorways and country roads more crowded still. That car is not going to be an astonishing Lamborghini, the reference points of which are gruesome, otherworldly superyachts, while demonstrating possession of only small social intelligence on behalf of the owners. A 200mph Lamborghini serves many purposes, but the expression of rationality is not one of them. Of course, that’s what makes it precious.

Instead, our car of the future is the Citroën Ami, a quadricycle of amiable inoffensiveness that cannot rile even the perpetually displeased and meanspirited moaners who write for The Guardian.

Naturally, given the quadricycle laws, it tops out at 28mph and, unless you are concerned about the chain of pollution involved in manufacturing plastics, is clean, responsible and sensible. Just, for a moment, try, as a mind-game, to imagine what ‘furious driving’ would be like in an Ami. But let’s not be depressed. Very small, slow cars can have great charm and, in a harsh world, charm is valuable. In the 1950s and 1960s Autobianchi and Vespa made little cars as desirable and as sweet as biscotti and vin santo. Of course, the ineffable Fiat Cinquecento came from the same era.

Forget the Porsche and the McLaren: the most fun I have ever had actually driving a car was in a 13bhp Fiat 500 around Sicily’s Madonie mountains. With 13bhp you can drive satisfyingly flat-out without offending anyone. Rules, even rules opposed to the tonic of speed, can be a stimulus to design genius, not a deterrent to it.

I really do believe that. Still, this all makes me nostalgic for California in the late 1970s, where some Interstate on-ramps carried notices saying ‘You MUST enter at 55mph’. In 2025, fat chance.

We will need to source our tonics elsewhere.

‘To advocate speed is to announce yourself as a selfish, murderous brute’

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Ignition Opinion

The Driver

Robert Coucher Our resident XK owner might not be best pleased by recent news

S

o, venerable Jaguar has relaunched itself as a snazzy new Panther. A pink one at that. Like Clark Gable, Steve McQueen, George Best, Tony Curtis and that bar steward John Prescott, I suppose I’m a trad Jaaag man, having enjoyed driving my 67-year-old XK for the last 18 years. Pale, stale and male (although Brigitte Bardot enjoyed a good Jag) buffers have long enjoyed Jaguar’s eminent century-long motoring history, but that, in a sweep, has been consigned to the scrapyard by the onmessage ‘jaGuar’ bunch, who seem concerned only with androgenous young things uninterested in ‘vehicles’ but who will go for a new ‘jaGuar’ because – according to Jaguar’s MD – ‘I just want to own it’.

Launched at the self-aware Miami Art Week, two startling-looking Type 00 concepts were revealed in soft pink and a rather more Jaguar metallic blue, the brave new ethos being loosely based on Sir William Lyons’ notion: ‘A Jaguar should be a copy of nothing’.

This is, I’m afraid, slightly disingenuous because ol’ Bill was an avid copier. Motorcyclists Lyons and William Walmsley started the Swallow Sidecar Company in 1922, dressing up perfunctory sidecars with snappy trimmings and finishes they’d observed on coachbuilt motor cars. This grew into SS Cars in 1935, with its rakish sporting saloons styled in the idiom of Bentley, and the SS100, which bore a remarkable resemblance to the low-chassis Invicta of the day but at half the price.

After the away match with the Germans, in 1945 Lyons thought it prudent to change the company’s name to Jaguar Cars Ltd. During the war his engineers and designers worked on a new engine and in 1948 this beautiful six-cylinder was launched at the London Motor Show. It was clothed in hastily thrown together coachwork of such beauty, the show body went into production as the XK120. Very evidently the 120 looked much like fast Continental cars from Bugatti and Talbot-Lago but it followed Lyons’ other ethos, ‘value for money’, and cost about half the price of a contemporary Aston.

Jaguar then really cracked the marketing game by entering endurance racing, cleaning up at Le Mans with its gorgeous C- and D-types, largely the work of aerodynamicist Sir Malcom Sayer. Winning Le Mans no fewer than five times between 1951 and ’57, Jaguar became the automotive leader with its

supercars ahead of those from Germany, Italy and America. Jaguar road cars were imbued with this motorsport legacy – they were very good to drive but also practical enough for the upper-middle-class owner who appreciated the next clever advertising tag: ‘Grace… Space… Pace’.

The XK120 evolved into the roomier XK140 in the mid-1950s and was followed by the more refined 150. Jaguar then went on to create the first ‘sports saloon’ with its Mk1 and Mk2 models – rascally M5s of the day, having a strong association with law and disorder. Meanwhile Sayer came up with one of the most outstanding motor cars of all, the otherworldly E-type. It was more advanced than anything from Ferrari, Aston, Merc or Porsche, and unbelievably good-looking and affordable. This was swiftly followed by one of the best saloon cars ever, the superbly svelte Jaguar XJ6.

For almost 100 years Jaguar Cars Ltd has been a venerated and much-loved addition to British heritage: great engineering, cutting-edge innovation, driving joy, motorsport success and a good degree of elegance to be enjoyed by slightly naughty boys and girls the world over. If you are a trad Brit or a well-dressed Anglophile from France or Japan, by way of the USA, you will have a soft spot for an elegant Jagwaaar with its famous growler. Trouble is, those earnest fellows in Munich and Stuttgart began besting our chums from Coventry, the upshot being that Jaguar as a brand stalled decades ago and has been unable to get started ever since. Ironically, recent Jaguar models such as the F-type and I-Pace are extremely good but they are now effectively dead.

We know the company desperately needs a relaunch, but the recent teaser ad has filled Jaguar types with woe. If Jaguar’s MD was a proper Jaaag man, he’d have sat back and enjoyed all the attention while musing ‘what a shower’, like Jaguar man Terry-Thomas (he likely doesn’t know who TT is).

Instead he rather overreacted to the ad’s response.

But ‘jaGuar’ designer Gerry McGovern has done brilliant work with Range Rover, and his Land Rover Defender is the real deal. And I really like the silhouette of the Type 00. Let’s hope he can turn this well-shaped but huge, all-electric concept into a true Jaguar for the modern world. Good luck to the future Pink Panther – just don’t open the bonnet expecting to find a jewel of an engine growling in there.

‘For almost 100 years Jaguar has been a venerated addition to British heritage’

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Ignition Letters

Letter of the month

Wandering on I WAS VERY EXCITED to see a Wanderer motorcycle in the Vilnius Auto Museum collection featured in Octane 258. My great-grandfather Johann Baptist Winklhofer co-founded Wanderer in 1885 with his business partner Adolf Jaenicke (whose sister Johanna he also married), and I have a very similar 1939 Wanderer with a 97cc 2.3hp two-stroke Sachs engine [pictured above].

Wanderer was one of the four founding car companies of Auto Union during the Great Depression, together with Horch, Audi and DKW. It was headquartered in Chemnitz, Saxony, and stopped operating at the end of World War Two. Audi is the only survivor of the former Auto Union, and still has as its logo the famous four rings that originally represented the four car brands.

Starting with the assembly of British-licensed Rover bicycles – Wanderer means ‘Rover’ in German – the company moved into making motorcycles from 1902, and automobiles from 1912. Its most famous vehicle is probably the Wanderer Puppchen, or ‘Little Doll’, a small open tourer that was built until 1926 in various forms.

In 1922, Wanderer sent two special-bodied cars to Sicily for the famous Targa Florio road race.

Sin of omission What a gathering of classic Ferrari V8s in the Ferrari junior supercar article in Octane 256 – there is nothing quite like the thrill and noise of these fantastic machines.

A shame, however, that the Ferrari 348 was omitted! It’s all too often overlooked, based on rumour rather than experience, and perhaps now is the time to reconsider it as a modern classic.

The early versions of the 348 certainly were underwhelming but many of these issues were corrected for the 1993 revision, and were certainly improved by the time the 348 Spider arrived.

I have one [below] in my collection: how about a re-run in the Welsh hills next time? Maybe you’ll like it, maybe you won’t, but since only 68 UK-spec 348 Spiders were made in right-hand drive, it will at least be a rare test.

Kevin Jones, Cardiff, South Wales

I am also the co-owner of a 1923 Wanderer [below] that was rebuilt about 20 years ago on a Puppchen chassis with original engine. Our car has a replica body modelled after the ones on the Targa Florio cars, which sadly have been lost.

Ferdinand G Jahnel, New York, USA

Jay’s unsung performance I was surprised and amused to come across your great columnist Jay Leno in a forgotten British film from 1978 called Silver Bears.

The plot involves a dodgy Italian prince wanting to launder money into a Swiss bank, who decides to get involved in silver mines. It all ends in tears, as these things usually do.

The excellent cast includes Michael Caine, Cybill Shepherd, Louis Jourdan and Joss Ackland, with Jay playing a character called Albert Fiore: a kind of young

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Ignition Letters

Jonathan Davies, Surrey

Speke no evil I was rather taken aback by Jon Pressnell’s describing the Triumph TR7 as a ‘legendary lemon’ in his MG centenary feature in Octane 258. In my view, this is an extremely inappropriate comment, particularly bearing in mind that this ‘lemon’ was the biggest seller of all the TR range.

I bought one in 1981 after owning a couple of Capris. At the time, the MGB was also an option but there was no comparison from my perspective in terms of their relative technologies. The MGB dated from the early ’60s and the TR won hands down for handling, performance and equipment – only to be expected, really, given the time difference in their development.

My TR7 was a four-speed, Speke-built example, which for me was a great car that I even trusted to take on holiday to the South of France. Marriage and the need for a four-door were the only reasons I eventually sold it some four years later, and for me it was certainly no lemon.

Regrettably, I have only one poor-quality photo of the car [above], taken at my wedding, so it is mostly just a memory now.

Jeff Poole, Devon

Fruit of a Kiwi Having just received Octane 254, I was pleased to see the RA4 Vanguard special profiled in it.

I am the present custodian of another of Hec Green and Jack Brewer’s racing specials [below], built for Pat Hoare in 1949.

Originally known as RA2, it was based on a Fiat 500 chassis with a 972cc Singer Nine engine and a unique chain-drive transfer system. In 1950 it was fitted with a supercharged 1422cc Vauxhall unit but was only moderately successful, and Pat Hoare sold the car to Ron Rutherford in 1953.

Ron raced it in all kinds of events, including hillclimbs, sprints, and beach and circuit races, and turned it into one of the most successful and consistent racers of its time.

Early aero?

Mark Dixon’s article on ‘17EX’, the Rolls-Royce Sports Phantom prototype [below], in Octane 258 notes something that I’ve noticed on several cars of the era but have never seen mentioned before: an inverted-aerofoil running board.

On some cars, rounded running boards are clearly just an attempt at streamlining, as the curvatures at either end are roughly the same.

However, in this case the shape is clearly, as Mark notes, an aerofoil.

Since it’s inverted, we’re looking at the potential for it to develop downforce. The question is, was this done intentionally? I’d be curious to hear if any experts out there know the answer.

Mike Wheildon, Leicestershire

Tom Haas, New Jersey, USA

SAM CHICK

Gordon Gekko, but ten years before the movie Wall Street.

I doubt Jay’s royalties would buy a packet of Polos now, but I wonder if this role led to an interesting automobile purchase?

Dolomite and, most beloved of all, a Triumph 2000 estate.

Our company secretary had smugly announced that I was to have a new Cortina as my company car, and wasn’t I a lucky boy? My reply was something along the lines of ‘Over my dead body’. I was then huffily told to go and find a car within budget – which was precisely what I wanted to hear, as I knew of a Triumph 2000 estate with one very careful owner from new, FSH and just 30,000 miles.

The Triumph would cost the company less to buy than the Ford so, despite all the huffing and puffing, the secretary had to agree to the purchase and so began some of the most blissful years of motoring I have ever enjoyed.

Of all my cars, the Triumph is the one that I wish I had kept and the one that I miss the most.

Brian Reid, New Zealand

A Triumph of will I am so pleased to see that James Elliott’s Triumph 2.5 PI is back on the road and that he is obviously enjoying his motoring.

Over many years I have been fortunate to have owned a variety of Triumphs: Herald, Vitesse,

Cheap and cheerful I read your Chrono column about the Casio F-91W digital watch [above] in Octane 259 with great interest. I own about ten Casios and just love their style and robustness; they look good in any setting or environment.

My most prized piece is a W-750, which was a gift in December 1984 and is still going strong. It has done sterling service, from shop floor to swanky, plus backpacking and diving: a true icon, fun and refreshing in a throwaway world – just like classic cars!

Andrew Sanders, Cambridge

Send your letters to letters@octane-magazine.com Please include your name, address and a daytime telephone number. Letters may be edited for clarity. Views expressed are not necessarily those of Octane.

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Jaguar’s past master Perfect D-type

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Words Simon Aldridge Photography Evan Klein

This Jaguar D-type had been raced, crashed and repaired before a second life as a Pebble Beach class winner. Octane investigates its groundbreaking transformation

REWRITING THE RULEBOOK

Jaguar’s past master Perfect D-type

M

ulholland Drive snakes its way from LA’s Sunset Boulevard all the way up to the top of the Hollywood Hills. It’s a classic piece of tarmac; surprisingly, almost shockingly unchanged since the likes of James Dean and Steve McQueen tested their mettle and machines on these twisting curves and hairpins. There are houses up here as well, designed by Mid Century masters such as Richard Neutra and John Lautner, names as legendary as the road itself.

Near the top, overlooking the San Fernando Valley towards the majestic San Gabriel Mountains, is the Harpel House, a Mid Century marvel designed by Lautner in 1956.

This is the home of Mark Haddawy, who has made a career restoring many of Los Angeles’ most famous Mid Century homes, including this one. Mark bought the house in 2005 and spent two years bringing it back to Lautner’s original vision, accurately recreating original details such as light fixtures and doorhandles.

‘I worked with archive photographs and the blueprint and brought it back to what it was when it was built, rather than make it a contemporary version of what it would or could be,’ he says. There is a harmony to the place; you don’t identify what is new and what’s old, you accept it for the way it is.

Sitting outside, beneath Lautner’s interconnecting beams, is Haddawy’s latest project, a 1955 Jaguar D-type. It’s the result of a six-month restoration by CKL Developments in the UK, after which it went straight to Pebble Beach, where it won the Post-War Sports Racing Class. The parallels with the house are obvious, and both have been returned to their original form with a level of historical accuracy that has raised the bar.

When Haddawy took delivery of XKD 526 in 2023, he spent time studying it on his driveway, comparing it with photographs taken when it was first delivered towards the end of 1955, as well as when it was sprinted and raced in 1956. With those period images as reference and the actual car in front of him, as Mark puts it: ‘It didn’t take me very long to realise that there was – for me – a lot wrong with it that I wanted to be correct.’

The car was Australia’s first D-type, delivered to Anderson’s Agencies, the Jaguar distributor for Brisbane, where it was photographed in the showroom at the end of 1955. From 1956 it was sprinted by Cyril Anderson’s wife Doris, known as ‘Geordie’, with excellent results, taking several records.

It went on to a long racing career in Australia, being fitted with a hardtop in 1961 and winning the Australian GT Championship. It was crashed and rebuilt twice, first in 1956-57 and again in 1962-65. When the panels were beaten back into shape, they were not exactly the same as they had been originally. The wings were a subtly different shape, as was the bonnet and the front air intake.

Dissatisfied with the handsomely turned-out XKD 526, Haddawy teamed up with British specialists Mark Hews and Chris Keith-Lucas to tear the car apart and restore it to exactly as it raced in 1956, before it was crashed. KeithLucas, who founded CKL 25 years ago, was a key consultant on the restoration, while Hews managed the project: his first D-type.

The first step was research. As Haddawy points out: ‘The amazing thing with D-types is that, although they were handmade cars, there was a lot of consistency from car to car in terms of details. Unlike many of the sports racing cars it competed against, it really wasn’t the case that one was different from another because that’s the way the guys decided to do it on that particular day. The D-types were built with a real purposeful application of the rivets and various details. One is not wildly different from the other, and if it is that’s because that happened over time.’

The team could look to production D-types as reference points, but as most D-types have been damaged and repaired, and probably restored at least once, the search for authentic original references – key to the project – was going to be difficult.

Haddawy’s friend had owned an unrestored D-type, XKD 524, and was able to provide photos. He was also aided by fellow Californians Bill Rooklidge and Jeremy McChesney, who had made a study of the stunningly original XKD 531. Back in England, CKL used its database and located exceptionally good reference photographs of well-known cars dating from the time when they were discovered in their original form. Five cars were studied, including XKD 526 itself.

Over the next six months, more than 1400 photos went back and forth between Marks Haddawy and Hews, the two speaking three times a day. It was a two-way street, the CKL team sharing knowledge and insight, and Haddawy questioning the assumptions restorers had developed over the years.

CKL had already worked on the front structure of the car for a previous owner, repairing and straightening the original Reynolds 531 heat-treated chromoly front subframe, and reuniting it with the original aluminium monocoque tub. It’s unusual for

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Jaguar’s past master Perfect D-type

This page and opposite D-type has been painstakingly returned to its 1956 combination of dark green livery with red trim; owner Mark Haddawy restored the Harpel House, where he lives.

a D-type to have its original front subframe, as they were treated as a replacement item by the factory in period, and even swapped between cars if no spare frames were available.

Back in 1981 the monocoque had been repaired in Australia using aircraft rivets, which were oversized, with a noticeably different head shape. The rivet pattern had also been ‘tidied up’. To repair this, CKL unriveted the monocoque structure and removed the original body panels, so that the structure could be reassembled with the body profiles shrunk back to the correct shape.

There are approximately 3000 rivets present on a D-type and their original positions were previously thought to be ad hoc, therefore restorers saw fit to improve them. However, research revealed that they were purposefully and consistently applied, just not necessarily where expected from a modern viewpoint. A significant detail introduced in the restoration

by Chris and Mark was the small step in the lower skin of the monocoque where it meets the front bulkhead. This can be seen on original cars but practically never on restored ones.

Although XKD 526’s bonnet retained its 1955 aluminium, repairs 40 years ago had resulted in an expanded power bulge, incorrect wing profile and a misshapen oval ‘mouth’. The inner wing mud-shields had been unnecessarily redesigned and riveted instead of spot-welded into the skin, and the louvre panel was incorrect in size, shape and the way it was secured in position. They were all removed, and the brittle 70-year-old aluminium was annealed to make it workable, then shrunken and re-beaten to shape. The 1980s rivet holes were welded up and ground back to the correct metal thickness.

The inner panels were reattached by spotwelding to the outer skin, as would have been done at Jaguar in 1955. Until quite recently, spot-welding would not have been possible on such large and old aluminium panels, but CKL has developed the necessary technology. All of this involved highly skilled metalwork, led by master panel-beater John Smith.

‘To rectify the dimensional errors as well as the exact type and position of the rivets and spot-welds, the whole structure came apart and, after corrective work, it was re-assembled with total authenticity,’ says Haddawy.

With the car stripped to bare metal and returned to its exact original form, CKL was able to forensically examine all the panels and confirm that, although subjected to past repairs, the bonnet, monocoque and tail sections were all genuinely original. While the CKL workshops worked on the details under the skin of XKD 526, Haddawy was able to zoom in on the photographs being sent back and forth and check on every detail. As Mark Hews puts it: ‘The rectification works became intensely more involved than ever before.’

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‘BOTH HOUSE AND CAR HAVE BEEN RESTORED WITH A LEVEL OF HISTORICAL ACCURACY THAT RAISED THE BAR’

Jaguar’s past master Perfect D-type

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Left and below Mulholland Drive offers breathtaking views; reference to period build photography brought a groundbreaking level of accuracy to this restoration.

‘EXAMINATION OF THE FEW UNTOUCHED ORIGINAL CARS PROVED HOW MINIMAL THE ORIGINAL PAINT WAS’

Another accepted norm challenged and overturned concerned the windscreen, which on these cars is an iconic feature. In fact, there were three issues: the height and angle of the top of the Perspex screen itself, the construction of the aluminium flange that attaches it at the bottom to the bodywork, and the side of the flange that it was attached to.

Noticing that the screen of most restored D-types was quite different from those in original period photographs, Haddawy was able to create one for his car using a template from an original windscreen. The result is that the screen is now exactly as it appears in the period photographs of the car as delivered – the top edge is significantly higher and almost level across the top, unlike the replica screens used in the past, which were lower than original and at a slight angle to mimic the slant of the bodywork at the base of the screen.

The team was able to prove that the aluminium flange connecting the screen to the bodywork was made in three sections, despite most restorations until this point employing a horseshoe-shaped piece fabricated in a single section. Perhaps most noticeably, the accepted norm was to fit the Perspex to the outside of this flange, seating it in a Perspex-depth crease in the metal. Indeed, although there is evidence that replacement screens were sometimes fitted in this way, the archival research proved that from the factory the Perspex was fitted inside the aluminium.

Examination of period photos and the very few untouched original cars proved just how minimal the original paintwork was, too. ‘What was the mindset of the engineers back at Jaguar in 1955 – how would they have done it?’ From

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Jaguar’s past master Perfect D-type

1955 Jaguar D-type Engine 3442cc (upgraded to 3781cc in 1959) DOHC straight-six, triple Weber carburettors Power 306bhp @ 5500rpm Torque 312lb ft @ 4200rpm Transmission Moss all-synchromesh four-speed manual, rear-wheel drive, limited-slip differential Steering Rack and pinion Suspension Front: double wishbones, torsion bars, telescopic dampers, anti-roll bar. Rear: live axle, leaf springs, telescopic dampers Brakes Dunlop discs Weight 870kg Top speed 180mph+ 0-60mph 4.5sec

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Mark Hews’ point of view, that was the guiding principle for how the car should be finished.

By studying photos of the factory in 1955 and applying this logic, Hews concluded that the D-types were fully built up to a running condition but left in unpainted bare aluminium. ‘Painting was one of the very last processes. Painting a fully built car is not an easy thing but these were race cars and time was short. The Perspex screen was masked off and the domed retaining screw heads just painted over. If the screen had been mounted on the outside it would have had to be removed for painting, and then re-fitted.’

The decision to restore XKD 526 to 1956 livery has created a striking car, with the linear nature of the racing number 11 creating a visual counterpoint to the curves of its bodywork.

The dark green body and red headrest pad accentuate the play of forms. The choices were not simple and, as with every aspect of this restoration, the concept was carefully executed.

‘The interior had been changed in period, and there are only black-and-white photos of it, so it was not easy to tell what the colour had been and it wasn’t documented,’ says Haddawy.

‘So the car was born British Racing Green with tan, and it was painted in 1956 the colour that it is now, that very dark green, almost black, and the interior had been changed.

‘When we repainted, we painted the inside British Racing Green because in period they almost certainly wouldn’t have gone to the extent of repainting the inside. They would have just masked it and painted the outside. So it’s British Racing Green on the inside, that very dark green on the outside, with a red interior. I was able to find a red Hardura floormat from an XK140, which is the right material for the centre console; the material you can get today doesn’t have the correct texture – it’s more like a stipple pattern.’

CKL used the correct paint to match the original finish, including just the right level of gloss, not too shiny. Finally, the roundels and race numbers were hand-painted, as they would have been in 1956.

The cockpit is exactly as you hope it would be, with all original gauges and switchgear, authentically made Connolly leather seats, and the original ignition key. Further details add to the sense of rightness in the driving seat, such as that original Jaguar Hardura vinyl covering to the central tunnel, the period lap belts, and an ancient rubber steering wheel centre of the

type this car would have worn. The tapered glass rear-view mirror lives in the cowling beside the cockpit and is supported on a rare Jaguar-modified Lucas dipping mechanism.

Given the team’s research findings, it was clear that the inside of the engine bay, bonnet, and spare wheel compartment had all been painted by the factory after the car was complete. Contrary to the way restorers have traditionally presented these cars, the whole underside of the bonnet was blown over with an aluminium paint, including the wiring conduits, P-clips, bonnet catches, headlamp bowls and most fastenings.

Having endured an extraordinarily long racing career in Australia from 1955 to 1970, XKD 526 had been serviced and upgraded in period, and, as these elements were considered part of its racing history, they were retained.

During 1956 it encountered gearbox problems and spent five months awaiting an exchange D-type casing, plus a stiffer front anti-roll bar and a ZF differential as upgrades. In 1959 the original engine was uprated to a 3.8-litre.

The car’s mechanicals present in an authentic way today: it retains the original E2024-9 cylinder head, the original Weber carburettors

(numbers 574, 571 and 552), the original drysump tank, and so on. Components that had been either damaged or replaced by reproductions were supplanted by original items where possible. CKL was able to supply a genuine original lightweight aluminium front radiator manufactured by Marsten, the aircraft component supplier. It was tested and, amazingly, the wafer-thin alloy matrix still held coolant, so it was painted and fitted to the car.

Many smaller components of the original type were sourced, including a Marsten oil cooler, Cheney hose clips, the correct zinccoated Bundy brake pipes and braided oil hose, and the correct Metalastic header tank mounts.

The original brake master cylinder, stamped S/N 80, was still present and functioning.

The front suspension consists of all the original parts you would hope to see, including the distinctive Newton dampers, a set of original hard chrome brake discs capable of running red-hot at le Mans, and the uniquely numbered Dunlop six-pot calipers – the D-type was, of course, the first production car in the world to have disc brakes.

Among the most difficult parts to obtain were the front upper wishbones, which had

Left and right Engine is as per 3.8-litre period upgrade; owner Mark Haddawy enjoys the restored D-type on the same roads once plied by the likes of James Dean.

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‘THE CAR WAS COMPLETED JUST IN TIME FOR PEBBLE BEACH, WHERE IT WON CLASS HONOURS’

Jaguar’s past master Perfect D-type

cracked in the past and been replaced with reproduction items from Jaguar’s Classic Division for its continuation cars. CKL called around its extensive list of contacts and located what might have been the last pair available on the planet. Their originality is evident from the forging company’s raised markings on the webs.

The car stands on a set of original 16in pressed Dunlop peg-drive wheels. They are all the original offset and rim width, rather than having the reversed-rim rear wheels favoured these days by historic racers. Rarely seen today is the correct balancing-weight system for these wheels, which this car has; it is far more common to see them with modern clip-on wheel weights. Here, the wheels have a row of balance-weight securing holes drilled between each cooling hole around the centre of the wheel. A single central bolt clamps the balanceweight discs in place, and there is a choice between relatively lightweight Tufnol spacers or heavier lead discs to provide the required increments of adjustment.

The car was completed just in time for the 2024 Pebble Beach Concours. Winning class honours there was followed by 1000 miles on public roads as part of the Colorado Grand charity classic car tour. Now the car is back at Mark Haddawy’s house and he has been driving it regularly on the mountain roads that surround it. Stonechips and patina are the

result, and for this owner, that’s a positive. As he says: ‘My connection to a car is not just to say “I have one of these.” It’s about finding a great one, and getting to experience it.’

He’s a collector who has moved the dial on the level of authenticity that can be brought to a restoration today, and also on how these cars can be used. British sports car specialist Gregor Fisken knows the D-type well and told Octane: ‘When we heard that the car was going to be re-restored, we said really? I mean, nine out of ten owners would have been happy with the car as it was. But with great humility, when we saw the car at Pebble, he was absolutely right. He has raised the bar for what a D-type should be. Hats off to him. And, of course, the judges at Pebble Beach properly recognised that.’

XKD 526 now exudes the same quality of timeless authenticity as does the Harpel House, both being true credits to the discernment of Mark Haddawy as a collector and user of such important artefacts, and of course a testament to the knowledge and experience of Chris Keith-Lucas, Mark Hews and the CKL team.

There also needs to be passion behind such a project. Haddawy is an infectious character to spend time with, and his parting statement gives a clue as to where that drive comes from.

‘I just try to remember the dream. I love the purity of a D-type, a single cockpit with the snap-out tonneau, no fin… You know, it’s like the Speed Racer car, right?’

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AWARD AWARD WINNING WINNING AWARD WINNING AWARD WINNING AWARD WINNING AWARD WINNING Jaguar Jaguar specialist specialist Jaguar specialist Jaguar specialist Jaguar specialist Jaguar specialist

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CKL DEVELOPMENTS CKL DEVELOPMENTS LTD. MARLEY LTD. LANE LANE BATTLE TN33UK ORE TN33 UK ORE UK+44 TEL: (0)1424 +44 (0)1424 870600 870600 www.ckl.co.uk www.ckl.co.uk CKL DEVELOPMENTS LTD. MARLEY LANEMARLEY BATTLE TN33BATTLE ORE TEL: +44TEL: (0)1424 870600 www.ckl.co.uk CKL DEVELOPMENTS CKL DEVELOPMENTS CKL DEVELOPMENTS LTD. MARLEY LTD. MARLEY LTD. LANEMARLEY BATTLE LANE LANE BATTLE TN33BATTLE ORE TN33UK ORE TN33 TEL: UK ORE +44TEL: (0)1424 UK+44 TEL: 870600 (0)1424 +44 (0)1424 870600 www.ckl.co.uk 870600 www.ckl.co.uk www.ckl.co.uk CKL DEVELOPMENTS LTD. MARLEY LANEMARLEY BATTLE TN33BATTLE ORE TEL: +44TEL: (0)1424 870600 www.ckl.co.uk CKL DEVELOPMENTS LTD. TN33 ORE UK+44 TEL: +44 (0)1424 870600 www.ckl.co.uk CKL DEVELOPMENTS LTD. MARLEY LANE LANE BATTLE TN33UK ORE UK (0)1424 870600 www.ckl.co.uk

Cat’s ninth life Last chance saloon?

JAGUAR

THE

David Lillywhite guides us through Jaguar’s death or glory relaunch before

J

aguar is at death’s door. It doesn’t matter one bit that it’s won Le Mans seven times or that the E-type was once proclaimed the most beautiful car in the world by none other than Enzo Ferrari.

Without serious change, it will be gone.

The last few years have seen it chasing the mass market, creating good-looking, always competent, often excellent models that nonetheless didn’t sell. You wanted an F-type?

Great. But perhaps a 911 would be the safer bet. How about an XE? Why would you, when there’s so much in that market from Audi and BMW. Or an XJ? Wonderful, of course, but too expensive for a car from a tainted brand. Etc… Or maybe you want numbers. In 2023 Jaguar

sold 64,241 cars worldwide, of JLR’s total 431,733. In the same period, BMW sold 2,253,835. How has it survived this far? By being propped up by the Land Rover side of JLR – you know, the brand that created outrage five years ago by replacing the much-loved (but uncomfortable, high-labour-cost, crashtest-failing, slow-selling) Defender.

So, as you well know, Jaguar went for double or bust, and none of us knows yet how it will play out. Managing director Rawdon Glover told us at a press reveal in early November that the company is aiming for ‘an almost entirely new client base’, with a ‘complete brand transformation’. The aim is for a ‘younger, more affluent and mostly urban-based buyer, cash-

rich, time-poor’, he said. None of that’s a surprise: just about every premium product launch, ever, has targeted that very audience.

He expects only around 15% of its current audience to stick with the brand.

Well, from the number of social media users who have angrily commented in recent weeks that they’ll ‘never buy a Jaguar again’, it seems we can confirm that the marque has lost the majority of its current fans. Though how many of those had bought a Jaguar recently, or were ever likely to do so, is arguable. If only they had, maybe Jaguar wouldn’t need to relaunch.

And so we were bombarded with a lot of bright colours, five apparently crucial slogans – ‘Create Exuberant’, ‘Live Vivid’, ‘Delete

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THE

REBIRTH

ch before four marque experts have their say on both the car and campaign

Ordinary’, ‘Break Moulds’ and the (apparently) Sir William Lyons-inspired ‘Copy Nothing’ – plus a lot of marketing speak. Glover, chief operating officer Lennard Hoornik, chief creative officer Gerry McGovern OBE and brand design director Richard Stevens built up a picture of an all-new, EV-only premium brand. Prices for new Jaguars, when they start to emerge again in 2026, will be set at double the current model prices, targeting that tough market just below Bentley.

And then came the moment that the new Jaguar identity was revealed, bit by bit. It started with the logo, ‘modernised’ and made more symmetrical with a mix of upper- and lower-case letters. It didn’t go down well.

That was followed by the new ‘jr’ motif, to be used in wheel centres and so on. Hmm. That felt a bit weak. Then the ‘Leaper’. Cue collective sigh of relief, even if it is now to be presented on a background of horizontal lines, referred to as the ‘Strikethrough’.

No ‘Growler’ though, which you’ll probably know is the snarling face of a big cat that first emerged on a Jaguar in 1957. That’s been another source of social media outrage since.

Finally, after much theatre, came the concept car. It’s fair to say, we had no idea what to expect, other than Rawdon’s hint that it was the opposite of typical EVs (‘small wheels, sit high, cab forward, created in the wind tunnel for maximum range’, as he described them).

With dramatic music and flashing lights, the studio doors were opened to reveal… wow!

Robocop meets Lady Penelope? Marvel Comics’ first EV? None of the images so far (which unfortunately look like computergenerated renderings) do justice to the scale and proportions of the ‘Miami Pink’ Type 00 that we were shown – very much a concept car, not a production model, but intended to demonstrate the design language that Jaguar is talking for its next cars.

Honestly, despite its challenging looks, it’s stunning to see. Type 00 sits on 23in wheels, with the long bonnet and coupé roof proportions of a classic Jaguar. There’s more sculpting to the sides than shows in pictures,

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Cat’s ninth life Last chance saloon?

and there’s no doubting the designers’ commitment to the new ‘strikethrough’ device: the series of parallel lines are repeated over and over, on front ‘grille’, rear panel (some of the lines incorporating full-width lights) and top (in the form of bars over the panoramic roof and windscreen scuttle).

Of course, no concept car would be complete without unconventional doors, in this case of the butterfly variety. They open to reveal an interior as striking as the exterior, as you’d expect. It’s high-luxury and futuristic, with a 3.2m central brass spine, twin screens, and – believe it or not – a central stone plinth.

The designers freely acknowledged that the brass will be toned down, or perhaps eliminated, in production cars, and there’s little chance of a hefty lump of stone finding its way in, either. However, stone veneers are possible, it was pointed out.

There was also talk of small ‘ingots’ that can be inserted into the centre console to define the ‘mood’ of the car; setting lighting, dynamic response and even smell. And where would these ingots be kept when not in use? In a ‘prism’ of course, stored behind a small door in the lower trailing edge of one of the front wings. Well, it is a concept car – and it’s likely that this feature went down much better at the Miami unveiling than it did in Warwickshire.

Oh, and the ‘jaGuar’, ‘jr’ and ‘Leaper’ branding? Actually they sit much better on the car than they did in isolation. The Leaper-onStrikethrough motif is found only on brass strips on the lower front wings, which hinge outwards to reveal small rear-vision cameras.

You’re probably still not convinced. The real indicator of future success or failure won’t come until we see the new production car in late 2025, priced around £126,000-130,000. It will be British-built and will be clearly related in design language to the Type 00 concept.

Jaguar says it will ‘target a driving range up to 478 miles WLTP or 430 miles EPA, on a single charge, and add up to 200 miles of range in as little as 15 minutes when rapid charging’, which isn’t as unlikely as it sounds given the pace of battery development.

Crucially, it will be sold through a reduced number of completely remodelled, highluxury dealerships. Existing dealers will be encouraged to support current and older Jaguars in terms of spares and maintenance, according to MD Rawden, but we suspect plenty of them could be left out in the cold.

JLR has put £18bn into this. It has ceased production of current models, closed down the Castle Bromwich factory and is refitting the Solihull factory for EV production. It’s a huge change, bigger even than the introduction of the XK120 back in 1948 and the launch of the E-type in ’61.

Will it work? We really hope so.

Above and top right Here is the reinvention of a marque, from typeface to propulsion method. Gone is the air of the lambswool sweater about the shoulders, yet somehow traditional elements of Jaguarness remain.

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‘IT’S A HUGE CHANGE, BIGGER EVEN THAN THE INTRODUCTION OF THE XK120 AND THE E-TYPE’

PETER STEVENS Designer responsible for the Jaguar XJR-15: ‘It is equally very good and not so good’ Less than two weeks ago Jaguar began feeding the press and internet with multi-hued images not of cars but of people. This was part one of a campaign to signal Jaguar’s intention to ‘Copy Nothing’ and ‘Delete Ordinary’. Keyboard warriors had a field day. One or two like me could not help noticing that the Jaguar lettering looked remarkably like the ‘Dyson’ letter forms. So much for ‘Copy Nothing’.

Here is the problem Jaguar has. For too long the company has listened to UK dealers saying ‘Don’t change anything, it’s what our customers want.’ And no more than 13,000 customers last year agreed with that. That is not a business plan.

The fact its teaser offended Jaguar enthusiasts, who love the old cars but don’t buy the new ones, probably doesn’t bother Jaguar’s sales team. Too much of what I read online is so unhelpfully enraged that I feel sympathy for the young designers, many of whom I know, and for the folk on the production line whose jobs are at stake.

So I waited until I’d seen images of the car before commenting. It had better be good, I thought.

Then I was reminded of quite a few different things. First, the Ford Probe III, not for its looks but its place in Ford’s strategy. When Ford’s marketing people first saw early versions of the Sierra in 1979/80 they were terrified, convinced that the traditional Cortina buyer would reject it. Design chief Uwe Bahnsen believed that customer reaction could be softened by showing a radical version of the Sierra at the 1981 Frankfurt motor show. It was met with hostility.

But only a year later the real thing was less troublesome. It then tended to regress further with each variant.

Not being designers, conservative sales teams can often describe a future direction only according to what they already know. So ‘Copy Nothing’ is difficult. Jaguar decided to be brave and ignore almost every opinion that didn’t meet with its idea of renewal. But, of course, there will always be concepts from the past that have signalled new design directions. Gerry

McGovern’s own 2001 Lincoln Mk9 and Brian Smith’s particularly fine 2003 Cadillac Sixteen show cars come to mind when looking at the concept Jaguar, Type 00.

It is equally very good and not so good. The surface modelling of the whole side is skilfully executed, and the wheel opening flares develop perfectly from it. The side profile has a Jaguar feel to it and the front and rear overhangs are modest. The classic minimal front wheel opening to upper fender line is very Jaguar and the bonnet has enough rise to avoid the ‘elephant sat on the base of the windscreen’ look.

Only when looking at the car in plan view is there evidence that both the front and rear panels are not completely flat. But without any detail they look dull: the almost obsessive lack thereof, beyond the controversial ‘Jaguar’ lettering at front, side and rear, is bizarre. The whole car sits on a black raft that implies a faux aerodynamic purpose but, without any indication of scale, it is hard to judge the car’s size. If it is large then it will not lack presence.

I hope this brave new direction works, not for the senior management, but for those loyal workers whose livelihoods depend on this experiment being successful, and for those young people in design and engineering who have had to avoid social media for fear of becoming overwhelmed by the barrage of negativity.

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Cat’s ninth life Last chance saloon?

PHILIP PORTER Author, publisher and Jaguar authority: ‘Maybe we should not take this seriously’ Of course, it could all be a joke. Maybe we should not be taking this seriously at all. How could any car manufacturer who wanted to be taken seriously behave as stupidly as this? For the basis of this little critique, I will assume it is not a joke and that Jaguar management will not have the last laugh by leading us astray, merely to shock and do a brilliant job of publicising the brand, only to launch

something very different in two years’ time that really has great style.

Yet how could anyone score so many own goals, unless there are fifth-columnists from BMW, Audi, Mercedes-Benz and Lexus embedded deep within the Jaguar team? I am no graphic artist myself but I know plenty of them. To a man – sorry, person – they think the new logos are appalling. As to the infamous ad, that fits the brief of making Jaguar a laughing stock worldwide. The amount of media content and the number of cartoons, memes and so on have been unprecedented and – almost without exception – scathing. Full marks to the Jaguar creatives. Never have so few done so badly.

Now to the newly revealed ‘design vision concept’. Well, to anyone with taste and a sense of style, it is pig-ugly: a brick with a roof atop. We are told that ‘the brand recaptures the original “Copy Nothing” ethos of its founder, Sir William Lyons’.

As Sir William’s co-biographer, I must say that quote is entirely new to me.

Most cars are merely functional; some have

importance of style. Ironically his early sketches for the 1930s SSI were almost cartoon-like in having such an exaggerated length of bonnet.

Here we go again. It’s not actually new at all.

Functionality engenders respect; good styling inspires passion, further fuelled by heritage. So Jaguar has traditionally been rare among car-makers, being instilled with passion. Owners of Jaguars, particularly the sports cars, had that passion. That passion was the lifeblood of the brand through its many dark days since the conquering ’50s and ’60s when the heritage was cast. Kill the passion, kill the business.

As for the business case, do you put all your batteries in one basket? Do you risk the entire future by betting the factory on EVs? Do you happily alienate your core customer base because they are too old and not woke? Do you offer a concept car that divides opinion heavily, and mainly against? Above all, will the young cool dudes who are the only customers acceptable to you (such arrogance) be able to afford your

style. Most Jaguars have had style. Some have had supreme style. Lyons, above all, knew the

£120,000-plus cars – assuming the Jaguar brand is still in business?

ROBERT HUGHES Established Jaguar specialist and author: ‘Too impractical for mainstream production’ Jaguar started to lose its mojo with young buyers once it stopped producing mid-size, Mk2-type saloons in the late 1960s, so Jag fans have become a progressively older species while their beloved cars have suffered a declining association with youth. As a Jaguar specialist, losing 5-10% of my client base annually to the consequences of ageing, I understand Jaguar’s problem – and the urgency to resolve it.

Jaguar’s re-launch video was greeted by accusations of wokeness largely due to its display of ethnological inclusiveness, which was a cruel response, while the less-complained-about absence of older generations and young families in the shoot was, I believe, a faux pas. Although the carless video prompted Elon Musk and many others to enquire mockingly ‘Do you sell cars?’, the furore ignited by Jaguar’s tease-marketing should subside now that the Type 00 has been revealed.

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14th Edition

21 - 24 August 2025

The battle of the prancing horses, but not only...

The battle of the prancing horses, but not only...

For the first time ever, the host brand will be Porsche. We will feature 40 Italian brands, 40 Porsche and 40 Ferrari, all produced before 1985, along with selected lightning strikes at the organizer’s discretion.

For further information and registration: www.passione-engadina.ch

For further information and registration: www.passione-engadina.ch

Cat’s ninth life Last chance saloon?

The car’s towering flanks and 23in wheels hark back to the elegance of Jaguar’s pre-war proportioning. The modernist, horizontal slatting running front and back evokes the futuristic 1935 Cord nose-on, and dazzling pink and blue metallic colours are pure Ocean Drive.

Its wraparound pillarless glazing is intriguing, the butterfly doors are super-cool.

Within, traditionally Jaguar wood fillets punctuate the minimalist cabin with its entirely electronic dashboard, though the central spine that divides seating looks neither practical nor conducive to occupant communication, and could frustrate an emergency exit. And I never thought I’d see a quartic steering wheel revival!

Jaguar’s comfortingly familiar leaper strikes an attractive new pose, though I think mixing upper- and lower-case letters in the maker’s script was a pointless crime against literacy.

For ingenuity, Jaguar is clearly hoping for the sort of renaissance Rolls-Royce enjoyed with the Phantom VII in 2003, gaining it a far more diverse clientele. Its average driver age has been drastically reduced to the early 40s.

Type 00 will excite a younger audience but, at £130,000 or so, I doubt whether this ‘object of desire’ can secure Jaguar the volume of sales it enjoyed in the ’60s, when the company ethos was focused more on affordability.

Jaguar’s commitment to banish fossil fuels from its products is laudable but a risky move when demand for electric vehicles is not yet on a reliably upward trajectory.

The aspiration of ownership may now embed itself in emergent minds but, while the long game plays out, Jaguar will, I suspect, remain financially dependent on more family orientated and maturer generations… which its launch video excluded. I therefore wonder whether some elements of the Type 00 concept car are just too impractical for mainstream production.

S T E P H E N B AY L E Y Design critic and Octane columnist: ‘Our faith in Jaguar has been restored’ There was no option other than audacity. Brands are a promise. And Jaguar has been breaking its promises for too long. And brand values? These are the associations and expectations that all successful products acquire over time. Jaguar had great successes in the past with a glorious history in racing combined with a portfolio of inimitably gorgeous-looking cars.

The positioning became clear: elegant Jaguars looked good on the Promenade des Anglais and in Hollywood. At home, they were not as grand as Bentley, but much grander than Humber. And faster than both. They were favoured by Graham Hill-types and the better sort of bank-robber.

Lust, they tell me, survives long after the means to realise it has faded. And the idea of a successful Jaguar survived long after the cars became mediocre. How many decades has it been since people went to bed dreaming ‘One day I will have a Jaguar’?

The problem was that a distinguished tradition stifled designers Geoff Lawson and his successor Ian Callum, who were too obedient to history. But tradition is not worshipping the ashes, rather it is tending the flame. And with Jaguar at its best, that flame was an audacious one. Gerry McGovern

has had the nerve to fuel that dying flame with a fierce propellant. This is not a rebranding. It is an overdue reinvention.

It has not begun well. The logo is feeble: great logos are graphics of synoptic genius. This is no such thing and will never be in anybody’s history of great design. The videos? Infantile, wince-making, but necessary. Outrage was to be expected and what was wanted. Outrage was achieved and, with it, an exceptionalism that Jaguar has not enjoyed since 1968.

Now, the cars. It would be both mean-spirited and wrong to say anything other than that they are astonishing. If you look at bootleg launch material online, perhaps an ad for a Lexus pops up.

Compare the two to see what McGovern has achieved: the Lexus looks like a creaky old galleon while the new Jaguar looks like the USS Zumwalt stealth warship.

But, perceptually speaking, stealthy it is not: I cannot remember when I was last so shockingly surprised by a new car. The proportions are outrageous, details swaggeringly novel, surfaces exude artistic confidence. The interior evokes Jaguar opulence of the 1950s without slavishly imitating it. This is class.

Historians of art have a concept called Nachleben, or the ‘after life’ of things: for example, carvings in Christian medieval churches are often inspired by pagan gods. There’s some Nachleben in the new Jaguar. With genius, the shape suggests Jaguar without any slippage into lazy copyism. Very late in the history of the automobile, this will become a classic.

Brands are not only promises, they replicate religions. If there were no mystery, there’d be no need of faith. Harley Earl, Detroit’s wizard of kitsch, told his designers: ‘Go all the way you can, then pull back some.’ In this design, Jaguar has not pulled back and this will save it from the brink. Our faith in Jaguar has been restored.

That is, if they actually build it.

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Alfa 8C 2300 Spa 24 winner

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VICTORY AT LAST After two attempts at Le Mans, this fabulous 1932 Alfa Romeo 8C 2300 finally took the endurance laurels at Spa in 1933. Massimo Delbò tells its stellar story Photography Nate Lindemann Archive Courtesy Centro Documentazione Alfa Romeo

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Alfa 8C 2300 Spa 24 winner

I

t is always difficult to write about the Alfa Romeo 8C. I mean, where do you begin? There were simply so many gifted people involved with the birth of one of the most perfect, advanced, sophisticated cars in history. Yet perhaps one stands above the others: Vittorio Jano, legally Viktor János, the technical father of the 8C. Of Hungarian origin and born in 1891 in San Giorgio Canavese, a small village near Turin, he joined STAR (Società Torinese Automobili Rapid) in 1909, a longforgotten car manufacturer that employed 500 at its height.

The young Jano spent his evenings studying at a mechanical design school and, on gaining his diploma two years later, was hired by FIAT’s Giulio Cesare Cappa, the genius behind the Fiat 509 who went on to develop the Bugatti Type 53 and several aircraft engines. He was also the first to use light alloy for pistons.

There the talented Jano found the perfect environment in which to bloom, and almost all the marque’s greatest racing cars of the period could be directly linked to his work. So much so that, when he left to join Alfa Romeo in 1923, the loss felt was significant enough that the Torinese company soon quit competition altogether. For a decade it had been considered almost unbeatable.

What convinced Jano to leave his revered position at FIAT remains one of the most debated topics in the car world. A certain Enzo Ferrari was then 25 years old, an Alfa Romeo racing department team manager and at the beginning of his career as ‘agitator of men and ideas’. Legend suggests that Enzo had been in touch with Jano’s wife Rosina, bombarding her with flowers and telling her that ‘at Alfa Romeo, Vittorio would be free to chase and realise his dreams’. Maybe that’s too romantic to be true, but a long discussion on Jano’s new salary apparently followed.

In the meantime, Alfa Romeo was in the process of establishing its status as a sports car manufacturer, backed

by Benito Mussolini, who had become the Italian prime minister in 1922. He had a vision to transform this mainly agricultural country into one of the most technologically advanced and politically important in the world. As with a certain other European nation a decade or so later, that included motor racing. And obviously victories formed a strategic part of this plan.

From his first day at Alfa Romeo, Jano was put to work designing a straight-six with double overhead camshafts, and thus the 6C was born. It was followed in 1924 by an eight-cylinder engine that would form the basis of Alfa’s racing and sports cars for the next 15 years. A legend was created, and immediately Jano’s straight-eight sported technical trademarks that made it unique, with four platedsteel blocks of two cylinders on a common crankcase. It had a capacity of 1987cc and powered the P2 to victory in the 1925 Grand Prix World Championship.

From then on it underwent constant evolution, and the 8C name first became known at the 1931 Mille Miglia, marking a car powered by an engine that then featured two alloy blocks of four cylinders, which also incorporated the cylinder heads (obviating the necessity for troublesome head gaskets), mounted on a common crankcase and with a central gear tower driving the overhead camshafts and the Roots volumetric supercharger.

It featured internal cylinder measurements identical to those of the 6C 1750, in an effort to control costs, and its resultant 2336cc capacity inspired the name: 8C 2300. Thus was established the format of the 8C engine, which was developed for 1932 with twin compressors as a 2.6 for the single-seaters (Tipo B-P3) and from 1936 until 1939 in 2.9-litre form as the 8C 2900.

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Clockwise, from opposite Chassis 2211067, wearing race no.12, at Le Mans, 1932; in the pits with the team cars ahead of the race; being enjoyed as it should on the road.

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Alfa 8C 2300 Spa 24 winner

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Left and below Beautiful from any angle, including the front; glorious twin-cam straighteight; so much history made in that cockpit.

As history teaches us, the best ideas are often unforeseen. Production of the 8C was initially planned only for racing, under the banners of Alfa Romeo, Scuderia Ferrari and a few other selected customers. But 8Cs were expensive to manufacture and Alfa Romeo decided to offer it to the market, targeting gentlemen drivers and wealthy potential buyers. The chassis, with longitudinal rails and crossmembers, was available in three different lengths: ‘Lungo’, or ‘long’, with a 3100mm wheelbase for endurance racing; ‘Corto’ (‘short’, 2750mm) for road racing; and ‘Monza’ (2650mm) for circuit racing only.

Soon the best coachbuilders began working on these chassis, offering every possible type of body, sometimes very far from what was required for racing but wonderful nonetheless. For context, the bare rolling chassis cost about £1000 in 1931 (that’s £85,000 in today’s money), when an average salary in the UK was £165 per year and a house in London rarely sold for more than £750. This is why every 8C has an important past and a significant owner, but some have earned even more elite status thanks to their early lives.

That description fits perfectly with this 1932 8C 2300, chassis number 2211067, a car of the second series, with matching-number engine and a Carrozzeria Touring open body on a ‘Lungo’ chassis. It was first registered in Milan in the name of Società Alfa Romeo, at the Viale Traiano 33 address: the entrance to the famous Portello factory. It happened to be the fourth of that year’s Le Mans team cars and, with racing number 12, took part in the 24-hour race on 18-19 June, driven by the French pairing of Pierre Louis-Dreyfus and his brother-in-law Antoine Schumann.

Although success was elusive, it was part of an illustrious outing. Raymond Sommer and Luigi Chinetti, in a similar car, won the race and were followed across the line by the 8C 2300 of Franco Cortese and Giovanni Battista Guidotti. The other two cars – 2211067 and another

1932 Alfa Romeo 8C 2300 Lungo Engine: 2336cc DOHC dry-sump straighteight, Memini SI 42 carburettor with Autovac fuel pump Power 140bhp @ 4800rpm Transmission Four-speed manual, rear-wheel drive Steering Worm and roller Suspension Front and rear: beam axles (live rear), longitudinal semi-elliptic leaf springs, SIATA friction dampers Brakes Drums Weight 1200kg (approx) Top speed 106mph

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Alfa 8C 2300 Spa 24 winner

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‘EVERY 8C HAS AN IMPORTANT PAST, BUT SOME HAVE EARNED EVEN MORE ELITE STATUS IN THEIR EARLY LIVES’ driven by Francis Curzon, Earl Howe and Sir Henry Birkin – did not finish. Indeed, number 12 was the first to withdraw, only three hours in, when Louis-Dreyfus entered Indianapolis too quickly and slid off the road, hitting the bank, with the car ending up on its side and suffering serious suspension damage.

Today we are used to paying a premium for classic cars with race history, and it seems that was also the case even in the distant past. The damaged 8C was returned to Alfa Romeo and fixed, then sold on 13 July (less than a month later!) to Alfredo Koch, a resident of Genoa, for 90,000 Lire – nearly 40% more than its price new. This was likely the result of a tax-avoidance trick, as Alfa had a vested interest in keeping the declared value of the initial sale as low as possible. Nothing is known of what Koch did with the car, but in May 1933, after only ten months of ownership, the 8C was sold back to Alfa Romeo for just 35,000 Lire and re-registered just in time for the 1933 24 Hours of Le Mans, planned for 17-18 June.

There were five 8C 2.3s at the start, and Alfa Romeo scored a magnificent 1-2-3 result, with Raymond Sommer and Tazio Nuvolari taking the win, followed by Luigi Chinetti and Philippe ‘Varent’ de Gunzburg, then Brian Lewis, Baron Essendon and Tim Rose-Ricards. Chassis 2211067, wearing race number ten, was entered by none other than Pierre Louis-Dreyfus and raced by the 22-yearold Guy Moll with Guy Cloitre. It was doing well to run in fourth position when, around midnight, a broken battery terminal brought the race to an end for Cloitre.

Moll tried to get a new one to the car, but was spotted by the race marshal. They were disqualified.

Only two weeks later, on 1 July, the 8C was entered into the 24 Hours of Spa, in Belgium, driven by the dream team of Louis Chiron and Luigi Chinetti with racing number 68. And finally victory! They won the race, covering 2806.3km at an average speed of almost 117km/h, a high average for the twisting Spa-Francorchamps circuit, just enough to beat the 8C 2300 of Raymond Sommer and Henry Stoffel, mere seconds behind, and that of Belgians Albert Greeve and Frédéric Théllusson.

The account of that race appears in the August 1933 issue of Motor Sport: ‘The weather conditions were good when the signal to start, at 4pm, was given, and a tremendous crowd thronged round the whole of the winding and hilly circuit. The leader at the end of the first

Opposite, top and bottom Here you get a sense of how narrow yet open the cockpit is; ‘lungo’ wheelbase obvious from this angle, and allows space for a dickey seat.

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Alfa 8C 2300 Spa 24 winner

‘THE 8C WAS DRIVEN IN THE 24 HOURS OF SPA BY THE DREAM TEAM OF CHIRON AND CHINETTI. AND FINALLY VICTORY!’ lap (if one can call a wheel a lead) was Sommer, running neck and neck with Chiron, who was in turn a bare length ahead of Siena. These three Alfa Romeos had outstripped the rest of the field. On the second lap Chiron got ahead of Sommer, breaking the lap record with a time of 6m 58s.

Chiron was still driving at a furious pace, and repeatedly improved on his time for the lap. 6m 57s… 53sec… 48sec…

47 seconds! The records thus gained were of some service when the car had to stop on the 28th lap with that old Alfa Romeo trouble – loose mudguards. For 12 whole minutes the car was stationary, while the wretched mudguard was securely fastened. Siena and Sommer forged steadily ahead, in that order, but when Chiron finally got going again he immediately lowered the lap record to 6m 45s. At about ten o’clock in the morning, while Chinetti was driving through Stavelot the Alfa Romeo lost a wheel, and much valuable time was wasted. Chiron took over, and on the 73rd lap he succeeded in wresting the lead.’

The question of which team entered the car in the Spa race remains unanswered: Scuderia Ferrari was formally in charge of all Alfa Romeo’s racing activity from 1 January

1934 and is a possibility. It could equally have been Alfa Romeo France, or the linked Scuderia Chinetti. Another option could be a smaller team such as the Louis- Dreyfus équipe that had entered the 8C at Le Mans.

Little is known of the car after its success in Spa, but it came back on the radar on 9 May 1934, when it was registered in the UK. It’s not known if the modifications to its fenders and windshield had already been caried out at that point. After a couple more English owners, the car was first restored in the mid-1960s and often shown at VSCC events. In 2005 it underwent a complete restoration by English specialist Jim Stokes and has since been used in European rallies and shows. It was displayed at the Pebble Beach Concours in 2008, where it won the Phil Hill cup.

In 2020 the 8C, having been repainted in its original blue, was sold to the USA, and in 2022 it entered the ownership of a custodian who drives it as it should be driven. On the road today, he enjoys the loud, hoarse voice of one of the most perfect cars ever manufactured, a car that is still fast enough, after more than 90 years, to cope with modern traffic.

Above Long, low and without a roof, the 8C 2300 looks every inch its era’s archetypal endurance racer.

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Celebrating 50 years Porsche Turbos

It’s 50 years since Porsche launched the 911 Turbo.

Octane takes a five-decade joyride Words Matthew Hayward Photography Porsche

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P

orsche has been at the sharp end of turbo technology since its inception, and this year has marked the 50th anniversary of its first turbocharged road car, the 911 Turbo (or ‘930’ in Porschespeak). Launched at the end of 1974, it became a legend in its own right and laid a path for future models to follow. Right now we’re in Stuttgart to celebrate its legacy, driving in a convoy of Turbo models from those five decades to meet some of the people who built that legend.

Just being behind the wheel of an early 930, straight out of Porsche’s own collection, is an incredible privilege.

One of the first 30 off the production line, it’s beautifully preserved, features the original 3.0-litre engine and fourspeed transmission, and intimidates immediately with its ‘widow-maker’ reputation. It’s just started raining…

Present and correct are intergalactic gearing, hefty unassisted steering, and the usual difficulty in working out how to turn on the demister. We barely get out of second gear around town, but once the roads open up we can stretch it a little more. Modern electronics and improved turbo technology have taken away much of what made old-school turbos like this tricky to drive fast; let’s just say it’s a healthy reminder of how exhilarating a burst of turbo boost can be!

Keeping the 930 on the boil is part of the fun. It takes some planning, but even when it’s off-boost the flat-six is extremely tractable, and as soon as the rev-counter hits 2500rpm the compressor spools into life and provides you with an addictive hit of 260bhp. This is why we love Turbos.

We arrive at Flugplatz Donzdorf, a small airstrip about an hour east of Stuttgart, where we’re greeted by the sight of a 956 racer. We’ve come here to celebrate this rich history of forced induction and, like so many great innovations, Porsche’s journey with turbos began in motor racing.

Engineer Hermann Burst joined Porsche’s motorsport department in 1969, taken on by racing boss Peter Falk to improve the aerodynamics of the 917, 917 Can Am, 908-03 and 908-02 long-tail models. Burst explains why Porsche developed its first turbocharged racer, following its legendary Le Mans win in 1970. ‘Turbocharging gives you two options: either use the same displacement and increase power, or maintain the power and reduce displacement,’ he says. ‘For the CanAm series, there was a kind of internal competition at Porsche between two engines: a naturally aspirated 16-cylinder and a 12-cylinder turbo. The turbo engine was used, as we could reduce the weight and dimensions of the car. It had a swept volume of 5.4 litres, and delivered more than 1000bhp.’

The results in 1972 and 1973 were extraordinary: ‘Porsche won two successive CanAm championships, winning almost all the races.’ So successful was Porsche, in fact, that in 1974 the organising body changed its regulations. ‘Porsche was then unable to compete there anymore.’

Burst’s team was called in to help with the Carrera RS 2.7, developing its ducktail spoiler, but for the 930 the aerodynamic changes were considerably more radical. As well as the huge whale tail, there was also a front spoiler to reduce lift and aid high-speed stability.

Burst reminisces: ‘Within our development team, turbo technology quickly became part and parcel of our daily work. All of these new features had to be tested, so we took the car to the Sahara to test it in extreme heat, and to the north of Finland for testing at -30ºC. In those days we worked on a lot of details that you might not see without taking a very close look. But today we can see that cars launched after 1974 represented a huge leap forward in terms of quality for Porsche, and all subsequent models benefited from that development.’

Ever since those first victories, Porsche has remained loyal to the technology, installing it in many racing cars, and soon after in production cars. The first 930 road car was launched in 1974, but it was the continual development of the motorsport cars – such as the 1976 936 Turbo that won Le Mans – that helped to bring improvements such as intercooling to the later models.

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‘IN ITS DAY THE 944 WAS RATED AS ONE OF THE BEST-HANDLING CARS ON SALE, AND THIS EXAMPLE FEELS TAUT AND EXTREMELY WELL SET-UP’

Clockwise, from above Turbo maestro Hans Mezger with head of racing engine development Valentin Schäffer (in tie); ‘Double World Champions’, as boasted in advertising; 944 Turbo S2 leads Cayenne Turbo S; 956 racer stuns observers.

While these victories were impressive, turbocharging technology brought with it significant engineering challenges. We’ve all experienced turbo lag in a road car, but in the early days on track it was a whole different ballgame. Burst recalls: ‘Lag was a major issue, and only experienced drivers were able to handle that situation, because the sudden massive increase in power available made the car quite difficult to handle. To manage the lag, drivers actually had to go on the brake pedal and at the same time keep the accelerator pressed in order to have the full power available once they exited the corner.’

By the early 1980s, left-foot braking had become a requisite skill for most race and rally drivers to combat turbo lag. For the road cars, it was something the engineers strove to eliminate through the years: ‘We introduced technology to optimise turbocharging systems in production cars. The 930 came with a large intercooler, then we had the bi-turbo technology in the 993, and the 996 came with variable cam timing.’

Thomas Krickelberg joined Porsche’s racing engine development and research department under the wing of Hans Mezger (father of the aircooled flat-six) in 1990. He picks up the story: ‘From one generation to the next of engineers, we kept working on the turbo lag, in addition to increasing power and bringing fuel consumption down and complying with emissions. The biggest step forward in reducing turbo lag was in the 997, with the introduction of variable turbine geometry.’

That technology was difficult to develop. ‘Around the turbine you’ve got a number of small flaps or vanes, to guide the airflow, and they have to be adjustable and operate very precisely at temperatures of 1000ºC and more. So we did a lot of testing and simulation with different materials.’

The speed of development at Porsche has always been a key strength, and Hans Mezger was the mastermind behind much of the technology.

Burst explains: ‘The TAG F1 engine was Mezger’s masterpiece. It had a swept volume of 1.5 litres, delivering an output of 1000 horsepower.

That’s the same power that the CanAm car was producing from a displacement of 5.3 litres. This example really shows what great progress was made on turbo technology in those first ten to 12 years.’

Krickelberg continues: ‘He was a genius, but still he was very calm and very humble. And what impressed me most is that, every day, he walked through the office moving from one drawing board to the next, discussing all the details with the engineers – all of the radiuses and wall thicknesses – so he really was involved in every detail. You could take Hans Mezger as a role model for yourself and try to learn at least a tiny bit from him.’

Today, turbochargers are standard on most Porsches – indeed, on most petrol- and diesel-engined cars sold! – and the technology has developed to the point that lag is not an issue any more. Krickelberg continues: ‘We’ve been using these technologies for 20 years; we’re not only transferring technologies from racing to production but also the other way around, as with the Le Mans-winning 919 hybrid cars. These came with a waste heat recovery system based on road-going turbo technology.’

After a flame-spitting demonstration of the 956, it’s time to experience more of Porsche’s Turbo models. The company’s four-cylinder ‘transaxle’

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‘THE TAG F1 ENGINE WAS MEZGER’S MASTERPIECE. FROM A SWEPT VOLUME OF JUST 1.5 LITRES, IT DELIVERED AN ASTONISHING 1000 HORSEPOWER’

Above, from top Hans Mezger with the exceptionally power-dense TAG F1 engine; 5.0-litre turbocharged Porsche 917/10 Spyder testing at Weissach, 1971.

924 was launched in 1976, with a Turbo version following in ’78. It was a radical departure from rear-engined, air-cooled Porsches of old, and it proved to be an effective performance road car; the 924 Carrera GT scored well on track, too. Its replacement – the 944 – came along in 1982, and by the end of the decade it had evolved into the 944 Turbo S2.

As is often the case with turbocharged four-cylinder engines, this 2.5-litre isn’t immediately the most enthusiastic-sounding companion – especially after a flat-six – but the 944 impresses in other ways. The cabin feels modern and stylish, the driving position is excellent, and the beautifully weighted power-assisted steering is particularly notable. In its day the 944 was rated as one of the best-handling cars on sale, and this example feels taut and extremely well set-up.

Thanks to five gears, and a slightly more forgiving 2000rpm turbo spool, it’s considerably easier to manage the 944’s 250bhp power output than the 911’s little bit more. It’s not as explosive in its delivery, but when it comes on song the performance is mighty impressive. Porsche claimed that it will hit 62mph from rest in under 6.0sec, and the engine does a great job, but it’s the supremely balanced chassis that really makes it memorable. Less emotive than the 911 Turbo, perhaps, but nonetheless a compelling driver’s car.

From the sublime, I climb up into the Cayenne Turbo S. Porsche’s SUV undoubtedly brought the company great fortunes, and now it’s more than 20 years old itself. Maybe it was a bit of a culture shock to Porsche enthusiasts at the time, but it certainly served as a wake-up call to the rest of the industry. This 2006 Turbo S was the second most powerful Porsche road car ever built (behind the Carrera GT!), producing 514bhp.

Despite the high driving position, there’s no mistaking this for anything other than a Porsche inside. Even at idle the twin-turbo V8 sounds meaty, and on the road it’s clear how far turbo technology had moved on from the late 1980s. An automatic gearbox makes things easier, and the delivery of boost is also much smoother. Despite this, and the 2355kg kerbweight, the end result is nothing short of hilariously fast. The V8 is characterful and strong-sounding, and the Cayenne proves to be a lot more fun than something of this immense size should be, mostly down to that fabulous power unit. It moves around on its suspension less than you would expect, thanks to adjustable air suspension with ride height control.

Quite the guilty pleasure.

In 2009 Porsche launched a limo in the shape of the Panamera, and this 2010 Panamera Turbo – bought new by German singer Udo Lindenberg – is extremely luxurious. Refinement is at an all-time high, the 4.8-litre twin-turbo V8 producing 493bhp with very little drama and very good responses: lag is not an issue. Although it feels big, its neartwo-tonne weight is extremely well-controlled. Impressive, certainly, though it leaves me feeling slightly cold.

But there’s a treat in store. To end the day, it’s time to head back to the airport in the latest 992 Turbo. In recent years the Turbo 911 has remained at the top of the range (GT cars notwithstanding) but, as the standard Carrera models have been turbocharged since 2015, Porsche has attempted to keep the 911 Turbo as a distinct model by throwing all its knowledge and technology at it. Four-wheel drive with torque vectoring, four-wheel steering and an eight-speed PDK transmission provide the tools you need to deploy this car’s 572bhp. Performance?

Figure on 0-60mph in 2.7sec and a top speed of 198mph. Lag is virtually non-existent and, while making progress in the 992 Turbo is easier than ever, its sheer capability and accessibility make it one of the most incredible driving experiences you can have in a road car.

Thanks in part to the work done by early pioneers such as Porsche, today’s cars are faster and more efficient than ever before. As we’ve heard and experienced first-hand today, the technology has improved vastly over the years, although there’s something supremely characterful about the earlier, more rudimentary turbo set-ups.

The latest 911 Turbo has been 50 years in the making, but for some the original will always be best.

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A N A M E R IC A N

MILLE MIGLIA More than that, in fact. Octane undertakes a road trip from Minneapolis to Monterey, to add another 3000 miles to a very well-used Porsche 911 turbo Words and photography Massimo Delbò

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BACK IN JANUARY 2022, my friend Kevin Caulfield called and surprised me. He’d just bought a 1988 Porsche 911 Turbo at Mecum’s Kissimmee auction. He’s usually quite cautious and reflective, very much not one to make an unplanned purchase. Not only that, he’s a Ferrari man rather than a Porsche enthusiast. Kevin knows classic Ferraris by their chassis numbers, and is the ideal custodian for his family’s 1951 212 Export Touring Berlinetta (chassis 0108, since you’re wondering), bought by his father in 1965.

He was clearly excited, though. While he was chatting away, I caught such snippets as ‘looking gorgeous, well tuned, a lot of power, a lot of miles, a sunroof, no history…’ Alarm bells rang with that last one. But Kevin, with the experience of a life spent in classics, could feel the right vibes coming from this American-spec specimen, manufactured in December 1987, first registered in 1988 (chassis 50531), Classic Weiss with Black leather. And you need to trust your feelings with a 34-year-old 911 Turbo, especially one showing more than 200,000 miles. Yes, two hundred thousand miles, more than 320,000 kilometres.

That mileage meant this car was being overlooked by many, but Kevin’s inspection seemed to suggest that everything was much better than a quick glance at the sale report would have indicated. It sported the original paint and interior, most of the panels were still stamped with the right numbers, there was uprated suspension with a strut brace and RSR coil-overs in place of torsion bars, plus a Porsche five-speed gearbox rather than the original four-speed unit, a larger intercooler to keep in check the KKK K27 turbo that had replaced the original K26, the exhaust was a rather expensive Fabspeed stainless steel one, while the spare tyre and original fuel tank had made way for a long-distance 100-litre substitute. In short, a car very obviously owned – and used – by an enthusiast.

And the news got better. After the sale, Kevin met the vendor, who later sent him a package of the missing books and documents, tools, jack and air compressor.

The 930 was then shipped to a trusted Porsche specialist in Southern California, for inspection and service, and Kevin got on with researching its history. He tracked down the specialist who had carried out the upgrades, plus a couple of previous owners, who shared memories and provided more documents from the past. He also discovered that the car had most likely landed on the East Coast before being sold new to a lady in Laguna Beach, California, who used it for a decade.

Clockwise, from opposite One of the most enjoyable stretches of the 3000-mile journey, heading up Mount Hamilton; sometimes the only other traffic is freight trains; bugs meant a daily wash; Mount Rushmore; the blue skies of Wyoming were unforgettable; Sturgis less so.

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‘Into Wyoming and I’m hooked instantly. It’s not only the light but also the roads that are magical’ Kevin lives in Minnesota and the car was in Southern California, where the ‘to do’ list became a victim of their waiting list. He was burning to test out the range of that extra-large tank, and his first idea was to drive it back home. Then, after a meeting with 911 supremo Alois Ruf, another idea: ship the car to Italy and drive from there to the Ruf headquarters in Pfaffenhausen. Maybe one for the future. In the meantime, with the car shipped home and booked in for work to be completed by August 2024, the perfect opportunity arose: Kevin and I would drive the 930 from Minnesota to Monterey for the car week.

We were thinking of the best route to take, when a Porsche Club friend of Kevin made some suggestions: relaxed timing, secondary roads, scenic detours, heading via South Dakota, Montana, Wyoming and Idaho before turning south in Oregon to cross Nevada and then entering California. Time to pack for the trip.

AND SO HERE we are, heading west with the best part of a week to spare, reaching Mount Rushmore after a couple of days, with its presidents’ heads carved into the mountain. Neither of us has been before, it’s such an impressive sight and what an achievement in an era well before helicopters. We find the perfect spot for photography, mere minutes before a fleet of gigantic RVs moves in to ruin the view.

We drive away, surrounded by Harley-Davidsons, and realise that Sturgis is not so far away. It’s home to the Sturgis Motorcycle Rally – the Harley world’s own Mecca – which happens to be taking place, and a detour is surely mandatory, as I convince Kevin.

Only it turns out not to be; the event looks like a cheap country show, with sponsors’ tents everywhere selling souvenir tat. I try to grab a portrait of the Porsche cruising the main drag surrounded by Harleys, but there are just too many trucks, trailers and rusty cars. A lesson learnt, rather than a memory made.

We laugh it off and are soon feeling better as we cross the border into Wyoming: I’m hooked instantly. They call it the ‘Big Sky State’, and that rings absolutely true. It’s not only the light but also the roads that are magical, with soft

hills the backdrop to endless corners in which the Porsche feels particularly at ease. But things change as a sudden five-minute rainstorm proves the 911 is watertight yet makes visibility difficult, the only solution being to follow the yellow stripe in the middle of the road – from the side windows. Just as suddenly, the big blue sky returns, and our thoughts are with the guys on the Harleys we’d passed just a few miles before.

In the mountain passes from Wyoming into Montana, the 911 develops the only technical problem of the journey: push the gas pedal too quickly above 3000rpm and the engine will cut out. It’s fine below that, you can floor it from, say, 2000rpm and hold it all the way, but the rest of the journey has us wondering what it might be: fuel starvation or electrical gremlins, maybe. Later, after a visit to the workshop near Kevin’s home, we’ll find out that the pipe connecting the intercooler to the turbo has come loose. A few minutes to fix, if only we knew.

The route between Oregon and Nevada imposes the most extreme conditions, turning from a foggy, cold, mountain pass to the hot, flat desert in only a few hours.

One of the drives I enjoy the most is the road up Mount Hamilton to the Lick Observatory, just east of San José, in California, which would make a fantastic competitive hillclimb venue! Somewhat incredibly, on the way up we meet the only other true sports car of the whole journey, an Aston Martin Vantage.

And that prompts a question we struggle to answer.

Where do all the sports cars sold every year in America – and there are many – go to be enjoyed as they should?

Our journey totals 2970 miles (nearly 5000km) on some of this vast nation’s most scenic roads, during summer, and everywhere we are greeted and complimented for driving such a cool car. But in six days we spot only an MGB and the Aston. Maybe they’re all in Monterey, where suddenly Porsches, Ferraris, Rolls-Royces and more appear in the hundreds.

After all that, we can declare that the 930 is a fantastic highway cruiser, as well as an entertaining, fast and agile partner in the twistier sections. We have averaged 13 miles per US gallon, better than we expected though

Right, from top The 911 feels completely at home following the contours of eastern California; Highway 12 from Montana to Idaho is heaven on wheels – there were only four other cars in four hours of driving!

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‘Everybody recognised the Porsche as a 911 Turbo without hesitation’

Above, and left from top Post-apocalyptic abandoned Sahara Motel in Oregon; ‘the open road’ takes on a literal meaning; the scenic western boundary of Yellowstone; almost your own private Idaho; the Lick Observatory, near San José.

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much worse than Porsche claimed in its advertisements.

Thanks to that 100-litre tank, we never had to worry about finding the next gas station, even out in the wilds where we began to understand why all the pick-ups wear bull-bars: there are many more animals than cars.

And there are even more bugs. Every morning we’ve had to search out a self-service car wash to keep the Porsche looking decent for the hundreds of miles we’re driving. It has been a wonderful journey, one that has made us proud to fly the classic-car flag on so many ‘Harley only’ roads. Everywhere we have met interesting and welcoming characters and never felt unsafe, even in places where we were the only ones without a knife on our belts or a rifle in the truck.

And it’s worth noting that everybody recognised the Porsche as a 911 Turbo without a moment’s hesitation, even teenagers, not to mention the wonderful elderly lady who, in the middle of nowhere, parked her Macan, walked towards the 911, and congratulated us for driving such a beautiful car. It’s of a type she had fond memories of, because, 40 years ago, she used to drive her own, every day, in Southern California…

For a second Kevin and I wonder if she’s the original owner of this one, but hers was red and she lived in Malibu rather than Laguna Beach. Back then, in certain parts of the world, the 911 Turbo was more than a widowmaker – it was a heart-throb.

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Don’t leave your Christmas tyres to dodgy Santa, we’ll deliver them properly

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THE O C TA N E INTERVIEW

Sylviane and Patrick Peter They became involved in historic motoring by chance, but last month the power couple behind the Tour Auto and Le Mans Classic took the Lifetime Achievement trophy at the International Historic Motoring Awards Words Julian Parish Photography Peter Auto archives, all rights reserved

Right After four decades in the business, Sylviane and Patrick Peter are finally retiring and handing on a business that has put historic racing and rallying on the map in Europe.

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The Octane Interview Sylviane and Patrick Peter

Clockwise, from above Every year, the Tour Auto begins in the shadow of Paris’s Eiffel Tower; Patrick is not afraid to get hands-on in the organising; their events are no strangers to awards; Tour Auto includes many road sections.

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fter more than 40 years, Sylviane and Patrick Peter have handed over the reins of their business to new owners. The timing coincides with their recent ‘Lifetime Achievement’ accolade, and a trophy handed to them at this year’s International Historic Motoring Awards. Just ahead of that, Octane joins them at their Paris home, and immediately learns something surprising about Patrick. As a child, growing up in the Paris area and spending his holidays in Brittany, he wasn’t particularly interested in cars.

‘I had some model cars, but I preferred sailing boats,’ he recalls with a wry smile. But then comes full disclosure. ‘I fondly remember the 24 Hours of Le Mans in the early 1960s with Ferrari, Ford and so on, and we would watch it all night. But I can’t say I went to all the racetracks telling myself I was going to be a racing driver.’ No, for this man and his wife, all the expertise is strictly behind the scenes.

In 1978, Patrick and Sylviane established their PR agency, Peter & Associés, drawing on Sylviane’s experience with an advertising client in the jewellery business. ‘We worked in fashion, jewellery, sport and so on,’ Sylviane explains, and, as Patrick acknowledges, they became involved in motoring events by chance.

‘It was an association, the ASAVE, which organised the Coupes de l’Age d’Or at Montlhéry, who got in touch with us because

they were looking for an agency to help them find sponsors. We went ahead and enjoyed it a lot, but for all that it was a right old mess. There weren’t many spectators, the organisation was lightweight and there was no media coverage.

‘We told them we couldn’t find them any sponsors, but we wanted to help them upgrade the whole event. Two years later, we found Lanvin [a luxury fashion house] and it became the Grand Prix de l’Age d’Or Lanvin. And that let us get started. By the late 1980s it had become the second biggest event in Europe.’

Despite this promising start, Patrick and Sylviane had little idea that the business would take off as it did. In Sylviane’s words: ‘At the end of the day, Patrick likes to create things, he likes new things. And we had the chance to create the Tour Auto. So it just happened like that. People took us for a couple of cranks.’

Tour Auto was a historic revival of the Tour de France Automobile, a road race held mostly annually from 1899 to 1986. ‘I can’t claim that we were visionaries,’ Patrick continues, ‘or that we imagined how the business would grow, in five, ten or 15 years. It was fun, but we didn’t think for a moment that it would last so long or become such an international event.’

That began in 1992, a five-day rally with both competition and regularity classes, combining 2500km of challenging roads, four or five circuit races and six to eight hillclimbs.

The start is always in Paris, with the finish

typically at a seaside town in the south of France. Things then moved on quickly.

‘Stéphane Ratel had taken part in the Tour Auto, we got talking, and we both felt that what was needed was to revive GT racing, which had disappeared in the 1980s,’ says Patrick, explaining that Ratel was running the Venturi Trophy, a single-make race series for about 40 cars. ‘In August 1993, we brought along a Porsche with Le Mans racer Olivier Haberthur, a 348 with female Ferrari Challenge driver Ariane Vilaseca, and a Lotus with race team founder and Sportscar competitor Hugh Chamberlain, and maybe two or three other cars. And we said “We’re reviving the GT category,” which was completely untrue. But everyone latched onto the idea and Jürgen Barth got to hear about it,’ Patrick remembers.

A few months later, after they had raced together in the Deux Tours d’Horloge, German race legend Barth, Peter and Ratel decided to create the BPR Series. ‘We pulled off something amazing, because that discussion happened around November 1993, in February we ran the first BPR race, and then our first BPR season in 1994,’ says Patrick. ‘I think there were ten races and, at the end of the season, we held our first race in China, something we never dreamed of. It just took off.’

I ask Patrick whether moving from historic racing to modern cars was a big change. ‘Yes, but I’ve never been one to belong to a particular

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clique. There are people who will tell you they love this or that make of car, this or that period, but I just love cars. I’ve done the London to Brighton Run and it was marvellous. And I’ve done the Le Mans and BPR Series and they were marvellous, too.’

With its friendly atmosphere and high standard of racing, the BPR Series left Patrick and Sylviane with many happy memories, but it was a difficult period when it came to an end.

‘Things were complicated with the FIA. We succeeded in getting the regulations changed and that let us re-start international race series, which we hadn’t been able to do. Or rather, we could, but they were killed off by the FIA straight away.’ Looking back on the challenges they faced, the FIA was biggest of all. ‘It was almost the end of us’, Sylviane admits.

Undeterred by these problems, the couple launched the Tour d’Espagne in the late 1990s, inspired by Tour Auto and ‘a lovely event at the end of the season’, Patrick recalls. It did well until the financial crisis brought it to an end in 2008. Meanwhile, their biggest venture, the Le Mans Classic, was going from strength to strength. Patrick picks up the story: ‘There was

a very short spell when we worked on the Ferrari Maserati Shell Historic Challenge, with some extraordinary grids of cars. It was when we brought one of these grids for a support race at the 24 Hours of Le Mans that we succeeded in planting the idea for a historic race meeting in the mind of the ACO. I think we came with Ferrari/Maserati in 1999 or 2000, and we started Le Mans Classic in 2002.

‘With Le Mans Classic we wanted to do another very big event; we were frustrated that we had had to stop the Age d’Or and had been completely wiped out by Goodwood. We succeeded in convincing the ACO; it was complicated to start with, because we couldn’t balance the costs of an event like that. It’s very expensive to set up the full circuit, and very complicated, too, but there was so much enthusiasm on the Sunday evening, people said to us, “When are we doing it again?” Well, we’d got our fingers burnt financially, but at the same time we saw that it clearly had potential.

And so we went on, and 20 years later it has grown from 30,000 to 230,000 spectators.’

Patrick recalls with obvious pleasure one race the first year. ‘There were far fewer people

than there are now, but still quite a crowd, the stands were full – and the cars started off.

Then the pre-war grid got going. Well, obviously that’s always a bit more difficult, and there was one car that wouldn’t start. So the mechanics had to push it quite a way, the car was heavy, it was backfiring, and then all of a sudden it got going in a fantastic cloud of smoke and all the people in the stands got to their feet and applauded.’

Throughout their time in business, Patrick and Sylviane have always worked as a couple.

As Sylviane says: ‘Each of us sits at opposite ends of the office to avoid any clashes, but we don’t work on the same things at all. We don’t have the same strengths or the same weaknesses. We complement each other, at least when it comes to work!’ Patrick is happy to accept that Sylviane has an eye for detail he sometimes lacks, and she enjoys working with people: ‘I like cars, but it’s people I really like.’

Peter Auto has always employed a majority of women, something Patrick appreciates. ‘I like working with women; it’s strange really, because when you talk about motorsport, the image you have… perhaps it’s slightly less the

‘Despite a promising start, Patrick and Sylviane had little idea the business would take off as it did’ 107

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ALEX INGRAM

The Octane Interview Sylviane and Patrick Peter

Clockwise, from above Sylviane and Patrick with the Lifetime Achievement trophy at this year’s International Historic Motoring Awards; Patrick in the paddock at Le Mans Classic; Tour Auto finale celebrations.

case in England, but in France it’s something very masculine and macho. Women are much more conscientious and they see things through to the end. Whereas men do the things they like and then they lose interest a bit. And I’m the first to admit it!’ And in 2021, Peter Auto took over running the all-female Rallye des Princesses: ‘They don’t have the egos the men do: when they win, they’re very happy, and when they lose, they say they need to get better,’ says Patrick.

I wonder how Patrick and Sylviane would sum up their profession. ‘My husband has said to me that we were like travelling showmen,’ Sylviane says, and Patrick picks up the analogy: ‘We turn up, we put up the stands, the marquees, all that stuff. And on the Sunday evening, there’s all the litter lying around.

So yes, we are travelling showmen.’

Over the years, those travelling shows have become more complex to organise. ‘The most difficult, for sure, is the Tour Auto, because it moves around. Every day we need 650 hotel rooms, we need to deliver 1500-2000 meals to different venues. After that, Chantilly Arts et Elégance is difficult – I prefer to see cars in

action. A concours d’élégance like those in France or Italy before the war was always the combination of a chassis manufacturer, a coachbuilder and a couturier. As we had been involved in the world of fashion, that was what we wanted to do. It had to be innovative, so we did it with concept cars and with models and contemporary fashion designers.’

At the time of our meeting, Patrick and Sylviane are looking forward to taking part in the Rallye des Légendes in Sicily, driving an AC-Bristol, Patrick’s favourite car according to his wife. ‘Next year, I’m going to take part in the Peking-to-Paris organised by HERO, with my three sons rather than Sylviane, driving a Studebaker,’ he says. ‘You need a truck for that, I wouldn’t want to do it with the AC. I also have a Lotus Eleven. Apart from that, we’ve set up a garage in Brittany to look after our cars.

And things being what they are, we’ve begun to take on a few customers and today we have too many cars and not enough staff to work on them. But it’s going well, and we have some very nice cars in for work.’

As they begin a new chapter in their lives, I ask Patrick and Sylviane if they feel optimistic

about the future of historic cars. Patrick’s response is emphatic: ‘Yes! Cars will probably evolve a bit, there will be more replicas than there used to be, and it will be hard to get museum pieces out on track, as we did 40 or 50 years ago. But I’m sure things will continue because modern cars are more and more soulless and less and less enjoyable to drive.

‘There will always be people who want to drive, and old cars are a great way of doing that, especially as you have the feeling of going much faster in an AC-Bristol at 55 than in a Mégane diesel at 95! The car probably won’t be of much use for anything before very long.

But it doesn’t worry me, because sailing boats aren’t of much use either, yet today the harbours are full.

‘Of course, they will always be reserved for a small group of people, but that’s not something we can do anything about. You either have the means to do it, or you don’t.’

JULIAN PARISH is a motoring writer and translator based in France. He was an official French-language commentator for the Tour Auto in 2021 and Le Mans Classic in 2022 and 2023.

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Silver Arrow for sale Fangio/Moss W196R

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This uniquely storied ex-Fangio and Moss Mercedes-Benz W196R Streamliner is soon to be sold.

Glen Waddington visits Stuttgart for an exclusive insight into its past Photography Mercedes-Benz Heritage

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Silver Arrow for sale Fangio/Moss W196R

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he white gloves are on, though in this case the archive has come to us, rather than the other way round. We’re in the workshop of Mercedes-Benz Classic Center in Fellbach, Stuttgart, ten minutes from the Mercedes-Benz Museum in Untertürkheim, which will soon play an important role in the car we’re here to see. And what a car.

On the ramp in the corner is the 1954 W196R Stromlinienrennwagen (‘streamlined racing car’), chassis no. 00009/54, unique in that it was raced by both Juan Manuel Fangio and Stirling Moss, and also unique in that it is the first W196R with streamlined body ever to be offered for private ownership. It has belonged to the Indianapolis Motor Speedway Museum in the USA since 1965, when it was presented by none other than Mercedes-Benz’s engineering genius Rudolf Uhlenhaut in commemoration of the 50th anniversary of Ralph DePalma’s victory there in the 1915 Indy 500, driving a Mercedes 115hp.

‘The Classic Center was commissioned to prepare a manufacturer’s report to verify its authenticity,’ says Marcus Breitschwerdt, head of Mercedes-Benz Heritage. ‘Our experts conducted research in the

company archives and compared original documents and images with the specific vehicle. In addition, the individual assemblies were analysed using a variety of investigative methods. We’ve been able to gain key insights and, not least, confirm that the racing car has its original chassis.’

Significance on four wheels, then. Four enclosed wheels, given that this car is presented in its Monza livery from the 1955 Italian Grand Prix, as one of four known complete W196R chassis fitted with the factorybuilt streamlined coachwork at the conclusion of the 1955 season. But it didn’t begin life that way.

While the W196R had marked Mercedes-Benz’s return to Grand Prix racing in 1954, with three streamliners entered for that year’s French Grand Prix, chassis 00009/54 was completed towards the end of 1954 and entered in the Formula Libre Buenos Aires Grand Prix on 30 January 1955. Importantly, it was fitted with an open-wheel body, which Mercedes-Benz deemed to be an improvement on tighter circuits where high top speeds mattered less than the ability to see the extremities of the car. For comparison’s sake, there’s another open-wheeler here, body off, its engine in pieces. It’s the winning car from Spa, 1955, and has always belonged to Mercedes-Benz. We’ll be taking a closer look shortly, getting

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Clockwise, from left Today, fresh from Indianapolis, soon heading for a new owner; Stirling Moss on the banking at Monza, 1955 Italian Grand Prix; Juan Manuel Fangio driving 00009/54 in open-wheel form at Buenos Aires, 1955 – ahead of Moss; glorious straight-eight and huge inboard brakes.

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Silver Arrow for sale Fangio/Moss W196R

Clockwise, from top left Octane gets up close and personal with the W196R; Glen Waddington meets the verification team; being wheeled into a very special workshop; with archivist Christian Biederstädt; making notes on another W 196 R engine; with the strippeddown open-wheel version.

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‘IN TWO SEASONS, THE W196R HAD WON NINE OF ITS 12 RACES. AND CHASSIS 00009/54 IS THE ONLY CAR THAT LINKS FANGIO AND MOSS’

to see some of the secrets shrouded by the streamliner’s bodywork, all the while trying not to be distracted by the two (huge) brass-era Mercedes-Simplex racers and the ex-Karl Wendlinger/Klaus Ludwig Group C car just beyond. It’s that kind of workshop.

The man wearing the white gloves is Christian Biederstädt, whom I last met at the beginning of the year in the rarely accessed Mercedes-Benz Classic archive nearby, there to see the historical records of the 1924 Mercedes 2-Litre Targa Florio. But that’s another story (see Octane 259).

‘We took a deep dive that’s never been done before,’ he tells me. ‘It was a journey through the archive, finding all the paperwork that’s relevant to the car, from historical drawings to communications between the factory and the drivers. We have been able to confirm many myths.’

The drivers he mentions are of great importance, of course. When the W196R racers made their 1954 debut in France, Juan Manuel Fangio, Karl Kling and Hans Herrmann finished first, second and seventh, with Herrmann scoring fastest lap. Fangio went on to win the 1954 Formula 1 World Championship. He then drove this car on its 1955 debut at Buenos Aires, in open-wheel 3.0-litre form, earning pole position and finishing second in both heats, enough for him to claim overall victory.

For the 1955 season, Mercedes-Benz had increased the W196R’s power output with a new manifold (which necessitated a characteristic bonnet intake vent, offset to one side) and reduced weight by 70kg. Team boss Alfred Neubauer had also recruited Stirling Moss. Naturally, that was the year of Moss’s historic victory on the Mille Miglia in the W196S 300 SLR, but he drove chassis 00009/54 as well.

Fitted with streamliner bodywork and the 2.5-litre F1 engine, the car was entered for the Italian Grand Prix at Monza. Fangio secured pole in a similar car, with Moss next on the grid; he took over the lead but retired in seventh after mechanical difficulties. Nevertheless, in this car, Moss achieved the fastest lap, clocking 2min 46.9sec at an average of 215.7km/h. At the end of the season, Fangio took his second F1 World Championship in a row, with Moss second. In two seasons, the W196R had won nine of its 12 races. And chassis 00009/54 is the only car that links both drivers, not to mention representing that incredible era, too.

‘We have the documents to prove that it’s in the same configuration as when it was last raced by Moss,’ says Biederstädt. ‘We don’t know what happened to the other body, though that doesn’t mean we won’t one day find it. It would be impossible to catalogue everything as the car is nearly

70 years old and the archive is very extensive. You can go by car, by race, by driver. It is easier to disprove something as we have evidence for everything that happened. The original drawings give us an overview so we can see that everything now is as it should have been then.’

One document is titled Beurteilung, which translates as ‘Assessment Diary’. In it are detailed engine number, chassis number, body number and so on. There is the spec for the fuel tank, the engine (3.0 litres, as per the 300 SLR for Formula Libre at Buenos Aires, later changed to 2.5-litre Formula 1 spec). ‘After Moss retired at Monza in 1955 with engine failure, another of the same type was installed with which the car ran at Indianapolis in 1965 for demonstration purposes,’ says Breitschwerdt.

Other entries tally the races, finishing positions, even the number of kilometres driven. A pair of Charakteristik Wagen documents mention the Radstand 2350 (its wheelbase), the Karosserie Stromlinie (its streamlined bodywork), even the 50-litre oil tank. One is handwritten, one typed, though not all the details made it across.

‘There are more details on the handwritten one, even such things as when the engineers would carry out a compression test and note the weather conditions, which would have made an impact,’ says Biederstädt.

‘On record are how it started, how it was built, how it raced, how it retired. And then, dated 5 February 1965, an instruction from Uhlenhaut to donate a car to Indianapolis and which car would be donated. There is even an order for special racing fuel from Esso on 30 April, so no. 9 could be demonstrated when it arrived there.’

Records include a construction journal, documenting everything that was fixed or changed and when. There are also press releases and internal communications detailing each race, all the names, all the times – ‘The official view from within, communicated with pride and frankness,’ says Biederstädt. ‘It’s unique to have such continuous history, and the importance attached to it by the senior people throughout.’

Engineers Tim Brylla and Tim Schöll have been examining the car in detail, along with Claus Balle. Brylla points out the open-wheeler – ‘It was at Goodwood last year, now here for engine work’ – and the incredibly complex layout within, such as the front/mid-mounted engine position, the huge inboard drum brakes (‘It takes three days to change the shoes,’ says Tim Schöll), forged suspension arms, the longitudinal torsion bars for the rear swing axles. ‘Today it would be easier to make parts of such high quality, then not so much. There was no CNC then.’

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Silver Arrow for sale Fangio/Moss W196R

‘IT IS WONDERFULLY PATINATED, LARGELY UNTOUCHED SINCE BEING REFRESHED BY THE FACTORY IN 1965’

Chassis 00009/54 is wonderfully patinated, largely untouched since it was refreshed by the factory ahead of its donation in 1965, though it has been repainted at some point. Sadly, we won’t hear its engine. ‘It’s too long since it last ran,’ says Brylla. ‘The engine is magnesium but it has been static without fluids and it oxidises when left. We’ll need to rebuild it when we have a running chassis.’

The open-wheeler’s engine is apart, presenting an opportunity to see what powers these incredible cars: a 2.5-litre naturally aspirated straighteight in two blocks of four cylinders with twin overhead camshafts operated by a central geartrain, activating desmodromic valves via separate lobes to open and then shut each one. ‘Perfect timing,’ says engineer Dieter Kriegmar. ‘A spring does not react quickly enough at 9000rpm! And there are roller bearings for the crankshaft and camshafts.’

Maximum power was 290bhp at 8400rpm. From 2.5 litres. In 1955!

Brylla then points out those elements that prove 00009/54’s identity.

‘The chassis number is stamped in all the body panels. The only different numbers are on a rear A-arm, and a different production number on the fuel tank, which are parts that were changed after it was first built. The engine number is correct according to its change after Monza. We used a spectrum analyser to verify the age of the chassis, although we have not removed the body – there is too great a risk of cracking.’

We shouldn’t forget that Mercedes-Benz’s post-war racing star shone bright but brief. By 1953, more than 200 people were employed by its new competition department, with access to a further 300 experts within the company. It scored two Formula 1 World Championships, as well as the 1955 World Sports Car Championship. Yet, following the 1955 Le Mans disaster (at which driver Pierre Levegh and 83 spectators were killed), it withdrew from racing. Chassis 00009/54 was decommissioned on 24 November 1955 and handed over to the former factory museum.

In 1965 the W196R was overhauled and donated to the Indianapolis Motor Speedway Foundation on 30 May. It has remained in its care ever since and has been seen at major events during the ensuing six decades, not least as part of the Mercedes-Benz display at the 2024 Pebble Beach Concours d’Elegance, where news of its forthcoming sale was mooted.

History will be made again on 1 February 2025 when chassis 00009/54 is offered at auction. For the second time, Mercedes-Benz Heritage and RM Sotheby’s will be joining forces in a closed event to be held within the Mercedes-Benz Museum in Stuttgart.

‘The museum will be the perfect host for the auction,’ says Marcus Breitschwerdt. ‘We set the bar high in 2022 when the Uhlenhaut Coupé was auctioned here and became the most valuable car ever sold.’ RM Sotheby’s suggests that this sale ‘represents a once-in-alifetime opportunity to acquire one of the rarest and most special Mercedes-Benz racers to ever come to market’. It also suggests an estimate ‘in excess of €50,000,000’.

While the proceeds will go solely to the museum, they can’t be used to rebuild it but rather will go to improve, maintain and add to the exhibits. As Indianapolis Motor Speedway Museum president Joe Hale explains: ‘The Mercedes W196R was in our collection. It was given as a gift years ago, so we have the latitude to de-assess it. The board voted on that years ago, and we’re finishing up that process.’

As for what happens next… Well, chassis 00009/54 is available for private viewing at the Mercedes-Benz Museum by serious interested parties. Perhaps, after the sale, it will come back to the Classic Center for restoration: ‘It needs time and money, but it’s possible,’ says Tim Brylla.

‘We would love to see it run at Goodwood.’

Whatever is in store, it will simply become another chapter in this car’s incredible history.

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Silver Arrows Where are they now?

THE SILVER MACHINES Motorheads have long been fascinated by the racing cars of Mercedes-Benz and Auto Union – and where they ended up Words Andrew Noakes Photography Audi AG / Mercedes-Benz

IT ALL BEGAN WITH a cucumber. In May 1932 Manfred von Brauchitsch appeared at the AVUS circuit with a radical, streamlined Mercedes-Benz SSKL. In the rush to finish the car it was left unpainted – and the very first ‘Silver Arrow’ was born. Quickly nicknamed ‘the Cucumber’ in reference to its body shape, it had a 12mph top speed advantage over the regular SSKL – but it was soon obsolete.

Grand Prix racing introduced a 750kg maximum weight in 1934, so a team led by Dr Hans Nibel created the W25, its new 3.4-litre alcohol-fuelled straight-eight delivering 100bhp more than the contemporary Alfas. So legend has it, the cars were 1kg overweight at the Nürburgring, and team manager Alfred Neubauer had his mechanics scrape the paint off them to save a few grammes. The W25 beat the Auto Unions twice that year, then Rudolf Caracciola used a special W25 to set speed records at nearly 200mph.

Bigger engines took Caracciola to the European championship in 1935. A short-wheelbase W25K could not catch the Auto Unions in 1936, but Caracciola hit 231mph in a full-width V12-engined streamliner that November.

After testing the W25 at the Nürburgring, engineer Rudolf Uhlenhaut proposed the W125, a radical redesign with a stiffer, twin-tube chassis and softer, longer-travel suspension. It won Caracciola his second European Championship in 1937. Mercedes met Auto Union again in January 1938 for record attempts. Caracciola hit 270mph but, while chasing the record later that day, Bernd Rosemeyer crashed his Auto Union and was killed.

New regulations for 1938 downsized engines to 3.0 litres supercharged, and Uhlenhaut’s team came up with a drysumped, four-valve V12 producing 447bhp. The W154 it powered gave Caracciola his third European title.

The following year’s Tripoli GP was run to 1.5-litre ‘voiturette’ rules – an attempt to exclude Mercedes, thought Neubauer. So Stuttgart designed the W165 specifically, with a tiny twin-supercharged four-valve V8 delivering 251bhp.

Hermann Lang romped to victory, Caracciola chasing hard in second. Mercedes never raced the car again.

A new low-line W154 took over for European events.

Richard Seaman led the Spa Grand Prix until his W154 slid off the track, hit a tree and burst into flames. He died that night, aged just 26. Lang won and might have taken the European championship that year, had war not intervened.

The three-pointed star didn’t officially compete again until 1951, when Neubauer wheeled out two W154s for a Formula Libre race in Argentina. They were beaten by Froilán González’s Ferrari, and a planned Indy 500 entry was shelved. Uhlenhaut worked on the W194 sports car and a new 1.5-litre V12 Grand Prix car, the W195. The latter was cancelled, but the former emerged as the spaceframed, gullwing-doored 300SL that won the Le Mans 24 Hours in 1953. That led directly to the W198 300SL road car.

Mercedes’ focus was on Formula 1 in 1954 with the W196R, which won on debut at the French GP and netted Fangio two World Championships. In 1955 a two-seat W196S (aka the 300SLR) returned Mercedes to sports car racing and won five of its six races. The race it didn’t win was at Le Mans, where Pierre Levegh’s 300SLR tangled with Mike Hawthorn’s Jaguar D-type and Lance Macklin’s Austin-Healey, somersaulted into the crowd, and killed him and 83 spectators. Mercedes-Benz withdrew from motor racing and would not return, officially, until the 1980s.

Where are they now? During the war the Silver Arrows had been hidden away in various locations in Germany, Austria and eastern Europe. The Cucumber disappeared but Mercedes-Benz built a replica in 2019 (see Octane 203).

At least 12 W25s were built: one is on display at the Mercedes-Benz Museum but none survive in private hands.

The late British collector Colin Crabbe rescued one of the 11 W125s from East Germany, a car later owned by Bernie Ecclestone (see News).

Of the 15 W154s, five were scrapped in period. Two found their way back to Mercedes-Benz, two went to the Musée National de l’Automobile in Mulhouse and two are in other museums. Three are in private collections and one was last seen in Poland, current whereabouts unknown. Two W165s, of possibly four built, ended up back in Stuttgart.

The others are assumed lost somewhere in eastern Europe.

The post-war Silver Arrows mostly remain in MercedesBenz’s hands. Of the 11 W194s, two were broken up in period and two more were sold to the Americas but popped up at auction as parts in 1999.

Of the 15 W196Rs built, five were scrapped during their racing career and another was written off in a testing accident in 1959. Four were donated to museums in Turin, Indianapolis, Vienna and Beaulieu. The last of those

Right, from top Start of the 1937 German Grand Prix, where Caracciola in the W125 won ahead of von Brauchitsch; Caracciola’s record-breaker, 1937; Caracciola crowned 1935 European Grand Prix Champion after winning the French GP in Mercedes W25.

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Silver Arrows Where are they now?

Anti-clockwise, from left Fangio’s 1954 W196R debut victory; W25 at the Nürburgring, 1934; first appearance for Auto Union, AVUS, 1934; Caracciola, 1938; Hans Stuck, AVUS, 1934.

changed hands a couple of times before it was auctioned

by Bonhams for a then-record £19.6million in 2013 (at the time about $32million).

There were eight SLRs. The Levegh car was written off, Mercedes-Benz retained four, and one is in the Mulhouse museum. The last two were SLR Coupés – Uhlenhaut’s company car is still owned by Mercedes, while the other was sold by RM Sotheby’s in 2022 for a record €135million (about $115million).

The guide price on the Indy museum streamliner is $50-70million. German classic car consultant Michael Kliebenstein, who examined the car in Stuttgart, suggests it could fetch $100million or more. ‘It’s the big icon of the Silberpfeil era,’ he says. ‘Truly a unique opportunity for museums and collectors alike.’

But what of Auto Union, maker of ‘the other Silver Arrows’? The 1934-37 Auto Union V16 Types A, B and C, and 1938-39 V12 Type D, were Mercedes’ biggest rivals.

The team’s Zwickau base came under Soviet control in 1945 so Auto Union relocated to Ingolstadt, 175 miles to the south-west, and ultimately became today’s Audi. The cars were distributed around the Soviet empire for testing and research, and many did not survive.

Viktors Kulbergs, founder of the Latvian motor museum, saved a Type C/D – a Type D hillclimb car with a Type C V16 engine – hours before it was due to be destroyed.

Colin Crabbe extracted a Type D from Communist-era Czechoslovakia, and later located a V12 engine in East Germany. American enthusiast Paul Karassik tracked down the remains of two Type Ds in the Soviet Union, a 1938 and a 1939. In addition, a V16 Type C show car has been in the Deutsches Museum in Munich since the 1930s. Audi had four of these cars restored. The Crabbe car, later raced by Neil Corner, is now in a private collection in Germany.

THANKS TO Andrew Noakes, author of Silver Arrows: The Story of Mercedes in Motor Sport, published by Crowood Press.

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1928 H. M. B ENTLEY’S FINEST

T H E LA S T H A R R IS O N TO U RER

1927 SPEED MODEL 200B HP LE MA NS REP

B LUE RN

LE MANS REP NUMBER 7

AL L MATCHING N UMBERS

Stockport skunkworks Ric Wood Motorsport

WITHIN THESE WALLS, MAGIC Words Adam Towler Photography Jonathan Jacob

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THERE’S MORE TO Ric Wood Motorsport than meets the eye. It occupies a former dance hall in Stockport, to the south-east of Manchester, a characterful town that’s been up and coming for long enough that some might say it’s finally arrived. Yet considering all the snarling race-spec Ford Capris that have passed through its narrow openings onto the kerbside, not to mention the flame-throwing Skyline GT-Rs, for a moment I wonder if I’m standing in the right street.

I need not worry. Once inside, it’s truly a different world. For a start, there are three floors crammed into space for two within this building – and three businesses, too, if you count Ric’s CNC Heads and Weslake operations as well as RWM. The resulting ceiling heights in places are more suited to hobbit than human; inter-connecting passages, offices, mezzanine floors, workshops. And the workforce numbers nearly 30, squeezed into a bustling labyrinth of engineering goodness, with a surprise around every corner… such as a Group 5 DRM-style Capri, the broader, flatter, bewinged type in which Klaus Ludwig rose to fame. Ric tells me he’s looking for expansive new premises, and has big plans, but I’m glad I’ve seen it like this, in all its wonderful, eccentric glory.

First, to the man himself, a no-messing northerner with a passion for cars that’s clearly an obsession. His empire is a classic local-boy-donegood tale: Ric left home at 15, and school, too, before he’d taken his O-Levels, with salvation arriving as a job in a nearby Jaguar garage. He worked there for three years, at the tail end of E-types and XKs. ‘I love classic cars,’ he says earnestly. ‘You can’t just love one, though.

Each car I see something special in.’ I make a mental note to use that justification myself in the future. ‘You can’t have a favourite racing car; that’d be like having a favourite child.’

HAPPENS

Behind the unprepossessing façade of a former dance hall, for five decades Ric Wood Motorsport has been turning Capris, Calibras, Holdens and GT-Rs into winners When the recession of the late 1970s arrived, the Jag garage went bust, and Ric was left with a stark choice: go on the dole or start up on his own.

He began freelancing at a local MoT centre and within two years had bought out the owner, but his emergent motorsport activities brought their own demands. ‘I’m just a freak for equipment and decided I was travelling too far for a rolling road, so got my own. That was the turning point from road cars to racing cars.’

He’s never looked back: ‘I was 21 when I bought my first Capri, started racing it, won the local series, and then started racing nationally, against people like Brian Chatfield. They all had ex-works Capris, and he said “Buy a factory car – a million people have spent the time developing it.”’

Ric’s budget meant that was initially out of the question; instead, he developed a skill for analysing what made those cars so special. ‘As long as you can look at a car and understand it, you can nick those bits. When you understand why they’ve done it, it’s a lightbulb moment.’ Here lay the roots of everything that would follow.

In the meantime, Ric’s love of powerful, rear-wheel-drive cars led to the Capri making way for an ex-Thundersaloons Vauxhall Calibra, and then a Holden Commodore V8 Supercar – another of his passions: ‘I’ve always been in love with rear-wheel drive and big engines. It’s my thing’ – and eventually to a series of former DTM cars. ‘I had a BTCC Audi, and the Opel Astra, initially with gullwing doors. I learnt a lot appreciating the engineering of them; it was all designed to rip corners off and bolt bits on, all with a quarter-inch socket set.’

By the 2000s the workshop was expanding rapidly, Ric adding an engine dyno, and then starting up the CNC Heads business in 2008. ‘I started CNC Heads because I was doing them for the Capris, and then

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Stockport skunkworks Ric Wood Motorsport

Right and below Self-taught in the art of making cars go extremely fast, Ric Wood is also building a hot rod Transit as the new company transporter.

Vauxhall XEs, and now 20-30% of the business is doing heads for engine builders, because I’ve spent money on the technology and the more you know something the better and easier it gets.’ Three-, four- and five-axis computer-controlled milling machines followed; more recently, 3D scanning of parts and computer design.

It’s the vehicles, though, that demand the attention. In the paint booth when Octane visits is Ric’s amazingly original Ford Transit Mk2, resplendent in Ford Motorsport’s 1980s colours. Its new life will be as Ric Wood Motorsport’s transporter after the man himself got fed up with his brand new Transit blowing up; a period-style hot rod engine and other mods will ensure it can keep up with modern traffic. Or there’s the arresting sight of Mega Bertha in the workshop, Gerry Marshall’s last DTV race car that never quite made it, based (extremely loosely) on a Cavalier Mk1 and fitted with an 8.1-litre Reynolds Aluminium Chevy V8. Ric built that car up from the original ’shell and debuted it at the Goodwood Festival of Speed in 2018, an event that has come to play a key part in his story. But we’re getting ahead of ourselves.

To understand the current state of play we need to go back to the Capris. ‘The first car I bought, apart from a Marina van, was a 3.0-litre Capri. I just fell in love with rear-drive, loads of power.’

When Ric was racing Group 1 Capris back in the 1980s, they were just obsolete racing cars in a time before such things were seen to have historical and financial value. A Group 1 car was £4000, perhaps £5000.

‘I restored some of the original Group 1 Capris [the so-called ‘CC’ cars built by Dave Cook Racing]. Probably nearly every one has been through my hands, I’m very lucky to have done that – and I’ve kept a few.’

The Group 1 (or ‘1.5’) of the British Saloon Car Championship in the late 1970s/early ’80s was the successful swansong of the type’s career, but not, perhaps, its pinnacle. That was a decade earlier, with the gorgeous Weslake and GA Capris in the European Touring Car Championship (ETCC) Group 2 category, racers based on the RS2600 and RS3100 homologation cars respectively. Those GA cars waged a fierce war against successive E9-based cars from Munich, which culminated in the fabulous BMW 3.0 CSL.

‘Back in 1988 all the GA engine stuff got sold out of Cosworth and I bought all the spares, so I was the only one in the world with spares for those engines. I’ve always had a love for that engine and invested in it.

When I then started building the cars I ran out of blocks, and the heads that I’d had in stock, so I had to start remanufacturing them. I can get every part now. I don’t make cranks, rods and pistons, but everything else is my pattern work and then we machine it.’ Given that he was already supplying so many parts to the community racing GA Capris (only four were built by Ford in-period, but other replicas had been made since), it was but a small step to start making his own ‘continuation’ cars with FIA papers for a hungry historic racing market.

It’s a similar story with the earlier ‘Weslake’ Capris: ‘I bought the rights to use the Weslake logo, and all the patents and drawings,’ recalls Ric. ‘I paid a lot of money for that project. I’ve now got customers literally around the world.’

With that investment, and Ric’s love of Capris, the business has grown exponentially over the past 12 years. ‘Norman Grimshaw said to me, “What are you doing messing about with Dutch Supercars, you want to get into historic racing.” I’d never been to Goodwood and didn’t understand what it was about. Then I went to the first Members’ Meeting.’

With an interest in historics truly ignited, Ric Wood Motorsport grew quickly to its present size from just a few staff in the late 1990s, and Ric has now built somewhere in the region of 21 Weslake-engined Capris, 15 GA Capris and, of course, the Group 1 cars as well – each marked with his own RWM chassis number. If you’ve been to a major historic meeting and seen one of Ford’s charismatic coupés racing, the chances are it was one of Ric’s creations born right here in Stockport. They range from just under a hundred grand to £300,000 (from Group 1 to GA), depending on the type and spec, and up close and personal they are simply sensational. It only gets better when they’re fired up: few things sound more glorious than the 400bhp+ Cosworth V6 of a 1974 ETCC Capri.

Ric’s Capri obsession doesn’t end there. The aforementioned Group 5 version upstairs is another project, with the second build now in progress for a customer. ‘In 2017, I decided to build a Group 5 – it took six or

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05/06/2024 17:11

Stockport skunkworks Ric Wood Motorsport

‘Ric’s next project put him in front of a new audience and saw Goodwood records fall’

Above, from top Ric’s own take on the Ford Capri Weslake V6; not so old-fashioned – women work here, too; bellhousings feature Wood’s name in the casting.

seven months, and we did it literally off pictures. The bodywork people already produced it as a kit for a road car; we had to cut and shut it a bit to make it work, but since then I have had my own moulds. The problem was the chassis, the design, the axle – still, some generic parts come off a GA, so we have the front suspension, and the dampers, though shortened.

You could see what the original builders had done: they’d taken some parts from the parts bin.’

It seems incredible that Ric didn’t have the real thing to copy, but by using the latest technology, teamed with a time-served hands-on engineering ethic, the car has come to life. ‘When you haven’t got something, what do you do? You reverse-engineer.’ It’s an ethos that Ric tries to impart upon his own team, in his own inimitable style: ‘I think you need one captain. We have 25, maybe 28 people here, and my favourite phrase is “Use your brain, the answer is in there”. After I’ve chucked them in at the deep end a few times, they’ve answered their own questions. Sometimes the best way of learning is doing it the wrong way – “I won’t do that again otherwise I’ll piss Ric off…”’ It’s a traditional viewpoint, but there’s nothing old-fashioned about the working environment: it’s young women that Ric employs these days in the metal fabrication department because of their approach to the work.

However, it was Ric’s next project that really put him in front of a new audience, and has seen records at Goodwood fall in the process. Unusually for him, it is neither rear-wheel drive nor powered by a naturally aspirated V8, and it’s not a product of Dagenham but rather one that hails from Japan: it’s the original GT-R, the Group A Nissan Skyline R32.

The project evolved because of Ric’s unfounded nervousness about the Capri market. ‘I thought I’d been very lucky, I’ve had a good run, but at some point I’m going to have flooded the market.’ In fact, orders continue!

‘Anyway, in 2018 I was thinking “What next?” – I don’t want to build a Group A Sierra RS500 because people do it already. You’ve either got to be cheaper, better or unique. And then I thought of the Skyline. It wasn’t quite my era but I fell in love with the engineering and the principle of it.

To drive, it’s got no bad habits – it’s like a well-trained horse.’

Once again, Ric didn’t have access to an original, but using 3D design software and imagery of the originals he began to construct a virtual Group A car. When he later scanned some original uprights he found that his were within a millimetre of them. As he says: ‘We could only quantify how good it was once we got an original.’

The GT-Rs have broken records at the Goodwood Festival of Speed and garnered much media attention, notwithstanding the involvement of BTCC driver Jake Hill, with whom Ric has struck up a friendship and whom he clearly admires a lot. Hill has become RWM’s ‘works’ driver, whether in Group 1 Capris or the big Nissan. Now complete GT-R builds are going to customers around the world.

‘I’m lucky that I’m following my passion for racing and I’ve got some lovely customers. Who goes to work and finds the day goes so fast because they love what they do? The world is full of people that want to buy and sell something; it’s nice to be in this country making something. We have the engineers here, I want to keep these skills going.’ Amen to that.

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Small wonders Supercharged superminis

L B OWN AW AY Words Adam Towler Photography David Shepherd

Force-fed hot hatches are ten-a-penny – but not this super-rare, supercharged trio. Octane hangs on tight to the wheels of the Mini Cooper S Works GP, Toyota Yaris GRMN and the VW Polo G40

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Small wonders Supercharged superminis

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T

he ongoing struggle for supremacy between supercharging and turbocharging stretches back nearly 100 years. When one route to increased performance has taken a technological step forward, the other has then superseded it just a few years later.

Sometimes it’s seemed as though car makers have woken up one morning and decided, after a gap of years, simply to start making the other option because the, er, wind has changed.

Generally, though, it is the turbo-supercharger (to give it its full name) that has become the ubiquitous fitment in the latter days of the internal combustion engine. The supercharger’s key advantage is its instant response from being driven directly by the crankshaft, which has been eroded by increasingly sophisticated technology for exhaust-driven compressors. In return, the flaw of the supercharger – its parasitic nature on the efficiency and power of the engine – looks increasingly undesirable.

In the case of the hot hatch, the charms of the supercharger have usually given best to traditional tuning of naturally aspirated engines, or the fitment of a turbo. Just occasionally, though, there are outliers – like the trio we have here.

We begin in the 1980s. Sure, supercharging a Mini Cooper in the 1960s was not unheard of, but never as a production car, and there have been other oddities such as Nissan’s home-market-only K10 (Micra) March Super Turbo, which used both. However, if we consider the Golf GTI Mk1 as the originator of the hot hatchback breed, it was not until the following decade, with the craze in full swing, that Volkswagen began to introduce its fascinating G-Lader technology.

The G-Lader was so named because of the shape of the twin parallel spiral channels that compress the air from the outer inlet to the central outlet; within this double spiral is another spiral mounted on an eccentric shaft. With every rotation, the air is forced from the outer open channel to the inner, with two pulses per rotation, or four overall, given that it’s double-sided. The idea was originally patented in 1905 by Leon Creux as a rotary steam engine pump.

A warm GT version of the Polo Mk2 – with 75bhp! – was already available in the early 1980s as a little brother to the Golf GTI. Then, at the 1985 Frankfurt motor show, Volkswagen unveiled a Polo GT G40, with a G-Lader supercharger boosting the output of its 1272cc, eight-valve four to 115bhp. Finally, at the beginning of 1987, 500 of them were built, all left-hand drive.

In late 1990 the Polo 2F (known as the Mk3 in the UK) appeared, with fuel injection and a catalytic converter, and in May 1991 the G40 arrived in the UK as a right-handdrive model in the regular range. With 113bhp from the intercooled, cat-equipped 1.3-litre G-Lader engine, the G40 also featured lower, stiffer suspension, a rear anti-roll bar, vented front disc brakes and (tiny!) 13x5.5in BBS wheels shod with 175/60 tyres.

Those most characteristic period extras, the bee-sting aerial and red wraparound bumper trim line, are also present and correct. Around 500 G40s came to the UK, priced at £11,568, although by 1994 they were available for under ten grand, an admission perhaps that with stiff competition they were hardly flying out of the showrooms. It should also be noted, however, that by this point theft, extortionate

Clockwise, from opposite Our supercharged trio covers three decades of progress; Polo’s 1.3-litre engine is significantly boosted – indicated by badge and little else; cabin is simple, dour and basic.

1991 VW Polo G40 Engine 1272cc OHC four-cylinder, fuel injection, supercharged Power 113bhp @ 6000rpm Torque 111lb ft @ 3800rpm Transmission Five-speed manual, front-wheel drive Steering Rack and pinion Suspension Front: MacPherson struts, coil springs, anti-roll bar. Rear: torsion beam, telescopic dampers, anti-roll bar Brakes Discs front, drums rear Weight 830kg Top speed 122mph 0-62mph 8.1sec Value range £10,000-18,000

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Small wonders Supercharged superminis

2006 Mini John Cooper S Works GP Engine 1596cc DOHC 16v four-cylinder, fuel injection, supercharged Power 215bhp @ 6250rpm Torque 184lb ft @ 4600rpm Transmission Five-speed manual, front-wheel drive, LSD Steering Rack and pinion Suspension Front: MacPherson struts, coil springs, anti-roll bar. Rear: multilink, coil springs, telescopic dampers, anti-roll bar Brakes Discs Weight 1090kg Top speed 149mph 0-62mph 6.5sec Value range £13,000-18,000

Above and opposite Mini interior is heavy on circles, engine is strong on power and torque; three distinctive profiles, but Polo’s is the least adorned.

insurance premiums and changing fashions had put a sizable dent in the once-ebullient hot hatch market.

It’s a real pleasure to have Doug Pettit’s G40 here for our photoshoot, partly because I simply can’t recall the last time I saw one. It’s delightfully underplayed, too, in the way that Volkswagen was the absolute master in the 1980s and ’90s.

Not for the little G40 the extravagant aerodynamic devices and Nürburgring lap times of the later hot hatches here; you’d have to know your cars to spot one, and that impression is amplified on the inside, which looks dour and Germanic rather than overtly playful.

The G-Lader provides 0.8 bar of boost, which is enough to propel the Polo from rest to 60mph in 8.1sec. That’s a competitive time for the era, and quite spectacular given the engine’s displacement; it also places it somewhere between the Peugeot 205 GTI twins (8.7sec for the 1.6, 7.8sec for the 1.9), and between the larger Golf GTIs in 8v and 16v form (8.3sec and 7.5sec, respectively).

The engine dominates the Polo G40 experience. Sure, that’s partly because some other aspects of it are a little underwhelming, but thanks to 111lb ft and a kerbweight around 830kg, the G40 really knows how to get a move on.

Its plump supply of mid-range torque has the ability to shove the little car forwards effortlessly, as if scooped by the hand of a giant. Speed is accrued in amusing fashion; you’d need to rev the valvetrain off a 1.6-litre 205 GTI to stand any chance of keeping up with the boosted Polo.

That said, you may have a few issues when it comes to the corners, especially when compared with the French car, because this is where the G40 is less convincing. First, the brakes raise both eyebrows and blood pressure at their reluctance to slow the rampaging Polo, with a dead zone at the top of the pedal before the merest semblance of retardation, and even then there’s just another inch or so of nothing to set the heart racing.

It steers OK, but it doesn’t feel agile and up for a good time in the way of a 205 or a Renault 5 GT Turbo. The G40 is a more mellow, less frenetic character, instead preferring to be settled comfortably into a corner and then to use its torque to pull strongly out and onto the next straight. In spite of these drawbacks, there’s something really beguiling about it. I love the strangely overscale growl when it’s on boost, the clean lines of its body, and the sheer rarity factor.

Fast-forward by a decade and the supercharged hot hatch outlier is the Mini Cooper S, the most powerful version of this first new generation. The Brazilian-built iron-block ‘Tritec’ engine was not the first choice of Rover Group engineers, but BMW’s stewardship had led to an agreement with DaimlerChrysler. Of 1.6 litres in capacity, for the Cooper S an Eaton M45 supercharger boosted power to 161bhp and, later, 168bhp.

The R53 Cooper S became a hot hatch staple. While not viewed in enthusiast circles with quite the same adoration as some of the Renaultsport Clios of the same era, it was nevertheless a unique proposition – again thanks to the supercharged engine – and a classy vehicle that had broader appeal far beyond that of a hot Renault. It is fast becoming sought-after, thanks to its keen handling, abundant torque and the characterful soundtrack of its supercharger.

In 2006, as the type reached the end of its lifecycle, BMW decided that it should go out on a real high, taking the 210bhp John Cooper Works specification Cooper S (the

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Small wonders Supercharged superminis

‘SUPERCHARGING HAS USUALLY GIVEN BEST TO TRADITIONAL TUNING OR FITMENT OF A TURBO. JUST OCCASIONALLY, THOUGH, THERE ARE OUTLIERS…’

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existing ultimate performance version) and creating the Cooper S Works GP. Out came the rear seats in the name of weight-saving, in their place a strut brace that spanned the rear cabin. There were bespoke control arms in the rear suspension that saved 15kg, and lighter 18in wheels that cut 8kg; less soundproofing, no air-conditioning as standard and the removal of the rear wash/wipe set-up brought the total saving to 50kg, taking the kerbweight figure down to 1090kg. The Tritec received a faster-spinning supercharger, a revised intake system and exhaust, new fuel injectors and a more efficient intercooler. The result was a power increase to 215bhp, with 184lb ft of torque, the engine’s effort being deployed through a standard limited-slip differential. The ride height was reduced by 10mm and there were stiffer springs and firmer dampers.

BMW was in no mood to hide such extensive work, and equipped the GP with a new front splitter, side sills and a carbonfibre rear wing. All were painted Thunder Grey with their build number on the roof. Final construction was carried out by Bertone in Italy and, of the 2000 made, only 459 came to the UK at a cost of £22,000 each. This example is a veteran of BMW UK’s press department and remains on its heritage fleet. Even 18 years since its introduction it still bristles with intent, like a cross between a training shoe and a Touring Car racer: cute yet ferocious. The generation that followed was turbocharged, and so much less frantic.

The driving experience is equally dramatic: the GP is one of those cars that states its game unequivocally within the first few yards. The ride is firm, the steering direct, and the engine whines and snarls furiously. To drive it slowly is nigh-on impossible, and the faster you go, the better it gets.

Turn-in is so direct, and while the ride is choppy at low speeds, it offers superb body control when you’re really going for it. The supercharger, in terms of both aural drama and power delivery, galvanises the whole experience into something more dramatic than it would otherwise be.

Which brings us to the most recent of our trio, Toyota GB heritage fleet’s 2018 Yaris GRMN. It’s the rarest: 100 landed on UK shores of 600 built in total, 400 going to Europe. A few onlookers mistake it for the much more recent GR Yaris (itself an instant classic); others imagine it’s an aftermarket tuned previous-gen Yaris. Amazing how time can relegate a car to the fringes of motoring history.

The Yaris GRMN is significant for being the car Akio Toyoda himself tasked his engineers with creating to establish the GR brand in Europe as a provider of authentic, capable enthusiast cars. Under the leadership of chief technical director Stijn Peeters, that’s exactly what Toyota’s European engineering centre created in only two years and from the most unlikely of starting points.

The first problem to overcome was under the bonnet, where the incumbent range of small four-cylinder engines most definitely were not up to the task. The solution was to drop in Toyota’s 2ZR engine, perhaps best-known from the Lotus Elise SC: a high-revving, supercharged, 1.8-litre four-cylinder screamer. The 2ZR brought 209bhp in its final calibrated form, plus 185lb ft at 4800rpm. The Yaris GRMN would sprint from rest to 60mph in 6.4sec (achieved in third, hence with two shifts on the way), and top speed was limited to 143mph – the idea of going much faster in a Yaris does feel a bit uncomfortable.

Opposite and below Tiny packages, big experiences; bog-standard supermini interior lifted in Yaris’s case by GT86 steering wheel and rather special seats; engine shared with Lotus Elise SC!

2018 Toyota Yaris GRMN Engine 1798cc DOHC 16v four-cylinder, fuel injection, supercharged Power 209bhp @ 6800rpm Torque 185lb ft @ 4800rpm Transmission Five-speed manual, front-wheel drive, LSD Steering Rack and pinion Suspension Front: MacPherson struts, coil springs, anti-roll bar. Rear: torsion beam, coil springs, telescopic dampers, anti-roll bar Brakes Discs Weight 1135kg Top speed 143mph (limited) 0-62mph 6.4sec Value range £15,000-18,000

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Small wonders Supercharged superminis

From that point, Peeters and his team set about refining what they could and leaving alone what they couldn’t. There wasn’t the money or time to change the old Yaris’s poor driving position, but they fitted great seats and the wheel from the GT86 sports coupé to make the most of it. The body was hardly designed with performance in mind, but a front strut brace was combined with a much stronger front subframe and four additional mounting points for a dramatic increase in torsional rigidity.

Naturally the suspension was re-developed, too, complete with Sachs dampers, while the 17in forged BBS wheels were fitted with 205/45 Bridgestone Potenza tyres. A limited-slip differential contained the engine’s output effectively and, while the front discs are only 275mm across, there’s a bespoke four-pot caliper to grab each of them. Visually, much of the punch is provided by the graphics, although there’s a roof spoiler and a bigger, centre-exit exhaust. The exhaust caused a major headache, as the Yaris’s floorpan obviously wasn’t designed with that in mind.

And what of the name itself? Tellingly, if somewhat amusingly, it stands for ‘Gazoo Racing Meister of Nürburgring’, a title that has since been truncated to ‘GR’ for the four-wheel-drive super-hatch that took the UK performance car market by storm in 2020, and which has recently been facelifted and relaunched.

The Yaris GRMN is one of the most surprising performance cars of recent years. In an era of ‘sensible’ turbocharged engines, with their flat torque curves providing near-instant everyday performance but little in the way of high-rev thrills, throttle response and quite frankly, excitement, the Yaris is a breath of fresh air. It’s a hot hatch that reminds you what once made the breed so special: it’s not perfect, and it’s based on humble stock, but I guarantee that every time you start the engine and drive off you’ll have a smile on your face. The 2ZR just wants you to thrash it at every opportunity and, while it needs some revs to get going, as long as you’re working in the mid-range and upwards, the performance is really strong. It sounds so good, too, although the prototypes that selected media were allowed to drive sounded even better: there’s a carbuncle of an exhaust silencer poking out from beneath the rear valance of production versions that robs a lot of the noise. At idle, those early cars had an exhaust note straight from Rally 2.

No matter: miraculously, the Yaris doesn’t disappoint in the corners, either. Sure, the steering can feel a little artificial around the dead-ahead, and you sense a little more roll than you might have expected, a feeling exacerbated by the high seating position, yet the Yaris really digs in and grips hard and can be flung along a road. It’s the quickest car here, albeit the newest one, and on poorly surfaced lanes near Salisbury Plain it doesn’t get as upset over bumps and holes as the Mini GP does. It was pricey when it was launched at the beginning of 2018, at £26,295, but it sold out. I reckon those 100 UK buyers got a very special little car.

‘Special’ is a word that applies to all of our trio in their own way, from the leftfield G40 to the road-racer Mini GP and the unlikely performance hero that is the Yaris. And, while all three are much more than just their engines, it’s the supercharged nature of those powerplants that contributes so much to their air of exotica. As for turbocharging, well, it just wouldn’t have been the same.

H O T H AT C H M A R K E T M O V E M E N T S Words John Mayhead Data and graphics Hagerty In the years I’ve been tracking and commenting on the values of classic cars, that term has changed dramatically. The first UK Hagerty Price Guide back in 2012 listed just 82 models (less than 7% of the total) first built in 1980 or newer, and the most ‘modern’ car was unveiled in 1996. Things have changed: 1980-and-newer cars now account for a third of the latest Guide, and there are 266 first built since the turn of the 21st Century.

Although the age of what’s considered a classic has altered, the factors that define it as such haven’t. And the R53 Mini Cooper S JCW, Volkswagen Polo G40 and Toyota Yaris GRMN all fit the bill. Each comes from a manufacturer that has had its performance stars in the past, and hot hatches have been, well, ‘hot’ for a long time now: Hagerty’s appropriate index has gained 16% in value since 2018.

They’re all ‘blown’, too. Super- and turbocharged cars not only tend to go faster than their naturally aspirated siblings, but they also sound different. That may feel like a statement of the obvious, but things like that matter when it comes to building iconic cars that turn into collectable ones.

This new generation of superminis has only really started to appear on Hagerty’s radar in the last couple of years, but already they are making their mark: taking all modern (G50 and newer) Mini Coopers into account, the number of quotes provided

by Hagerty worldwide has quadrupled in the past 12 months and we’re starting to insure Polo G40s as part of wider automotive collections. There’s also a wide demographic attraction: although most are owned by Gen X, owners of that age are almost matched in number by both Baby Boomers and Millennials, and a wide spread of demand often points towards rising prices.

As ever, very well-maintained, original cars with low mileages and top spec will retain value most effectively and will be the ones that future buyers fight to buy.

Hagerty Hot Hatch Index, 2018-2024 Average value change percentage over time (Feb 2018 is 100%)

115%

110

105

100

95

Jan 19

Jan 20

Jan 21

Jan 22

Jan 23

Jan 24

Source: Hagerty

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PRE V

th WORLD SHOW FOR VINTAGE, CLASSIC & PRESTIGE AUTOMOBILES, FUTURE CLASSICS, MOTOR SPORT, CLASSIC TUNING, MOTORCYCLES, SPARE PARTS, RESTORATION, YOUNG CLASSICS AND WORLD CLUB MEETING

Artist: Alfredo de la Maria

W IE

9 -10-11-12-13 APRIL 2025 35

Tickets online only: www.technoclassica-tickets.de HERE ON SALE NOW!

Octane Cars The trials and tribulations of the cars we live with

Fifty years a supercar 1987 Lamborghini Countach 5000 QV Harry Metcalfe

THE FIRST CUSTOMER Lamborghini Countach dropped off the production line in Sant’Agata in March 1974, meaning Gandini’s masterpiece celebrated its 50th birthday this year – an excellent reason for me to dust off the Countach QV and take it on a road-trip to Italy.

I still find it hard to believe I’ve owned this car for 14 years and this would be the third time I’d driven it back to the factory.

The first was in 2010 for an Octane cover story comparing the different Countach models produced over its lengthy (16-year) production run.

Valentino Balboni was the referee and put the QV top.

The second visit was for Lamborghini’s 50th celebrations back in 2013, which included visiting Rome along the way.

For this year’s trip, the plan was to go to the factory and then stop off at a few other less well-known Lamborghini highlights, including the Ferruccio Lamborghini Museum outside Bologna and his winery in Umbria. That meant a total distance of 2500 miles.

On the way out we wanted to drop by Andermatt in Switzerland, the perfect excuse to head to Strasburg on the first day and, from there, take the German autobahn that happens to be de-restricted for much of the way towards our first stop in Basel.

We hit the autobahn at 6pm on a Friday evening, so big speeds were never going to be feasible for long, but still we cruised along at 150mph+ several times before traffic slowed us back down again.

A well set-up Countach QV (with a fit engine) is a real eye-opener at high speed. It’s perfectly stable at 150mph and I put that down to Countach development driver, Bob Wallace.

He was never happy with the Miura’s behaviour at big velocities so he made sure its replacement was really good, then customers

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

ROBERT COUCHER International editor • 1955 Jaguar XK140 GLEN WADDINGTON Associate editor • 1989 BMW 320i Convertible • 1999 Porsche Boxster SANJAY SEETANAH Advertising director • 1981 BMW 323i Top Cabrio • 1998 Aston Martin DB7 Volante • 2007 Mercedes-Benz SLK200

‘It’s only the bellow of the carb-fed V12 you hear as the outside lane magically clears ahead’ could dash along autostradas at a rate that made the hassle of an internal flight unnecessary.

Another highlight of big speeds in a Countach QV is that the engine never sounds in any way strained and, with wind noise being almost non-existent, it’s only the bellow of the carb-fed V12 you hear as the outside lane magically clears ahead.

The next day dawns bright for the day’s journey through Switzerland and I’m pleased to report that Andermatt proves to be an excellent lunchtime stop, with easy links to several big-name Alpine passes. We decide to take the relatively tame Gotthard Pass as we have an early-morning appointment at the Lamborghini factory.

Heavy rain sets in as we approach Modena and continues into the next day in Sant’Agata, making the filming of my QV next to the prototype production Countach tricky. But, with patience, we manage to get everything done and, after an excellent lunch at Da Taiadèla restaurant (next-door to the factory), we head towards Bologna to visit the Ferruccio

Lamborghini Museum. This is an amazing place and gives you a real insight into how industrious Ferruccio was. Tractors came first, followed by boilers, heaters and air-conditioning units; only later did he start Automobili Lamborghini. But the place I really want to visit is Ferruccio’s winery in Umbria, to which he retired in 1974.

The entrance is marked by two giant urns on pillars that guide you to a wide, gravel road, lined with trees either side. Farm buildings painted white, with huge red doors, greet you as you arrive at the winery itself and I’m directed to park the Countach in a tractor shed where Ferruccio used to park his own Lamborghinis when he lived here.

It’s a wonderfully evocative place. Further into the estate there’s a golf course Ferruccio constructed in his later years, an Agriturismo to stay in and a terrific restaurant, which serves excellent Italian cuisine and which I hope to visit again soon.

Some of the staff were employed in Ferruccio’s time and told us how upset they were by how he’d been portrayed in the

Opposite and above Third time back to Sant’Agata for Harry with his Countach, this time via a de-restricted autobahn and the Gotthard Pass.

recent film The Man Behind the Legend, as he was very much hands-on and out doing work in the fields almost daily. His early dedication to producing only high-quality wines has paid off, as the estate now has an excellent reputation for world-class wines.

Overall, it was a fantastic trip, despite the weather, and I’m pleased to report that the Countach didn’t miss a beat. I’ve done 35,000km in the car now and Mrs M declared it one of the most comfortable cars to travel in, something I never expected to hear when I bought it all those years ago.

Yes, the clutch, gearchange and steering are all very heavy to operate but I still think it’s one of the very best supercar designs out there. It eats miles, offers serious performance and continues to be the poster car for several generations. Here’s to the next 50 years of Countach.

MARK DIXON Contributing editor • 1927 Alvis 12/50 • 1927 Ford Model T pick-up • 1942 Fordson Model N tractor • 1955 Land Rover Series I 107in JAMES ELLIOTT Editor-in-chief • 1965 Triumph 2.5 PI • 1968 Jensen Interceptor • 1969 Lotus Elan S4 ROBERT HEFFERON Art editor • 2004 BMW Z4 3.0i DAVID LILLYWHITE Editorial director • 1971 Saab 96 • 1996 Prodrive Subaru Impreza MATTHEW HOWELL Photographer • 1962 VW Beetle 1600 • 1969 VW/Subaru Beetle • 1982 Morgan 4/4 BEN BARRY Contributor • 2007 Mazda RX-8 MASSIMO DELBÒ Contributor • 1967 Mercedes-Benz 230 • 1972 Fiat 500L • 1975 Alfa Romeo GT Junior • 1979/80 Range Rovers • 1982 Mercedes-Benz 500SL • 1985 Mercedes-Benz 240TD SAM CHICK Photographer • 1969 Alfa Romeo Spider ROWAN ATKINSON Contributor • 2004 Rolls-Royce Phantom 139

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Octane Cars Running Reports

Left and below New home at Canley Clasics; Tripadvisor review for five years in Potters Bar not wholly positive.

ANDREW RALSTON Contributor • 1955 Ford Prefect • 1968 Jaguar 240 SAM CHICK Photographer • 1969 Alfa Romeo Spider RICHARD HESELTINE Contributor • 1966 Moretti 850 Sportiva • 1971 Honda Z600 PETER BAKER Contributor • 1954 Daimler Conquest • 1955 Daimler Conquest Century • 2005 Maserati 4200GT • 2008 Alfa Romeo Brera Prodrive SE DAVID BURGESS-WISE Contributor • 1924 Sunbeam 14/40 • 1926 Delage DISS MATTHEW HAYWARD Markets editor • 1990 Citroën BX 16v • 1994 Toyota Celica GT-Four • 1996 Saab 9000 Aero • 1997 Citroën Xantia Activa • 1997 Peugeot 306 GTI-6 • 2000 Honda Integra Type R • 2002 Audi A2 JESSE CROSSE Contributor • 1968 Ford Mustang GT 390 • 1986 Ford Sierra RS Cosworth MARTYN GODDARD Photographer • 1963 Triumph TR6SS Trophy • 1965 Austin-Healey 3000 MkIII DELWYN MALLETT Contributor • 1936 Cord 810 Beverly • 1937 Studebaker Dictator • 1946 Tatra T87 • 1950 Ford Club Coupe • 1952 Porsche 356 • 1955 Mercedes-Benz 300SL • 1957 Porsche Speedster • 1957 Fiat Abarth Sperimentale • 1963 Abarth-Simca • 1963 Tatra T603 • 1973 Porsche 911 2.7 RS • 1992 Alfa Romeo SZ EVAN KLEIN Photographer • 1974 Alfa Romeo Spider • 2001 Audi TT HARRY METCALFE Contributor • 20 cars and 15 motorbikes To follow Harry’s adventures, find Harry’s Garage on YouTube.

Range finder 1978 & 1980 Range Rovers Massimo Delbò TIME REALLY DOES FLY. When I bought a 1978 Range Rover as a project for my newborn child Cesare in January 2016, I imagined I’d have plenty of time to get it ready for his 18th birthday. My idea was to hand the car to him when he’s ten and have a good eight years working together to restore it. I’m not late yet but that first step is getting close and I’m far from ready.

I’d dreamed of having a classic Range Rover in my garage since I was 14, around 1983-1984, and a short journey with a schoolmate whose mother was driving a Masai Red three-door. To put this into perspective, keep in mind that my family cars had been a 1969 Fiat 500L (stolen in 1983) and the Fiat Panda 45 my mother bought to replace it.

In 2012 a friend gifted me a 1978 Tuscan Blue example, chassis 35842123F, part of a job lot he’d bought in the UK. And so my first Range Rover, missing its engine and several other crucial parts, entered my garage. I later discovered it had originally been

sold in Italy before being reimported into the UK and registered Q746 APN. In early 2016, while I was looking for parts to restore this car, I bumped into another 1978 Tuscan Blue example, chassis 35845568F (just 3145 numbers later than the first), for sale in Belgium. It was more complete, with a non-running 3.9 EFi engine, and seemed a decent purchase. It is in much better condition than the first and, amazingly, also has an Italian past.

In 2017 I bought my third one, a 1980 Sahara Dust example, wearing hassis number LHABV2AA108812, with the idea of using it as a donor for one of my two 1978 vehicles. That would be a bit silly, in fact, as it is by far the best of the three, even if it does have a blown-up engine. It has had two previous owners from new, still has its original Italian numberplate from Turin, very little rust and, even though it was dismantled for a restoration that never happened, it’s almost complete – only the steering box appears to be missing.

What should I do? Should I save and restore the British or Belgian 1978 Range Rovers, or the 1980 one, but repaint that in Tuscan Blue? Any of them will need a frame-off restoration and a complete engine rebuild. The 1978 ‘suffix’ versions tend to be thought of as being cooler, but restoring the 1980 vehicle would be a much easier task. Plus we are not thinking of making it 100% original: we want to add a Webasto panoramic sunroof, a 3.9 EFi engine with the five-speed gearbox, and different trim materials inside – perhaps leather and wool for the seats, and something like leather or neoprene to cover the dashboard.

So perhaps the 1980 vehicle is the logical choice, although a wise friend told me to sell all of them and forget altogether about this silly idea… I’d be happy to hear any suggestions!

Meanwhile I’ve yet to solve problem number one: finding a place to keep the car or cars, which are presently stored far away, during the restoration work.

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1967 ALPINE A210 THE MOST SUCCESSFUL A210 EVER PRODUCED

COME AND SEE US AT RETROMOBILE

COLLECTION

Octane Cars Running Reports

Left and below Fabulous to drive, reliable and deserving of decent bodywork, the Impreza finally got some love – only for it all to end in regret.

So long, Subaru 1996 Subaru Prodrive Impreza Turbo David Lillywhite REGRETS? I’VE HAD a few, and most are around the cars and motorcycles I’ve let go over the years. I’m not sure if I’ve just added to the regret list, because I’ve sold my beloved Subaru.

So why did it go? Perversely, it had become much less beloved since it was spruced up and retired from everyday use.

I bought it in 2015 after a long search for what would be my third Impreza. It had to be largely unmodified and original, and with a bit of provenance to set it aside from other Subarus. So when I found this early pre-facelift wagon, with 80,000 miles, three previous owners and bundles of paperwork for around £2000, I had to have it. Best of all, it was one of the early Prodrive conversions, from the period in which Imprezas were taken to the factory in Banbury for a series of eye-wateringly expensive options.

Mine had received the excellent Recaro front seats, with a retrim of the rear seats and door panels

to match. I think it also had Prodrive wheels and uprated suspension, but they were long gone, so the only other Prodrive part was the exhaust.

I bought it, delighted, and set about fixing a few bits, most urgently the leaking cam covers.

Two weeks later, a car drove into the side of me, destroying both nearside doors and damaging the rear wheelarch. My insurance company tried to write it off, offering me £800 and insisting they had to take the car away for scrap. A long, heated battle ensued. Eventually I was able to keep the car, and avoid it being written off. The money paid out

went towards two secondhand doors and a partial respray. So much for originality.

Over the following nine years the Scooby did fine, fast service, covering more than 90,000 miles.

Other cars came and went, sharing the daily drive duties, but the Impreza just never let me down. I changed the oil with ridiculous regularity and made continual attempts to prevent the cam covers from leaking.

Eventually, replacement covers with genuine Subaru rubber gaskets and genuine sealing washers on the fixing bolts resolved the problem.

More excitingly, I tracked down original Prodrive Speedline alloys and suspension (Bilstein struts, Eibach springs and thicker rear anti-roll bar). What a transformation.

By the time lockdown hit, though, it was looking scruffy. The rear ’arches were rusting, and what no-one ever mentions even now is that if Impreza rear ’arches have gone, the suspension towers will be rotting, too. Mine were bad. Thousands of pounds later, my faithful Subaru had new front wings, replacement steel outer and inner rear wheelarches, new sills and rebuilt strut towers.

What I should have done at this point was to go for a bare-metal respray but I skimped – and came to regret it.

The ‘finished’ car looked good – but after a few weeks living with it, not quite good enough. Too many blemishes and ripples literally took the shine off it for me. I’d always loved my scruffy Subaru but lost the feeling for it once it was almost-but-not-quite immaculate. Weird.

So after three years of barely using it, I sold my Subaru for almost four times what I paid for it in 2015. Do I miss it? I do.

Regrets? I’ll tell you next year.

Until then, I’m concentrating on my Saab and enjoying the simplicity of owning fewer cars.

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Four to the fore

‘The service and customer relations are first class and the value is excellent because they are able to understand their customers and provide me with a service that is hand-in-glove with my needs. Their newsletters, articles and events make it feel like being a member of an enthusiasts club.’

Saul, FJ Private Client

1994 Toyota Celica GT-Four Matthew Hayward FOR YEARS, FRIENDS, colleagues and even family members would occasionally ask ‘Do you still own that Celica?’

It’s a question I’ve got good at dodging, a bit like ‘How many cars do you actually own?’

The answer to the first one, I’m happy to report, is ‘Yes’, although I was surprised to work out that I have owned this car since 2012. Bought when I was a fresh-faced staff writer at evo magazine, it was a temptingly cheap way into something seriously quick and cool.

I really fancied an Impreza, but the less obvious Celica was considerably cheaper to insure – a big deal for me then. This example was far from perfect: the red paint was starting to fade, it had an overly loud exhaust, and it didn’t like being rushed into third gear. However, it looked cool like only a Group A homologation car could, while its lightly tweaked 2.0-litre turbocharged engine deployed north of 300bhp to all four wheels. It constantly broke down, causing me headaches aplenty, yet it’s still the fastest accelerating car I’ve owned.

So what happened? Well, the car went away for work about six years ago and never returned home. In early 2020 I bought my Honda Integra Type R and thought I should sell the Celica – but the global pandemic unfolded before I had a chance to collect it. So it stayed where it was, in storage, until last month.

Out of sight, out of mind.

I’m currently assessing what will need doing to get it back up and running. Aside from the standard full service, timing belt, brake rebuild and a set of fresh rubber, there are a few worrying spots of rust to remedy. I’d also like to sort the exhaust – not just to tone it down, but also to investigate its somewhat hollow-sounding catalytic converter…

That will still leave me with the conundrum of what to actually do with it once it’s back on the road. I’m older and hopefully a little wiser, but still I have a feeling that a few minutes behind the wheel will remind me why I’ve continuously ignored that nagging, sensible voice in my head that says I should sell it.

We shall see.

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Octane Cars Running Reports

NOEL SKEATS

Left, from top It was a great opportunity to go for a personal best at Prescott, but Doris the Daimler had other ideas; so near, so Spa for the Alfa.

Par for the course 1954 Daimler Conquest & 2008 Alfa Romeo Brera Prodrive SE Peter Baker RALLYE PRESCOTT 2024, in early November, was to be my season-closing hillclimb in Doris.

Unusual, in fact unique, in that it includes a series of six runs equally split between daytime and after dark. Also – and equally rare, for once – the fair county of Gloucestershire wasn’t engulfed in heavy rain, which raised the question: could I, or more importantly Doris, break her existing course time of 72.55 seconds?

The answer was yes. And no.

First practice, and the exit clock flashed up 72.38 seconds. It was game on. But then, on run two, I ran out of talent and half-spun the

regal, heavyweight Daimler when entering Ettore’s hairpin, something that takes some doing, believe me. My time was recorded not in seconds, but in days!

Then came run three.

Spectators in their hundreds cheered my wheel-spinning start and, thus encouraged, I held on to first and second gear way too long before forcing the pre-selector into third. There followed an almighty bang and a complete lack of forward motion.

The differential, having survived numerous Monte Carlo rallies and three seasons of hillclimbing, not to mention a spirited day of drag racing earlier

in the year, had cried enough and blown itself to bits.

Together, and with the driver looking suitably apologetic, we rolled slowly and silently backwards in front of the now-silent crowd, retracing our steps past myriad red flags towards the paddock. It was, of course, end of play, not only for the day but until 2025.

When you’ve owned as many old cars as I have, one breakdown becomes very much like the one before. So my Alfa Romeo Brera giving up the ghost in Belgium while attending the Spa Six Hours race weekend was no more than a minor inconvenience. One phone call to the RAC European Rescue centre (albeit on a Sunday) and bingo: ‘Alfie’ was on his way to the nearest specialist garage.

In the meantime, yours truly gathered his bags amd climbed aboard the next Eurostar heading for London. Just a couple of days later, those nice people at Goblet Garage in Theux telephoned. They had discovered and changed a split fuel hose, and everything, they declared, was tickety-boo.

Happiness overflowed. I returned post haste, settled my modest bill, and then continued the drive home as if nothing had happened.

I should end by adding that Alfie the Alfa has since settled down nicely, covering a couple of thousand trouble-free miles, while the kind folk behind the Daimler and Lanchester Owners’ Club have found me a replacement differential, so Doris is again champing at the bit.

Whoopee! Here’s to more adventures in 2025.

OTHER NEWS ‘The cold has got to my BMW’s battery. Its failure to start made the walk to the lock-up and back feel longer than usual. It’s now on a battery conditioner, but two weeks in there’s still no green light’ Glen Waddington

‘My plan to, for the first time in my life, consciously tuck a classic away for the winter to protect it from the harsh weather and road salt lasted until the first opportunity to take the Triumph out’ James Elliott

‘Sadly, because of filming commitments, I’ve had to go into a state of winter hibernation from the car world… but will reemerge in the spring’ Rowan Atkinson

‘Having heard good things about the lanolinbased rust-proofer Lanoguard, I ordered some during its preChristmas sale to do my Series One Landy’ Mark Dixon

‘After changing out the complete suspension on the Alfa Spider – springs, shocks, bushings front and rear, tie rods – the car is sitting and handling very nicely, and I will be putting the proper rims on soon, too’ Evan Klein

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Overdrive Other interesting cars we’ve been driving

Perfect for tweedy types 2024 Morgan Plus Four Simon de Burton

THE INVITATION TO take part in a ‘sartorial’ classic car rally organised by historic Scottish outfitter Campbell’s of Beauly and Matt Hranek, style guru, influencer and founder of the WilliamBrownProject.com, was swiftly met with a ‘Yes’.

The event, intended to provide ‘content creation’ opportunities for a dozen or so doyens of tailoring from America, Europe and the UK, was to take place in and around the exquisitely appointed Torridon Hotel, which lies in the true wilds of Scotland, 50 miles west of Beauly on the edge of breathtakingly beautiful Applecross Peninsula.

Hranek well knows that I’m no dandy dresser, but he also knew I’d appreciate the chance to drive on some of the most spectacular roads in the Highlands out of season, long after tourist traffic had dissipated but when the weather might still be favourable.

And the ideal car to do it in?

Since I’d be faced with a round trip of 1400 miles from my home in south Devon, it would have to be something quick, light on fuel, reasonably comfortable and – because I couldn’t afford the time for breakdowns – utterly dependable. And so it was that after an early morning run to Malvern in the family Audi, I was behind the wheel of this ‘Fly Yellow’ Morgan Plus Four and on the way to bonnie Scotland, basking in the confidence of driving a brand new car that looks as classic as they come.

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those motorways and we made it to Perth (500 miles) in one hit before deciding to spend the night in a handy ‘glamping pod’ (Whitemoss-Lodge.com), the owners of which – by bizarre coincidence – had both a Plus Six and an Aero 8 tucked-up in their shed.

After an easer 130-mile jaunt the following morning along the picturesque, speed camera-littered A9, we arrived at Campbell’s for noon and set about responding to the usual questions that a Morgan prompts.

‘Just had it restored?’ ‘No, it’s brand new.’

‘What year is it? Late ’60s?’ ‘No, its brand new.’

‘God, that must have been a tough journey in such an old car.’

‘Actually, it’s brand new. And it’s really comfortable.’

But, despite being ‘brand new’ (and screaming paint job not withstanding), it blended in seamlessly with the rest of the rally fleet, which included Campbell’s owner John Sugden’s immaculate MGC, his father-inlaw’s E-type coupé, a muscular notchback Mustang and a sweet-sounding TR6.

And although my fellow drivers were all tailors, cloth suppliers or men’s style influencers rather than typical car guys, the Plus Four sparked a desire in several to go the classic route.

‘But,’ they concluded, ‘why would anyone buy an old car when you can have one of those?’

Discuss.

Opposite, above and below Octane joined a tour of Scotland in the recently updated (yet still so trad-looking) Morgan Plus Four, partnering Mustang, MGC, E-type, TR6 and more on some of the country’s finest roads.

‘The Plus Four devoured the motorways and we made the 500 miles to Perth in one hit ’

JAMIE FERGUSON

Launched in April, the latest Plus Four is a light evolution of the model’s major 2020 revamp, which saw the ancient ladder chassis superseded by an aluminium monocoque and the old Ford engines replaced by BMW power. Mods to the newest version include subtly reshaped front wings, bespoke front and rear lighting incorporating turn signals, vented brake discs and, as fitted to our car, an optional, £1995 ‘dynamic handling pack’ and £3120 Sennheiser Premium sound system. It’s priced from £63,730; this one cost £85,459.

My Scottish steed used BMW’s zesty 255bhp 2.0-litre turbo motor from the Z4 matched to a nicely positive six-speed manual gearbox – enabling the quaintlooking Plus Four to surprise the uninitiated with its 0-60mph time of 5.1sec, a top speed of 149mph and 50mpg economy. Blend that with Morgan’s hand-built construction in which the cockpit, doors and rear end are supported by an ash frame, a welcome lack of tech (there’s no touchscreen ‘infotainment’, only a USB socket and Bluetooth), and the result is a new car that puts the joy back into driving. Tellingly, it weighs barely more than a tonne.

Granted, luggage space is minimal – a narrow platform behind the seats – and you need to be bendy to get in and out. But, once in position and with dog Zulu settled beside me, I felt more cossetted than uncomfortable.

The Plus Four positively devoured

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Overdrive Also tested

Hot hatch sitrep VW Golfs and BMW 135 Stephen Dobie

THE DYING LIGHT of the traditional hot hatchback is one recurring trend of a car industry in flux. When none of the French marques sell a dinky petrol performance car, you know trouble has long since brewed.

EVs are starting to fill the gap, but another 500 or so kilos are much trickier to hide here than in a sports saloon or SUV. So let’s breathe a sigh of relief that the Germans remain loyal to one of the spunkiest market sectors of all, with a pioneer of the breed – the Volkswagen Golf GTI – recently receiving a welcome update to reinforce its positioning.

The GTI has been ever-present since the Golf’s first generation and has now reached Mk8.5 form, with a host of tweaks focused mostly on tidying up some of the ergonomic mess made by the Mk8 upon launch. Hardly a priority in a performance car, you might ponder, but useability is a

chief criterion in cars like this and the outgoing Golf scored some clumsy own goals. Where the Mk8 tucked its more lenient ‘ESC Sport’ setting behind a baffling number of touchscreen prods, it’s now right there on the main screen alongside – thank heavens!

– a shortcut to extinguish its mandatory beeps and bongs.

The car beneath doesn’t mess up a winning formula, beyond this now being an auto-only zone (true of most hot hatches now, Minis included). Its seven-speed DSG is welcome, mind, mating well to the tried and trusted EA888 2.0-litre turbo that’s served fast VW stuff for years.

Choose between a 261bhp GTI and 296bhp GTI Clubsport, the latter bringing a front differential lock and a Nürburgring ‘Special’ setting in the drive modes (better for bumpy B-roads).

It’s only a short price hop from there to the 328bhp, four-wheel-

drive Golf R, a firm favourite among Brits, who’ve bought a fifth of the 250,000 examples sold since the Mk4 Golf R32 launched.

With options it’ll nudge 50 grand yet this is an enthralling car with true breadth to its ability – and a rather playful rear axle should you be minded to go looking for it.

They even do a wagon.

Such is the state of the market, it’s the pricier R that finds itself richer in rivals. Its power output puts it on Civic Type R turf, its price in the realm of the GR Yaris.

Then there’s its trio of German 4WD foes: Audi S3, MercedesAMG A35 and the newly refreshed BMW M135. The latter’s upgrade is so substantial, it gets a new model code – F70, with fewer exotic connotations than the old F40 – while its ‘i’ suffix has been dropped to avoid confusion with Bavarian EVs. Its reasonably severe facelift gives it a bolder, more confident

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appearance, but bigger headlines go to the seven-speed dual-clutch ’box in place of the F40’s eight-speed auto. The 2.0-litre four here (no 3.5-litre six, sadly) has subsequently seen its outputs drop ever so slightly, to 296bhp and 295lb ft, yet its enthusiasm is spiked by the short ratios and snappy shifts of its new transmission. Second gear tops out at 50mph and third is done

by 70, so you’ll punch up and down the ratios with regularity on a British backroad, aided by a natty head-up display rev-counter.

Firm ride aside, the M135 feels unflappable, grip spread evenly across its four corners and your cornering speeds soaring with easily won confidence.

Arguably that comes at the expense of outright fun – its xDrive system isn’t as expressive

as the Golf R’s 4Motion – but then a £43,000 1-Series should probably offer more than mere fun. Thus its interior feels truly high-quality; downsize from a much bigger Bee Em and you won’t feel shortchanged, even if some ergonomic quirks have crept in with the inevitable tech takeover. It’s not perfect, then, but it’s still here. And that ought to raise a smile.

Opposite, above and below Latest Golf GTI Clubsport is now DSG-only; updated touchscreen makes sense at last; Golf R (in blue) offers more power and four-wheel drive; latest 1-series is an obvious rival.

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ADVERTISING FEATURE

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Twyford Moors caters for every aspect of XK ownership. From buying advice and sourcing through to maintenance and restoration, our expertise allows us to help every step of the way. We always have a range of XK models in stock for sale, including one or two exceptional restored or rare cars. In addition, we stock project cars that can be restored to order. All cars for sale can be viewed at our works. We always have at least a dozen XKs and E-types on site: cars for sale, restoration projects, those in the process of restoration or just in for a service. This offers a unique opportunity for buyers to make comparisons between the various XK and E-type models.

Regular servicing and maintenance are essential for classic Jaguars so this is at the heart of what we do. Every car coming in for a service receives a full health check to keep our cars in top running order. We believe that cars should be used and offer a range of sympathetic upgrades to make classics more usable on modern roads. In addition to the modifications on offer, we actively search for and develop new ones for the XKs, E-type and other classic Jaguars.

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Hot topic AWARDS WITH MEANING As a relatively young and growing industry body, it is particularly encouraging to our leadership and members to be recognised at the two industry awards events in November.

Winning Industry Supporter of the Year at the International Historic Motoring Awards sums up what the HCVA is all about – supporting our industry in protecting and enhancing everything we do, and providing a collaborative environment where the industry works together to shape our future.

This year has seen considerable success across our campaigns on recognising the uniqueness and importance of historic vehicles. Acknowledgement of the need to resolve issues surrounding classic vehicle registrations was achieved with Ministers now tasking the DfT and DVLA with an assignment to engage further and take recommendations forward. We also ran our third Heritage Matters Day and we are committed to continuing this thought leadership, education and community platform as an essential part of our membership engagement.

We were also honoured to win the Innovation category at the Royal Automobile Club Historic Awards for the creation of our Action on Parts initiative. Designed to reduce the negative impact of low-quality or faulty parts in the historic and classic vehicle supply chain, we initially opened submissions to HCVA Trade Members. With the recognition of the importance of this issue to the entire industry, we have now widened the scope of our campaign so the whole sector can contribute via our website form as we build a wider picture of the state of the market and identify specific quality issues that affect all of us who work in or enjoy the historic and classic car world.

These awards really mean something to us as recognition and validation of all the effort that has gone before. More importantly, they have heightened our ambition and enthusiasm to go further in 2025 on behalf of our members and the industry.

We welcome all businesses and individuals with an interest in protecting the future of our sector to join us at www.hcva.co.uk.

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Gone but not forgotten

ALAMY

Words by Richard Heseltine

Gary Gabelich Record-breaking speed-junkie whose passion for living on the limit inevitably caught up with him HE FOUND RISK a life-affirming activity.

Gary Gabelich existed at the raggedy edge, and was never happier than when flirting with a challenge in which the price of failure was death. The Californian of Croation extraction embodied the maxim ‘when in doubt, flat out’.

Nevertheless, it isn’t easy deciphering the actual from the apocryphal, given the breadth of his escapades. For example, he competed in his first drag race aged 15 and topped 300mph on the Bonneville Salt Flats before he was 20.

And by anecdotal, of course, we mean hearsay. What is known is that this charismatic speed-freak wasn’t happy in his first job, steering a Volkswagen Transporter as a delivery driver for a drugstore. He craved excitement, and subsequently joined North American Aviation – in the mail room. In the space of nine years, he had become a test subject for the Apollo programme, whether it was performing freefalls from 30,000 feet or racking up g-force in a centrifuge.

He also enjoyed success in drag racing, not least aboard the Beach City Corvette. However, his employer – by then operating as North American Rockwell – took a dim view of his extracurricular activities. They paid him handsomely to risk life and limb. They needed

continuity and weren’t best pleased that he placed himself in harm’s way in his spare time, too. He was given an ultimatum, and it backfired. Gabelich was a racer to the core, so he quit. Then fate came a-calling, and he found himself strapped into a wild-looking tricycle for a tilt at the Land Speed Record.

Gabelich was picked to drive The Blue Flame, a liquified natural gas/ hydrogen peroxide rocket car that served as a publicityraking exercise for the American Gas Association. Perhaps he wasn’t the obvious choice. LSR hero Craig Breedlove was, but, contrary to popular belief, the two men were great friends and the best of rivals. Following an aborted record attempt in September 1969, and a dismal run a year later, Gabelich nailed a two-way average of 622.407mph in October 1970. His record stood for 13 years until it was eclipsed by Richard Noble in Thrust 2.

Nevertheless, without taking a turn for the fuzzy and the Freudian, you could argue that this adrenaline junkie spent the rest of his life trying to recreate the same buzz (he once claimed that the cooldown period from 600mph was better than sex). Gabelich was hugely disappointed that The Blue Flame was sold shortly thereafter, not least because he

Left Gary Gabelich signals his intent to hit 700mph at the Bonneville Salt Flats in The Blue Flame. He is flanked by Dick Kelly, one of the car’s builders, and Dean Dietrich, project director for the American Gas Association.

reasoned that 750mph-plus was not only possible but within relatively easy reach.

However, the car’s sponsor had achieved its objective, and interest in the record had plateaued, so it was back to drag racing.

Gabelich had already survived a number of crashes that make you wince just thinking about them. He flipped a drag boat at around 200mph, damage to his kidneys resulting in him being on dialysis for two years. He had two ‘moments’ aboard the Beach City Corvette dragster, one seeing him depart the track before coming to a halt on the adjacent freeway after the car’s parachute failed. In another, he jumped clear of the car at an estimated 100mph while it was on fire.

Somehow, he not only survived but suffered little more than minor burns to face and head.

Then there was The Big One. On returning to quarter-mile action, Gabelich took to an experimental four-wheel-drive Funny Car with an engine sited amidships. This perennial showman, who was a firm favourite with racegoers for his startline antics, was demonstrating it during a Car Craft photoshoot in 1971 when the throttle struck during a burnout. It bolted off the line before smacking the guardrail at 160mph. The car cartwheeled end over end. Then it caught fire.

Gabelich was found with one leg twisted around his neck, the other being nothing but splintered bone. One hand was severed but was miraculously reattached. Despite the ‘racer’s hobble’ that resulted from his injuries, the competitive fires still burned. Gabelich adopted the pseudonym Orval Volotch and ventured trackside on two wheels, but he was a so-so circuit rider. He also dabbled in off-road pick-ups and was there or thereabouts but wins proved elusive. Something was missing, hence the decision to try to break his own Land Speed Record.

Operating as Rocketman Productions Inc, he attempted to drum up support for a new LSR car dubbed The American Way. None was to be found. All appeared lost by 1979, but Gabelich rebounded and pitched the idea of him racing his new (and unbuilt) car against one fielded by Breedlove; in essence, a 700mph drag race across the salt flats. It was a cockamamie scheme, and one that was never going to get out of the starting blocks.

Then, in January 1984, Gabelich perished after his motorcycle connected with a truck at a high rate of knots. He was just 41, but Gary Gabelich wasn’t the sort who was ever going to die in bed.

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About 50 selected vehicles Viewing in Gstaad: December 28th & 29th 2024

1986 Ferrari Testarossa Monospecchio 2003 BMW-Alpina Z8 Roadster

2008 Bentley Azure

1960 Chevrolet Corvette C1

1925 Renault 40 CV Type NM Tourer 1970 Pedrazzini Capri Super De Luxe

1957 Alfa Romeo Giulietta Spider Velo.

1968 Shelby GT 350 Fastback

1978 Monteverdi Safari 5700

1962 Mercedes 220 SE Convertible 1959 Maserati 3500 GT Touring

1962 Jaguar D-Type by Proteus

1974 Lamborghini Jarama 400 GTS

1966 Maserati Mistral 3700 Spider

2024 Porsche 911 GT3 RS Weissach

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Gearbox Interview and photography by Mark Dixon

Geraint Owen Retired engineering academic, historic racer, and curator of record-breaker Babs

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1. This year I did the 100th MCC Land’s End Trial in a 1928 Model A Ford. With my mate Winston Teague and my son Freddie as bouncers, we drove it to the start, did the overnight road and off-road trial, and arrived home 30 hours and 625 miles later after winning this Gold Award.

2. During the pandemic we bought a small pool to go on the patio, and loved it so much that we dug a natural swim pond. It has no chemicals: the plants and gravel filter around the edge keep the water clean and crystal clear.

Swimming on a summer’s evening when the swallows are feeding off the water is pure bliss.

3. This sticker is a souvenir from when I did some design work for a piece of equipment on the Russian MIR space station. I don’t really have the build of a spaceman, but I managed 31 bursts of 22 seconds floating in zero gravity.

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4. Both of these pistons are Parry Thomas originals, with no oil control rings. The bigger one is from Babs’ record attempt in 1927: it was later converted into a tankard, and upside down it holds 1¾ pints. I don’t suppose you would get a large scotch in the Flatiron one!

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5. Having grown up with the LSR car Babs, which my father rescued and restored, its creator Parry Thomas has always been a hero.

His 1926 ‘Flatiron’ Grand Prix car had been hidden since the 1950s; it is remarkably original but proving a challenge to restore – I have even made new Jubilee clips!

6. Thirty years ago I asked a pretty young lady to be my bouncer on the VSCC Welsh Trial.

Fifteen years later, our car – a 1930 Morris with a vee-twin JAP engine, known as Jemima – was the wedding transport for Charlotte and me.

Both of us have raced, hillclimbed and trialled in it, and now our son has turned 14 he is also competing in it. Oh, and we won the trial!

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7. I spent over 30 years teaching Automotive Engineering at the University of Bath. We had a lot of success building Formula Student cars and this poster shows the 2011 team, some of whom went on to establish McMurtry Automotive and designed the car that has broken the hillclimb record at Goodwood FoS. 8. My great friend Charles Knill-Jones got me into Nick Mason’s 250MM and D-type at the first two Carfest events in 2012, raising money for Children in Need. Those early Carfests were magical events – family, friends, beer, music and a bit of showing-off in cars.

9. Goodwood finally let me take my 1954 Kurtis Indy car to the Revival in 2017. We painted an Austin J40 in the same livery for my son, Freddie, to enter the Settrington Cup. He did four years of pedalling before he got too tall.

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10. For many years I have enjoyed owning chain-drive Frazer Nashes, and recently managed to buy a very special TT Replica, the only one fitted with a BMW engine by the factory. The previous owner bought the car in the early ’60s and has provided a detailed instruction book for the next custodian.

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1962 JAGUAR E-TYPE S1 3.8 LITRE FHC EX-ROY SALVADORI / PRE ’66 FIA RACE CAR - ‘WOO 11’ Period competition history & twice featured in the Guinness Book of Records for number of victories in a season Eight time participant in the Goodwood Revival Royal Automobile Club Tourist Trophy Celebration Pre ‘66 FIA specification, valid HTP, spares & highly eligible

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Icon Words by Delwyn Mallett

SHUTTERSTOCK

Left More than a decade after its first UK outlet opened on London’s Coventry Street, Wimpy’s branding was still playing second fiddle.

The Wimpy Bar The burger that begat our culinary Americanisation, though not at the expense of plates and cutlery – we’re not savages!

THIS YEAR MARKS the 70th anniversary of the American-style hamburger making its debut on the British culinary stage, when the first Wimpy Bar opened in the Lyons Corner House on London’s Coventry Street.

Britain was still suffering the privations inflicted by World War Two: it was not until July 1954 that meat became the final item to come off rationing and it was goodbye to Spam fritters. Before the end of that year the directors of J Lyons & Co, the giant of high street catering since 1894, had decided on an experiment to attract younger customers and obtained a licence from Wimpy Grills of Chicago to use its name.

The first Wimpy Bar was a counter service section within the more formal table service restaurant. It was an immediate success, and Lyons was soon opening standalone Wimpy Bars on a franchise basis across the nation – by the late 1980s there were more than 380.

For the vast majority of the British, the transition from childhood to adulthood was abrupt: school until 15 then, if you were a man, two years of National Service beckoned at 17, but as the 1950s progressed the tectonic plates of British society were shifting. A new youth market was emerging, the teenager, another American import. Rock’n’roll was suddenly in town. The far too sexy hip-swivelling Elvis Presley had his first hit

in 1954 with That’s All Right and the far from sexy but incredibly popular kiss-curled Bill Haley Shake, Rattle and Rolled into the British charts with his Comets in January ’55. He ended the year with Rock Around the Clock, the first UK million-seller.

Also in 1955, the angst-ridden Rebel Without a Cause James Dean drove his Porsche and himself into legend in a fatal rendezvous with the improbably named Donald Turnupseed. It was impossible to see Dean, an instant role model for the young, calling for ‘cod and six o’chips’ at the local chippy, but a burger in a Wimpy Bar might just have fit the bill. He might have been surprised that his burger was served along with a knife and fork, though. Very British.

For the impoverished British youth of the ’50s, when eating out was the exclusive preserve of the posh, Wimpy offered a new, excitingly different and readily accessible experience and was the nearest that most would get to a taste of America, the land of dreams, fast cars and cool chicks. For the modest outlay of 1/3d for a burger and another shilling or so for a milkshake or a Coke, British teenagers were able to imagine that they were taking a bite of the American Dream and a Wimpy Bar soon became the favourite venue for many a first date.

Wimpy founder Edward Vale Goldberg

was born in Chicago in 1907 to Russian immigrants Louis Goldberg and Annie Wilinsky, and opened his first hamburger joint in Bloomington, Indiana, in 1934. Inspiration for the Wimpy name came from the immensely popular syndicated Popeye cartoon strip and animated films in which Popeye’s sidekick J Wellington Wimpy spends much of his time trying to quell his insatiable appetite for hamburgers – most of which he manages to down in a single bite. The Wimpy character would try to bum hamburgers much as some used to bum cigarettes, with the entreaty: ‘I’ll have a hamburger, for which I will gladly pay you… Tuesday.’ Payday Tuesday, of course, never came.

Gold was far from the first to offer hamburgers in America. Ground beef patties served between bread are thought to have arrived in New York ports in the late 1800s on merchant ships plying their trade from the German port of Hamburg, hence the name.

Many individuals claimed to be the first to serve them in America, but what is not in doubt is that the first dedicated hamburger outlet was the White Castle chain, founded in 1921, with its standalone white-tiled and crenelated mini castles, and which grew to well over 300 outlets. By American standards, with a mere 26 locations Wimpy barely registered on the Richter scale of success and was unusual in being far more successful in Britain, Europe and ultimately South Africa than in the US, peaking at 1500 outlets.

Wimpy even dared to venture into the bastion of haute cuisine. In May 1961 Wimpy became the first hamburger restaurant in France. Within a few years there were 20 and traditionalists saw this incursion of American culture – and food – as such a threat that the France-Soir newspaper dubbed it ‘public enemy number one’.

Wimpy’s nemesis arrived in the UK in 1974 in the shape of the Big Mac, closely followed by the ‘home of the Whopper’, and a new way of feeding on the run. Wimpy wilted under pressure and today 62 restaurants remain in the UK as opposed to 1300 McDonald’s. Over the decades the machinations of successive corporate buy-outs, takeovers, mergers and demergers have resulted in the Wimpy franchise now being South African-owned.

By 1977 the original US Wimpy chain had shrunk to just seven outlets in Chicago, and in that year Edward Gold died of a heart attack while working in one of his branches. He was 70 years old and with his demise the Wimpy name disappeared from the American scene.

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Chrono Words by Mark McArthur-Christie

Good vibrations The enduring art of resonance, a fascinating 370-year horological journe(y)

IF YOU’D BEEN in the bar of ’t Goude Hooft on The Hague’s Dagelijkse Groenmarkt in early 1657, you might have spotted scientist and mathematician Christiaan Huygens and his friend, the clockmaker Salomon Coster, hunched over their tankards in earnest discussion, the table strewn with sketches and beer-stained calculations. On Christmas Day in 1656, Huygens had conceived the idea of a pendulum clock, he needed a top-flight clockmaker to make it for him and that man was Coster. Neither knew it, but Coster’s clock would lead to the discovery of one of horology’s most fascinating phenomena: resonance.

Imagine two tuning forks of the same pitch on a wooden board.

Sound one and the other starts to resonate thanks to the energy transmitted through the wood. It works with pendulums and balance wheels, too: link them and they’ll beat in sync and be more stable.

Huygens didn’t pursue the idea of a practical resonance clock, however, perhaps because of Coster’s death in 1659, but 100 years later his theories and experiments galvanised Antide Janvier, Louis XVIII’s clockmaker, to use the principle to improve his own clocks. Janvier theorised that the shared energy between two pendulums would make timekeeping more accurate, as any knocks or power irregularities would be balanced out between the two timepieces. If one was disturbed, the energy from the second would help it come back into phase faster.

Unfortunately for Janvier, he made only three resonance clocks before France’s revolutionaries, taking a dim view of horologists who’d been pals with the King, jailed him. On his release, he sold his watches, tools and designs to survive, Breguet buying them and taking up the resonance baton. Being fond of a challenge, Breguet built three resonance clocks (Nos. 3177, 3671 and a now-lost third) before looking to transfer the resonance principle to pocket watches.

Packing two balance wheels with their escapements and mirror geartrains into a pocket-watch case requires serious engineering.

Rather than a beam, Breguet’s balances shared a brass movement plate, and he made the world’s first three resonance pocket watches (2667, 2788, and 2794), each with a diameter of little more than 60mm.

Then resonance was forgotten about (again!) until 1982, when François-Paul Journe restored Breguet’s No. 3177 clock in Paris. The youngster became hooked on the idea of resonance and, in only two years, built his own resonance watch. He was 25, it was only his second watch and already he was producing a complication that hadn’t been seen since Breguet’s day. By 1999 Journe had finished his Chronomètre à Résonance – the first modern resonance watch.

In recent years, resonance has been rediscovered and revitalised thanks to Journe, Haldimann and Vianney Halter all producing watches. The one you see in the picture above, though, is the most recent watch from Biel-based Armin Strom. In the finest watchmaking tradition of ‘smaller, better and more accurate’, the firm has been busy since developing its first resonance watch almost ten years ago. Claude Greisler, Armin Strom’s co-founder and master watchmaker, has taken the concept further in this Dual Time GMT Resonance. It uses a clutch spring to link the movement’s two balances directly, as well as adding a greater degree of shock resistance.

In a world where telling accurate time is now no harder than checking your phone, chasing the stability and precision offered by resonance seems quixotic, but thank goodness watchmakers are always happy to find another windmill to tilt at. It’d be a dull world otherwise.

ONE TO WATCH

Citizen Tsuyosa ‘small seconds’ An exciting and stylish automatic for under £370

OVER THE LAST couple of years, perhaps the most exciting area of watchworld has been the watches in the sub-£500 bracket. It used to be that there were a few dull, samey quartz offerings and very little to get excited about. Tissot put an end to that with its PRX, and Citizen seems to be offering a nailed-on future classic with this one. There’s not only a guilloché-style dial but a cal. 8322 movement behind the 50m water-resistant caseback. It’s in-house and the firm has clearly put effort into gussying it up with some proper decoration. Best of all, this watch is yours for under £370.

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1996 PORSCHE

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Books Reviewed by Mark Dixon

Spy Octane The Vehicles of James Bond Volume 1 MATTHEW FIELD and AJAY CHOWDHURY, Porter Press International, £99, ISBN 978 1 913089 85 6

Just when you think you’ve read everything that could possibly be written about the cars used in the Bond movies, along comes this doorstop of a hardback, running to nearly 420 pages and absolutely stuffed with never-before-seen images.

And then you find out that this is merely the first of a planned three volumes. Mind truly blown.

Part of the explanation for such mammoth coverage is that, as the subhead to the book’s title clarifies, it actually profiles all the ‘vehicles’ used in the first seven Bond movies, not just the cars. So that includes boats, aircraft, submarines, moon buggies… the whole gamut of cool machinery.

Take, for example, the Disco Volante luxury yacht [pictured below] aboard which villain Largo arrives in the Bahamas in Thunderball. It is in fact a hydrofoil with a separate cocoon attached to the rear to extend it. Besides direct quotes from the

people who built it and the film crew, there’s even a ‘Where Are They Now?’ panel with a faded 1970s colour snap of the cocoon part after it had been transformed into a houseboat.

These post-movie histories appear for all the vehicles described, and they make for gripping reads, particularly when you learn the pittances that were often paid for genuine Bond movie props.

In 1990, for example, UK enthusiast Robert Hurdle bought one of the Mercury Cougar XR-7s used in On Her Majesty’s Secret Service – it appears in the ‘barn scene’ with George Lazenby and Diana Rigg – for just £1500. He spent the next 30 years restoring it to perfection and sold it through Bonhams in 2020 for £356,500.

But it’s the movie trivia that makes this book so unputdownable. Remember the scene in You Only Live Twice, when Bond and Japanese female agent Aki are being pursued in her Toyota 2000GT convertible by enemy agents, and the baddies have their Toyota Crown lifted up by a magnet dangled beneath a helicopter? Turns out the Japanese highway authorities really did use a magnet slung under such a machine to clear wrecked vehicles from heavily congested motorways – and the authors have even identified not just the type but the actual ’copter used in the movie, a Kawasaki Vertol KV107 II, and its service record. Incredible.

They’ve also tracked down innumerable people peripherally connected with the movies but with great anecdotes to tell, such as Aston Martin sales manager Mike Ashley, who sped past a speed trap in a Bond DB5 near Monaco in 1965 but escaped the police roadblock further down the road by having had the foresight to rotate the Aston’s British numberplate to its Swiss one in between!

And so on and so on… every page of this wonderful book seems to hold a gem like this.

It’s an absolute masterpiece.

160

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Formula One: The Legends You won’t find anything to frighten the horses here: as the title suggests, it’s a straightforward but good-looking anthology of some iconic F1 drivers, written by a very experienced Grand Prix journalist (Dodgins started on Autosport in 1985 and currently edits Autocourse). Thirty-two drivers from Ascari to Verstappen are individually featured in a large-format hardback, with an abundance of strong images. Not a book for hardcore enthusiasts, but ideal for a more general readership with an interest in F1.

TONY DODGINS, Ivy Press, £35, ISBN 978 0 7112 8949 9

The Car Lover’s Guide to London

Speed Monarch

London probably has more visible history than any other European city, and in this attractive softback, which is packed with period and contemporary images, the author profiles a huge range of car-related premises. Many of them are the imposing kind of buildings associated with company HQs and posh showrooms, but his remit also extends to humbler sites such as FLM (Panelcraft)’s railway arch lock-ups in Battersea. It’s a nice concept, well executed.

As Doug Nye writes in his foreword, Eric Fernihough looked like a ‘stuffily conventional, lanky bank clerk’ – but this obsessive motorcyclist briefly held the world motorcycle speed record in 1937. He died a year later in Hungary, aged 33, while trying to regain the record from subsequent record holders Piero Taruffi and Ernst Henne. This 512-page hardback is an incredible piece of research, illustrated with great pics on quality paper, about a brave man who deserves to be better-known.

CHRIS RANDALL, Pen & Sword, £14.99, ISBN 978 1 39904 965 8

TERRY WRIGHT, Loose Fillings Publishing, £85, ISBN 978 0 6459 327 0 6

Restomods 2

Gerry Johnstone A History of Winning There’s something very appealing about the slightly home-made scrapbook nature of this autobiography, which, as the author proudly attests, has involved no ghost-writers. It’s a bit like sitting down with a mate in the pub and reminiscing about the old days: when coppers were firm but fair, booze ’n’ fags were part of daily life, and people worked their arses off to get stuff done.

Gerry Johnstone probably won’t be a household name to you unless there’s a Vauxhall Chevette HS or a Magnum in the garage attached to that house, but he is a born engineer who, after putting in his time at Vauxhall at Luton, was cherry-picked by Bill Blydenstein and went on to run Dealer Team Vauxhall’s race and rally teams. Through that he came to work very closely with star drivers such as Gerry Marshall, Pentti Airikkala and an up-and-coming Jim McRae – who, being also a plumber in ‘real life’, installed the central heating in Johnstone’s new house. It’s fascinating to read Johnstone’s recollections of interacting with these talents in the heat of competition.

The DIY layout of this substantial hardback is irrelevant thanks to the accessbility ensured by a generous type size and a huge collection of images that add plenty of life and colour to the pages.

An index would have been handy, mind. Should you need any further incentive to buy, consider the fact that any profits generated from sales of the book will be divided between three charities.

Cheers, Gerry – fancy another pint?

GERRY JOHNSTONE, £40, self-published, ISBN 978 1 914584 55 8

Belgian husband-and-wife team Bart Lenaerts and Lies De Mol specialise in producing quirky but beautiful books about interesting cars, and their latest is a follow-up to the original Restomods that was reviewed in Octane 237. The market for high-end modified classics continues to boom and a further 13 companies and their cars are profiled here in Bart’s charmingly unique prose (the gear lever of the RML Short Wheelbase clicks ‘like an orgy on Geordie Shore – eager, fast, arousing’). All teasing aside, the entertaining text is also properly informative, and the subjects here include EV conversions (Lunaz) among a petrol-powered majority that ranges from Caton’s ’Healey 100 and MST’s Mk1 Escort via several Porsches – Kammanufaktur’s 912C, Fifteen Eleven’s 914 and Lanzante’s 930 TAG-Turbo – to Maturo’s Delta Integrale and more recent models such as Prodrive’s Impreza P25. A good-looking book on an important genre that’s still evolving; we look forward to volume 3.

BART LENAERTS and LIES DE MOL, Waft, €60, 978 9 4645 900 5 0 161

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Gear Compiled by Chris Bietzk

Giant race passes

by Ella Freire Those who visited the recent Art of Motoring exhibition in London will have encountered the latest works by artist and printmaker Ella Freire: delightful, supersized recreations of old race passes, each one 69cm tall and appearing to float inside its frame. Our favourite of the six produced so far is the one pictured top left here. It takes us straight back to the 1981 British GP meeting, which began with bad-tempered wrangling over the legality of the twin-chassis Lotus 88B (Lotus was forced to withdraw it) but ended on a happy note with John Watson taking his long-awaited second Grand Prix win in front of a jubilant Silverstone crowd. £1400 each (framed). ellafreire.com

1:18-scale Audi quattro Trans-Am prototype model by Werk83 A tidy diecast model of the stealth fighter that was built in 1987 as Audi prepared for an assault on the SCCA Trans-Am series.

Four more Trans-Am quattros were made in the mould of the black prototype and, with Hurley Haywood, Walter Röhrl and Hans-Joachim Stuck sharing driving duties, Audi dominated the 1988 Trans-Am season and made crybabies of its rivals.

The SCCA eventually handicaped the cars to mitigate the ‘unfair’ advantage conferred by the all-wheel-drive system, but still couldn’t stop from them from winning.

£91.95. grandprixmodels.com 162

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Lego Endurance model A 3011-piece model of the magnificent ship that carried Ernest Shackleton to the bottom of the world on the ill-fated 1914-1917 Imperial Trans-Antarctic Expedition. The model includes, of course, the humble boats that helped Shackleton and his entire crew to survive against all odds after Endurance was crushed in pack ice in the Weddell Sea.

£229.99. lego.com

Anglepoise Type 80 desk lamp In 1958 industrial designer Kenneth Grange created Britain’s first parking meter, but by the time of his death this past summer he had atoned for that sin many times over. He remains best known for styling the cab and nose of the iconic InterCity 125 locomotive in ’68, but he delivered hits well into his old age, penning this stylish successor to the traditional Anglepoise desk lamp in his 90th year.

£219. anglepoise.com

Squale 2001 Heritage Released to mark Squale’s 65th anniversary, this attractive 40mm diver is a near-replica of a watch given by undersea explorer Jacques Cousteau to Michel Laval, who was first mate on Cousteau’s famous research ship, Calypso, and who sadly died on the job during a voyage to Antarctica in 1972.

CHF 1640. squale.ch

163

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Gear

ZAG x Renault R4 E-Tech ski If the forthcoming Renault 4 EV is half as enjoyable a ride as this limited-edition R4-branded ski, then Renault’s on to a winner. R4 graphics aside, the ski is identical to ZAG’s regular-production Mata, an entertaining all-mountain model with a 90mm waist and a short turn radius of around 14m. €749. zagskis.com

1:8-scale Pagani Utopia Coupé model by Pocher Available to pre-order now (it’s a Pagani; of course you can’t have it right away!) is this huge diecast model of the outrageous Utopia Coupé. It’s supplied in kit form, and the folks at Pocher reckon that it will take the average person 30 hours to complete the build. £879.99. pocher.com

BMW Motorrad R nineT shirt

Carl F Bucherer Heritage Worldtimer

BMW pays tribute to the characterful, easily customisable roadster that reinvigorated its motorcycle division, and which has turned out to be one of the most influential motorcycle designs of recent decades.

A watch with a world time function is no longer an essential bit of kit for the frequent flyer, but this 39mm, COSCcertified recreation of a 1950s Bucherer design is pretty enough that you might just convince yourself you need it.

£35. bmw-motorrad.co.uk

From £6800. carl-f-bucherer.com

164

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Back to the Future shirt by RSVLTS Ahead of the movie’s 40th anniversary, RSVLTS has released a collection of officially licensed Back to the Future shirts that includes this polo, featuring an embroidered DeLorean time machine streaking across the chest.

$70. rsvlts.com

Carrera Panamericana poster A well-preserved relic of the 1954 Carrera Panamericana, the fifth and final edition of the notoriously dangerous road race. First across the finish line was Umberto Maglioli in a Ferrari 375 Plus, but the real winner in ’54 was hot-rodder Ak Miller, who finished a remarkable seventh in his Caballo de Hiero (‘Iron Horse’) – an Oldsmobile-engined special he had cobbled together for $1500. $2585. vintageautoposters.com

Malle Adventurer single-malt whisky 1:10-scale Land Rover Series II model by Boom Racing A radio-controlled model of the Series II 88 Station Wagon, checked for accuracy by Jaguar Land Rover and seriously impressively engineered. It boasts a two-speed transmission, heavy-duty axles and driveshafts, adjustable leaf-spring suspension, and waterproofing to make all manner of 1:10-scale adventures possible.

Malle, the maker of motorcycle luggage, partnered with the East London Liquor Company to create this tipple, which was aged for five years in a rum cask found in Jamaica and brought back to London.

£108. mallelondon.com

$779 (motor sold separately). boomracing.com 165

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Special offers At scparts.co.uk, you will find the new brochure with an order function: Click and order - Click and go! www.scparts.co.uk/special-offers24

Duty-Free EU Delivery

40 years of experience SC Parts has been the first port of call in the country for 40 years when it comes to sourcing spare parts for classic British vehicles.

Did you know: SC Parts Group is also registered in the EU. We ship all European orders from our European warehouse.

No fuss, no hassle, no extra fees, straight to your door Jaguar

Jaguar

Jaguar

Jaguar

Jaguar

Brand MG

Austin Healey Mini Triumph

Jaguar

Land Rover Range Rover Fiat

Special offers

Jaguar

Jaguar

Jaguar

Jaguar

Modell MG T-type New MGA Roadster and Coupé MGB MGF and MGTF BN1 - BJ8 Sprite and MG Midget Classic TR2 - TR4A TR5, TR250 and TR6 Spitfire MK3, MK4, 1500 Mark II 'E' type series I, II 'E' type V12 series III XK120, 140 and 150 XJ6 / Daimler Sovereign XJ12 / Daimler Double Six X300 X308 XK8/XKR XJS New Series II, IIA and III 90, 110 and Defender Classic (1970-1996) 500 126 600 and Multipla 850

pages 392

Part no.

550907

for electric tachometer 489828 £775.00 for mechanical tachometer 493840 £775.00

Door handles chromed, supplied in pairs lock cylinders and keys included ▸ all E type, series 1/2/3

Oilfiller cap “Quick release” (replacing c1022)

£153.00

see page 25

580

251291

800 64 600

297262 493833 348206

324

324658

740 600

292014 251458

Throttle linkage To operate the famous triple

219262

HD8's.

Uses galvanized steel that offers

640

365084

excellent corrosion protection.

16 piece kit for LHD models

128

337278

1.050

540180

400

501832

700

503541

Gaskets

1008

337971

These supports are mounted under the door handle. The resistant material prevents the paint from being damaged when the handles are fitted. This protects the metal from corrosion. The underlays are very accurate

353211 497251 496830 493826 551469 505623

with lug for plug contact ▸ E type S1 and 2

4.2 S 1.5 and 2 with two Zenith Stromberg carburetors 480088 £24.00

▸ Mark II ▸ 420 and Daimler Sovereign 202383 £8.00

1.100

520410

— 3 —

Jaguar

▸ XK150 late ▸ XK150S ▸ Mark II

▸ 420 and Daimler Sovereign ▸ Mk10 3.8 and 4.2

▸ E type S1 and 2 ▸ E type 5.3 V12 S3 ▸ S-Type 3.4 and 3.8

▸ 420G ▸ Daimler Dart SP250 201223 £6.00

Fig. shows part no. 202217 Fig. shows part no. 20210

Adjustable jet conversion kit for one Stromberg CD carburetor. Originally fitted with fixed jets in their integrated float bowl, Stromberg CD have very limited adjustment from above through the dashpot. This design was introduced to prevent tampering with the emissions by way of mixture adjustment.

Over the years the mechanical wear of the jet meant that the vehicle could no longer be tuned, resulting in less than perfect performance and fuel economy.

This kit is easy to install as the adjustable jet is pressed into the carburettor body with no machining required. Fine tuning for the best performance can then be done via the adjuster on the end (using a screwdriver or a ½" wrench). This kit comes complete with high quality Viton O-ring seals. ▸ E type 4.2 Series 2 ▸ E type 5.3 V12 Series 3

1.200

349105

308 256

533762 541517

High quality aftermarket water pump complete with pulley ▸ E type 5.3 V12 S3 to engine no. 7S7784

▸ E type 4.2 S1 200295 £178.00

C39768 / GWP409 504808 £360.00

kit with a modern solid state switch, brass adapter plate, cork gasket and earth terminal. ▸ E type S1 and S2 512910

300

543436

300

543437

4.2 Series 1 and 1.5 Request now for free or browse online: www.SCParts.co.uk/Catalogues

Water pump

reproduction of the Lucas 14W type - with drive gear.

12 volt, two speed, round body ▸ XJ6 Series I, II and III £71.00 315472

▸ XK140, XK150 and XK150S ▸ Mk7 from engine no. B2917 ▸ Mk8 ▸ Mk9 to engine no. NC7000 ▸ Mark I 3.4 (1957-59) 336196 £137.00

Aluminum water pump

Aluminum water pump

▸ Mark II 2.4, 240, 3.4, 340 and 3.8 ▸ E type 3.8 S 1 ▸ S-Type 3.4 and 3.8 ▸ Mk9 from engine no. NC7001 ▸ Mk10 3.8 to engine no. ZB2960 513157 £178.00

▸ Daimler 250 V8 Saloon 207489 £250.00

▸ E type 3.8 and 4.2 ▸ E type 3.8 and 4.2 ▸ XK150 ▸ Mk I / II / X ▸ DV8 ▸ XK150 ▸ Mk I / II / X 3.8 ▸ Daimler 250 V8

part no. price

with 1.3/4" piston - rear brakes (variant for square pads 8778)

202103

£109.00

full stainless steel version

500137

£178.00

with 2.1/8" piston - front brakes (variant for square pads 8777)

202217

£109.00

full stainless steel version

492493

£178.00

with 1.1/2" piston - rear brakes. (variant for square pads 8816)

202218

£109.00

full stainless steel version

500136

£178.00

RHD

206835

£546.00

LHD RHD LHD

206836 206837 206838

£451.00 £543.00 £543.00

Jaguar

Fig. shows part no. 201965

Brake master cylinder

Brake fluid reservoir

Brake fluid reservoir

square type, with level sensor assembly ▸ E type 3.8 S1 from 1962 on: OTS from 877557 and 850556,

round type, with level sensor assembly ▸ E type 3.8 S1 to 1962 OTS to 850555 and 877556

FHC from 886283 and 560678 ▸ E type 4.2 Series 1 and 2 ▸ E type 5.3 V12 S3 ▸ Mk10 3.8 and 4.2 plus 420G 200867 £47.00

FHC to 860677 and 886282 ▸ S-type 3.4 and 3.8 209210 £47.00

Brackets

AP Lockheed ▸ E type 4.2 Series 1 and 2, V12 Series 3 ▸ 420 and Daimler Sovereign C26767

201396

£317.00

rear brakes, excellent reliable reproduction (upper cylinder) adjustable push rod C19968 ▸ E type 3.8 Series 1 ▸ Mk10 3.8

201397

£71.00

rear brakes, (lower cylinder) non adjustable push rod C19967 ▸ E type 3.8 Series 1 ▸ Mk10 3.8

201965

£72.00

8 pcs. set for ▸ Mk II ▸ DV8 ▸ S type ▸ 420 ▸ Daimler Sovereign 546740 £25.00

We also supply all individual parts for throttle linkages. Just ask us.

— 2 —

Jaguar

Jaguar

3516

8.5 fl oz (250 ml) 17 fl oz (500 ml) 34 fl oz (1,000 ml)

£62.00

14905 12278 12279

— 5 —

— 5 —

Jaguar

Jaguar

Jaguar

Jaguar

— 6 —

Jaguar

Jaguar

Jaguar

Receiver dryer identification: flat connection, CAC1881 213147 £25.00

▸ XJ40 (XJ) 3.2 and 4.0 from VIN...629286 to 667828 481277 £342.00

identification: conical connection, CAC1622 £25.00 213783

£44.00

Jack bag 206863

£66.00

CBC2319 248199 £34.00

3.8 litres 3.8 litres extra thick

— 12 —

Jaguar

Jaguar

OEM timing chain tensioner

519915 200294 201557 519919 318873 209105 326927

£456.00 £223.00 £89.00 £489.00 £228.00 £79.00 £455.00

Most likely the last original AP Lockhead ones

ARP assembly lube ultra torque lubricant

thus the surface is additionally hardened high safety reserves

for assembling uprated screws and bolts, 1/4 oz 313546 £6.00

high grade 8470 chrome moly tensile strength of 190.000 psi

Transducer on gearbox, for electronic speedometer ▸ XJ12 S III with electronic speedometer ▸ XJS 5.3 V12, 3.6 213336 £135.00 ▸ XJ6 S III with electronic speedometer and automatic transmission 210396 £135.00

Off topic: 2 Original Borrani wire wheels (RW3265) Brand new, never used, perfectly balanced, mint condition ▸ Ferrari: 250 GT Boano (1955-58) ▸ 250 GT LWB TdF (1955-59) ▸ 250 GT California LWB (1957-60) ▸ 750 Monza (1954-55) 553311 One pair only, please inquire

4.2 litres engines with long studs and lifting brackets

479779

£299.00

4.2 litres engines, and late 3.4/3.8 with short studs and lifting brackets

479778

£299.00

Fig. shows part no. 503639

88.50 mm 90.5 mm 88.50 mm 93.50 mm + 0.5 mm

thickness 0.33" 0.68" 0.33" 0.61" 0.68"

Part no.

213729 486684 213728 318659 486606

price £123.00 £123.00 £123.00 £169.00 £141.00

0.61"

325398

£150.00

2.4 and 3.4 litres 2.4 and 3.4 litres, for high compression engines MLS 3.8 litres MLS 4.2 litres 4.2 litres, for high compression engines MLS V12 (not HE engines)

3.8 litres engines without lifting brackets

479777

£299.00

Set of cylinderhead nuts and washers

Jaguar

Jaguar

Jaguar

Jaguar

1

Dimensionally stable seal on sheet metal carrier with foamed-on sealing compound made of synthetic rubber material.

Part no.

504876 349172 553053 548121 549519 503639 503638 550705 550706

price £141.00 £173.00 £173.00 £141.00 £212.00 £109.00 £109.00 £109.00 £109.00

Jaguar

Jaguar

4

Jaguar

Jaguar

Engine gasket set

▸ Later E type 4.2 S1 plus all E type 4.2 S2 OTS and FHC supplied in set of 3 with fitting plates reproduction in stainless steel 213122 £62.00

without cylinder head gasket, oil filter housing gasket and crankshaft seals ▸ XK120, XK140 and XK150 ▸ Mark I ▸ Mark II ▸ E type 3.8 and 4.2 S 1, 4.2 S2 early ▸ Mk5 ▸ Mk7, Mk8 and Mk9 ▸ Mk10 ▸ 420G ▸ S-Type 3.4 and 3.8 ▸ 420 and Daimler Sovereign 533253 £153.00 ▸ E type 4.2 S2 from October 1968 ▸ XJ6 S I, II and III 533252 £153.00 — 16 —

Jaguar

Jaguar

210137

Control box

lightweight type with 12 volts and 110 amps.

Replacement for the Butec unit. Mounting plates on RH side. Weight: 5.7 kg ▸ E type V12 S3 ▸ XJ6 S I USA and Canada models to 9/72 502021 £397.00

C31526 202219

▸ E type 4.2 S1 and 1.5 207106 £71.00

Jaguar

Tail light

Harmonic balancer

▸ E type 4.2 S1 and 1.5: 2+2 models for USA and Canada RH 210348 £255.00 LH 210349 £255.00

Cleanly manufactured, correct “shore grade”, finely balanced, with precise TDC marking.

Made in Germany ▸ XK140 and XK150 ▸ E type 3.8 S 1 ▸ Mark I 3.4 ▸ Mark II 3.4, 3.8 and 340 ▸ Mk9 3.8 ▸ Mk10 3.8 ▸ S-Type 3.4 and 3.8 486930 £287.00

— 26 —

317596

Tachometer generator on inlet camshaft ▸ XK150 late ▸ Mark I late ▸ Mk10 and 420G ▸ Mark II ▸ E type 3.8 and 4.2 ▸ S-Type 3.4 and 3.8 ▸ Daimler 250 V8 Saloon C14996 26027 £181.00

200209

for three SU-HD8 type carburetors

210475

£342.00

services all four Zenith Stromberg 175CD carburetors ▸ E type 5.3 V12 S 3 ▸ XJ12 S I and II early

201227

£591.00

£117.00

299737

£272.00

328064

£272.00

▸ E type 3.8 S1, Mark II 3.4 (manual) ▸ Mark II 3.8,240 and 340 ▸ S-Type 3.4 and 3.8 (manual), ▸ Mk10 3.8, XJ6 2.8 SI and II (manual)

206226

£272.00

Expansion tank cooling system

▸ E type 4.2 S1 and S2

299738

£272.00

▸ E type V12 S 3 200443 £147.00

Jaguar

Jaguar

Jaguar

Iwis: uprated endless timing chains

Tappet adjusting shims

Pre-stretched to final working length, uprated double row endless chain Made in Germany

For all Jaguar XK and V12 engines 124-piece set from 0.085" to 0.115" (2.16 mm to 2.92 mm).

Until the mid-90s, Jaguar offered shims up to 0.110" (2.79 mm). Later then 5 further thicknesses up to 0.1130" (2.87 mm). C2243/Z5 We have extended the range to a total of 10 oversizes up to 0.1150" (2.92 mm).

£137.00

Jaguar

Jaguar

complete with oil cooler connections.

Replacement for the genuine filter head (comes without oilfilter) ▸ E type S1 and 2 ▸ XK150 ▸ Mark I ▸ Mark II ▸ S-Type 3.4 and 3.8 ▸ 420 and Daimler Sovereign ▸ Mk10 and 420G ▸ XJ6 S I and early S II 317908 £360.00

▸ XJ12 all S II, S III early ▸ XJS 5.3 V12 early relief type.

9 rows and 3/4" BSP unions, width 28" 215187 £226.00

Jaguar and Daimler spinners see page 64

▸ E type S3 V12 front 202588 £204.00 rear 212778 £297.00 — 28 —

— 28 —

£109.00

337156

£354.00

493623

£354.00

£56.00

— 18 —

— 19 —

Jaguar

Jaguar

Antenna for E type Unique feature is the chrome bezel and rubber seal specially made for the characteristic E type rear wing shape ▸ E type 4.2 S 2 and 5.3 V12 S 3

213148

Easy to install antennas, can be controlled by capable radio. The motor is separated from the antenna mast itself. Easier to install in smaller spaces, even on front fender.

electrical 496895 £178.00 mechanical 1835 £81.00

Genuine Jaguar oilfilter EBC9658 £25.00

Oil filler cap

— 23 —

— 24 —

Austin HealeyAustin Healey

Designed for Jaguar models from 1985 onwards, but fits all makes and models. (DAC4090) 212604 £105.00

— 25 —

Austin HealeyAustin Healey

Austin HealeyAustin Healey

— 26 —

— 27 —

Austin Healey

Triumph

New lever shock absorbers Superb reproduction of the armstrong leaver-arm shock absorbers Original no. front GSA111, SC1113 rear, LH 1B7448, SC1115 BN1 to BJ7, BJ8 to 26704 rear, RH 1B7445, SC1114 rear, LH GSA154, SC1117 BJ8 from 26705 rear, RH GSA153, SC1116

BN1 to BJ8

Part no. price 202023 £214.00 202024 202025 £177.00 15733 15732

minimal crowning

Overrider conversion Conversion kit complete with mounting material, works rally car version; replaces the rear bumper on BN1 to BJ8.

£383.00 £451.00

- Highest-quality stainless steel in impressive material thickness brought absolutely perfectly into shape.

- True masterpieces.

- Installed in many an award-winning concours restorations.

- Highly polished to a mirror finish. £315.00 546173

These handmade silicone hoses

Harmonic balancer

won't perish, split or contaminate your cooling system in the way ageing rubber hoses can.

Temperature range: -58°F (-50°C) to 338°F (+170°C)

An absolute “must” for every good engine overhaul!

Optimised for use in competition vehicles.

Effectively prevents the dangerous and wear-increasing torsional vibrations of the crankshaft.

This damper was developed by our partner SC Parts Group in cooperation with the University of Southampton in elaborate series of measurements.

BN4 to BJ8. BN1 and BN2 need in addition our narrow fan belt conversion kit part no. 321222 19942 £360.00

Set with 4 lines incl. heater hoses 205396 £89.00 Two piece set without heater hoses 205398 £44.00

Chrome, polished to a mirror finish 206428 £237.00

For Jaguar AJ6 engine and 6.0 V12 engine from engine no. 8C10463 120-piece set, supplied in a wooden box with shims from 0.085" to 0.1085" (2.16 mm to 2.76 mm).

522729 £363.00

front ▸ XK120 ▸ Mark V 208050 £274.00 ▸ E type S1 and S2 front 202358 £164.00 rear 202140 £210.00

356488

Engine oil cooler

quick release, polished aluminum. Monza style with 65 mm (2.1/2") diameter 329671 £133.00 — 23 —

precise surface roughness to bind the oil film.

The dimensions are lasered in ultra-fine detail.

assortment box 508538 wooden box 490223

crankshaft front. Please note: timing cover modification required

▸ XK6 (3.4 and most 3.8) engines with groove crankshaft rear. This kit replaces in the rear recess of the oil sump both types of original crankshaft seals. During an engine overhaul these changes can be easily done ▸ XK6 4.2 engines with web while grinding the crankshaft in the rear recess of the oil sump

Designed for ▸ XJ6 S I and II ▸ XJ12 S I and II ▸ XJS to VIN...123279 including bezel 500856 for better mounting 214471 £114.00

Each shim is individually wrapped in corrosion protection paper.

The shims come in a beautiful plywood box or a practical assortment box, depending on your taste.

Hydraulic chain tensioner uprated, with bracket assembly.

Recommended for all hot street and race engines ▸ XK120 ▸ XK140 early ▸ MK7 353216 £205.00

▸ XK120, XK140 to engine no. G1907

Jaguar

▸ XJ12 S III, full-flow type.

9 rows and 1.5/16" x 12 TPI unions, width 28" 248293 £226.00

What looks quite simple at first glance is actually a small high-tech product.

In addition to exact dimensioning, other demanding criteria have to be met: correct, sufficiently deep surface hardness with a tough core

▸ all XK type engines upper - with 100 links (C2256_IWIS) 207868 £95.00 lower - with 82 links (C2255_IWIS) 389233 £82.00 ▸ all Jaguar V12 engines upper and lower - with 180 links (C29590_IWIS) 203886 £135.00

3

4

£269.00

Electrical antenna

▸ E type 5.3 V12 S 3 late ▸ XJ12 S I, II, III ▸ XJS 5.3 V12 and 6.0 V12 ▸ XK120, XK140, XK150 (manual) ▸ Mk7, Mk8, Mk9

Koni shock absorber

Fig. shows part no. 201227

— 27 —

£292.00

Jaguar

13870

Spin on oil filter conversion

74 °C (165 °F) - Bellows type all “XK” engines 327981 £44.00

— 22 —

for timing cover - improved teflon version

Modern, reliable mechanical or electrical antenna for 6 and 12 cylinder XKEs

Thermostat

— 22 —

XK120, XK140 and XK150 ▸ Mark I ▸ Mark II ▸ E type S1 and 2 ▸ Mk5 ▸ Mk7, Mk8, Mk9 ▸ Mk10 ▸ 420G ▸ S-Type 3.4 and 3.8 ▸ 420 and Daimler Sovereign ▸ XJ6 S I and II plus 4.2 S III to engine no. 8L203237 ▸ Daimler DS420

5

▸ XK150 and XK150S ▸ Mk7, Mk8 and Mk9 209171 £81.00

Even more upgrade: for E type V12 series 3 with 12 volts, 150 amps and built in regulator. Straight swap “plug and play” upgrade for the original Butec unit. Weight: 7.75 kg 542844 £902.00

— 21 —

or competition harmonic balancer

services one SU-HD8 carburetor ▸ E type S 1 and 2 ▸ XK150S ▸ Mk10 3.8 and 4.2 ▸ 420G ▸ 420 and Daimler Sovereign ▸ XJ6 S I early

210136

337188

2

— 17 —

High performance starter motor

Jaguar

Rebuild kits for carburetors

£23.00

Coupling piece

Clutch slave cylinder

crankshaft rear. This kit replaces both types of original crankshaft seals. This kit can't be used for cars with automatic gearbox

Thermostat housing

Our modern reduction geared, high torque starter motor

Jaguar

Fig. shows part no. 200209

£81.00

1

For manual transmission only: ▸ XK120, XK140 and XK150 ▸ Mark I ▸ Mark II ▸ E type S1 and 2 ▸ Mk5 ▸ Mk7, Mk8, Mk9 ▸ Mk10 ▸ 420G ▸ S-Type 3.4 and 3.8 ▸ 420 and Daimler Sovereign ▸ XJ6 S I, II, III ▸ Daimler DS420

Choice of two

Drive dog

Alternator

5

Oil seal conversion kit

studs,

Automatic enrichment device for SU-HS8 and SU-HIF7 carburetors - new item ▸ XJ6 S I and II with SU-HS8 or HIF7 carburetors 528693 £866.00

3

£117.00

▸ E type 4.2 S1.5 and 2: 2+2 models supplied in set of 3 with fitting plates 214550 £117.00

— 15 —

XK type engines £126.00 551675

for main bearing caps all XK engines 479780 £244.00

Jaguar

2

▸ E type 3.8 S1 and early 4.2 S1 supplied in set of 3 with fitting plates reproduction in stainless steel

with solid rear section ▸ 6 cylindres to 1975 553615 £41.00 ▸ 6 cylindres from 1975 505134 £41.00

Fig. shows part no. 533253 — 14 —

V12 engines 506046 £898.00

— 20 —

Jaguar

Heater pipes

Alternator

— 19 —

(without screw) chromed 213830 £29.00

Rocker cover gaskets

bore size thickness 3.335" 0.59" 3.504" max.

0.04" 3.466" max.

0.12" 3.660" 0.59" 3.660" 0.051" RH 93 mm LH 0.59" RH 97 mm LH

Bore size: 101.5 mm + 0.5 mm, thickness: 1.45 mm (original number 069-006-0113) ▸ DB4 ▸ DB5 ▸ DB6 ▸ DBS six cylinder models 487835 £208.00

Set of studs and nuts

— 18 —

Knob

— 10 —

Can be used without silicone sealant or assembly paste. The seals do not settle: retightening to a specific torque is not necessary.

model: SN6332/00, range: 0-160 MP/H, turns: 1312, final ratio: 3.54:1 - new item 523605 £620.00

Composite cylinder head gasket for Aston Martin

— 13 —

Fig. shows part no. 479778

XK150 early Mk7, Mk8 and Mk9 522254 £163.00

All Nüral pistons come complete with Goetze Piston rings — 9 —

Ingeniously designed: Due to the sheet metal core, the dimensional stability and compressive strength are unrivaled. The seal itself is guaranteed by the best possible technical coating. With paper gaskets, the sealing paper has to absorb the pressure and provide the seal, which is obviously no longer suffi-

Speedometer

Set of cylinderhead studs, nuts and washers

XK120 OTS late all XK120 DHC and FHC XK140

Piston and liner, 9:1 standard 213880 £181.00

Fig. shows part no. 213729

86.00 mm + 0.5 mm

Set of con rod bolts and nuts

high-strength steel threads are rolled, not cut

Heater valve and knob assembly

▸ XJ40 (XJ) 6.0 V12 from VIN...673299 to 708757 503899 £351.00

Jaguar E V12

▸ Mark II ▸ S-Type 3.4 and 3.8 ▸ Mk9 ▸ Mk10 3.8

well-known racing teams from Formula 1, Nascar and Indycar series trust the excellent quality.

▸ E type 5.3 V12 S 3 ▸ XJ12 S I, II and III ▸ XJS 5.3 V12 and 6.0 V12 ▸ XJ40 (XJ) 6.0 V12 ▸ X300 (XJ) 6.0 V12 207194 £272.00

for auxiliary shaft - 3 piece set. V12 engine

municated visually by the fascinating iridescent shine between gold and silver. ▸ E type 5.3 V12 series 3 ▸ XJ12 series I, II and III ▸ XJS 5.3 V12 to VIN...188104 ▸ XJS 6.0 V12 from VIN...188105 to 226645

Power transmission between dynamo and servo pump ARP is one of the most renowned manufacturers for competition grade engine hardware.

Bronze bearings C29273/4-kit

Manufactured to original specifications from extremely expensive special bronze, which is otherwise only used in the aerospace industry. The value is also com-

Individual AE / Nüral piston

202387

Blower fan motor Fine UK made reproduction of the original fan motor C34368 even a bit stronger and for sure much more reliable 210026 £89.00

Jaguar

more resistant to compression modified design of the water passages

4.2 litres

▸ E type 5.3 V12 Series 3 ▸ XJ12 Series III from VIN...471852 ▸ XJS 3.6 and 5.3 V12 from VIN...139052 to 188104 490510 £360.00

Call for more details +44 (12 93) 84 72 00

Individual pistons

more temperature resistant

supplied with 'o' ring, circlip and connecting harness 553730 £68.00

late:

▸ E type 4.2 Series 1 and 2 ▸ MK7 replacement

cient in many places today.

The gaskets can be used several times and are absolutely tight even on somewhat uneven sealing surfaces without sealing compound.

Extremely adaptable the sandwich construction compensates for any unevenness

2.4 and 3.4 litres

supplied with 'o' ring and circlip 248550 £50.00

£628.00

4.2 9:1 piston, each 202540 £172.00

brake servo AP Lockheed brake servo reproduction overhaul kit AP Lockheed brake servo AP Lockheed brake servo reproduction overhaul kit AP Lockheed brake servo AP Lockheed

Jaguar

larger bores

bore size

at air conditioning compressor ▸ XJ6 Series III from VIN...471857 ▸ XJ12 Series III from VIN...471852 ▸ XJS 3.6 and 5.3 from VIN...136646 to 188104 ▸ XJ40 (XJ) 2.9 and 3.6 from VIN...507394 to 629285

▸ E type 5.3 V12 Series 3 ▸ 420 and Daimler Sovereign

Dimensionally stable seal on sheet metal carrier with foamed-on sealing compound made of synthetic rubber material.

A galvanized steel core with soft material compound is ideal for head gaskets, allowing heat to be drawn evenly across the gasket surface while providing maximum sealing characteristics when exposed to coolants and oils.

better heat dissipation from the most heavily loaded part of the gasket: the combustion chamber web

242304

▸ from XK140 late to XJ6 series 3 206984 £137.00

AP Lockheed brake servos

Jaguar

Silicone non-stick coating

CAC2338 210430 £62.00

+0.040" oversize

£72.00

Drive shaft

— 8 —

Cometic CFM cylinder head gasket

German original equipment manufacturer Elring Klinger reinforced combustion chamber surrounds made of stainless steel

£628.00 £628.00

4-ring pistons, compression ratio: 8:1 standard bore size: 3.267" ▸ XK120, XK140 and XK150 3.4

For hot street engines designed gaskets

Pressure failure switch

early:

Jaguar

206862

The Cometic CFM gasket consists of a tanged and galvanized steel core. An asbestos-free soft material compound containing aramide fibers, inorganic fillers and high grade binder elastomers is applied to both sides of the core.

State-of-the-art gasket technology

▸ XK120 and XK140 early £178.00 257611

242300 540799

9:1, standard size 550714 £565.00

Composite cylinder head gasket

new item without switch CCC4929 ▸ XJS 4.0 from VIN...179737 to 190527

206985

▸ Mark II 3.8 ▸ XK150 ▸ S type 3.8 ▸ Mk10 3.8 standard size +0.020" oversize

Fig. shows part no. 519915

— 7 —

The cylinder head gasket for the classic Jaguar XK engine was originally only available as a simple sheet metal gasket, notorious for its tendency to corrode. Here we offer you an ultra-modern composite gasket that takes into account all the findings of modern engine

Brass bush for oil pump drive shaft

3-ring pistons, 9:1 compression ratio.

Standard bore size: 3.425" ▸ E type 3.8

Piston set for 3.4 XK 150S

Tool roll or jack bag, reproduction

Tool roll

Hepolite piston set for 3.8 engine

▸ Mk7 and Mk8 ▸ Mark I 3.4 ▸ Mark II 3.4 and 340 ▸ S-Type 3.4 539494 £628.00

for different Jaguar models, made from Hardura

£16.00 £25.00 £41.00

▸ XK140 ▸ XK150 early ▸ Mk7, Mk8, Mk9 single supply 213179 £74.00

— 4 —

▸ XJ6 Series I USA, Canada and Japan with Zenith Stromberg carburetors from engine no. 7L42595, all other countries with SU carburetors from engine no. 7L58469 ▸ all XJ6 Series II and III (1973-87) ▸ XJ12 Series I and II (1972-97) ▸ XJ12 Series III to VIN...471851 ▸ E type V12 Series 3 (1971-74) ▸ XJS 3.6 and 5.3 V12 to VIN...139051 (1975-87) ▸ XJ40 (XJ) 2.9 and 3.6 except USA models from VIN...500001 to 507393 (1986-87) ▸ Daimler DS420 Limousine from VIN...200477, C32681 505939 £410.00

Jaguar

Piston set +0.020" for 3.4 engine

Fig. shows part no. 519919

DOT5 silicone brake fluid

▸ XK120 dual supply

We strongly recommend replacing the dryer

— 11 —

Jaguar

£451.00 £424.00

Oil pump “XK” engine

Fig. shows part no. 201396

description

Complete unit with filler cap and gasket

Air conditioning compressor

Wiper motor

4.2 Series 2

206832 206833

RHD LHD

Jaguar

Fig. shows part no. 492493

Jaguar

Brake fluid reservoir

£39.00

with gasket and twin spade connector ▸ all E type 201224 £36.00

— 4 —

new updated version made from alloy instead of cast iron.

54% lighter than an original and feature fully Teflon-coated pistons for greater performance and less power drain

201739

▸ all E type, S 1/2/3 531246 £20.00

3.8 from engine no. R2934

Jaguar

Fig. shows part no. 209280

Air conditioning compressor

Water pump

201738

4 pcs. set

— 1 —

Brake cylinder

construction.

for the engine cooling system.

Sheet steel version, finished in grey hammer finish paint.

201736 201737

RH

▸ From XK120 to XJ6 series 3 2137 £68.00

We stock most air conditioning parts need to help you keep your car cool

Expansion tank

RH LH

LH

made from stainless steel, polished

retaining brake fluid reservoir stainless steel replacement

Fuel filter element C28080

rear door (without lock) front door (prepared for lock but without lock cylinder)

Driving pinion

Otter switch for fan motor

Jaguar

▸ 420 and Daimler Sovereign £117.00 each

Throttle linkage for E type series 1 and 2

E type 4.2 S1 and 2, RHD 209279 £89.00

with thread for screw contact ▸ E type 3.8 S1 and

▸ Mark II ▸ Daimler 250 V8 Saloon ▸ S-Type 3.4 and 3.8

and do not add much height.

800

1.100

E type V12 S3, manual gear, RHD 209280 £89.00

Temperature sensor

Door handle

▸ XK150S ▸ E type 3.8 to engine no. R2933 503959 £545.00

In the original, metal was simply screwed onto metal. Damage to the paintwork is often the result.

200 150 150 1.000

Jaguar

AFM Uprated rocker cover gaskets, see page 16

front. Complete kit with hinge and stay 215112 £181.00

Jaguar

600

Lockheed

▸ XJ12 Series I and II ▸ XJ6 4.2 Series I and II 489450 £87.00

Number plate backing

Jaguar

www.scparts.co.uk Tel: +44(0) 12 93 84 72 00 enquiries@scparts.co.uk

Manufactured by injection molding: therefore particularly stronger metal structure and high dimensional accuracy.

Flawless, highly polished surface. ▸ XK120/140/150 ▸ MK7 ▸ MK8 ▸ E type 3.8 and 4.2 ▸ MkI ▸ MkII ▸ S-Type ▸ Mk9 ▸ Mk10 ▸ XJ6

226277

Jaguar

The market-leading catalogues: meticulously researched, illustrated with an obsession for detail. up to 1,000 pages, free of charge !

Pair of aluminum rocker covers

coming soon

40 years

Fig. shows part no. 25503

Rebuilt kits for SU carburetors

Oil seal conversion kit

includes throttle discs and throttle spindles for single SU-H6 type carburetor 100M

25503

services one SU-HD8 carburetor BJ8

200209

£117.00

for three SU-HD8 carburetors

210475

£342.00

£89.00

crankshaft, rear ▸ BN4 to BJ8 206471 £109.00

Composite cylinder head gasket Here we offer you an ultra-modern composite gasket that takes into account all the findings of modern engine construction.

German original equipment manufacturer Elring Klinger reinforced combustion chamber surrounds made of stainless steel better heat dissipation from the most heavily loaded part of the gasket: the combustion chamber web

Conversion to electronic, maintenance-free ignition system

State-of-the-art gasket technology Silicone non-stick coating larger bores

Online: Test the SC Parts

OIL FINDER and find the right oil for your vehicle.

All car brands from Alvis to Wolseley, all motorcycle brands from AJS to Vincent. www.SC-Parts.co.uk/oilfinder

Travel bag

Each shim is individually wrapped in oiled paper to protect it from corrosion.

high quality supple black leather bag with Austin Healey logo. Size: 19" x 11" x 11" cm 544969 £199.00 — 30 —

Extremely adaptable the sandwich construction compensates for any unevenness

Connecting rod bearing sets for BN1/BN2

more temperature resistant more resistant to compression

£52.00 each standard +0.020" +0.040"

modified design of the water passages 317999 £135.00 all 6 cylinder Healey 321686 £89.00 100/4 BN1/BN2 — 31 —

— 32 —

205058 205053 205055

New old stock

Alternator convesion kit For BN4 bis BJ8. Includes alternator, pulley and fan.

It is converting the car from positive to negative ground 320035 £172.00

— 33 —

WWW.SCPARTS.CO.UK • +44 (0) 12 93 - 84 72 00 • enquiries@scparts.co.uk

Brake fluid reservoir Complete unit with filler cap and gasket ▸ BN4 from 48863 dual supply 3516 £62.00 ▸ BN1, BN2 single supply 213179 £74.00

For all the advantages of the 123 ignition system, see page 70.

Austin Healey BN1 and BN1, BN4 to BJ8 and Sprite: choose your 123-Ignition with fixed curves or free programmable via USB or bluetooth.

— 34 —

Austin Healey

Triumph

Triumph

Triumph

Triumph

Triumph

Triumph

Triumph

Triumph

Triumph

MG

MG

MG

MG

MG

Alternator

▸ Sprite I to HAN5-50116

nufactured on the original

Highest-quality V2A stainless steel in impressive

tooling

material thickness brought absolutely perfectly into shape.

▸ TR4 and TR4A

reproduction of the Lucas 18ACR type alternator.

▸ TR5 and TR250

12 volt, negative earth, output: 45 ampere

20550

restoration.

Fig. shows part no. 348017

▸ Stag Mk2

Highly polished to a mirror finish.

Indistinguishable from “real” chrome.

Composite cylinder head gasket

£127.00

£181.00 (pair)

546198

Clutch master cylinders MGB (with plastic reservoir)

Part no.

12815

price £24.00

AP Lockheed MGB (with metal reservoir)

508531

£169.00

12859

£101.00

AP Lockheed Sprite / Midget: from 11/74 with 1500cc

530877

£115.00

AP Lockheed Sprite / Midget: from 10/66 to 10/74 with 1275cc engine

303225

£62.00

AP Lockheed MGB V8

True masterpieces.

Installed in many an award-winning concours

£192.00

▸ TR5, TR250, TR6 ▸ Spitfire Mk4 and 1500 323231

MG

Overriders

Tail light, type L799 Outstanding quality, rema-

Here we offer you an ultra-modern composite gasket that takes into account all the findings of modern

Conversion to electronic, maintenance-free ignition system

Oil seal conversion kit

Brake fluid reservoir

▸ TR2 up to TR4A, crankshaft rear

dual supply,

For all the advantages of the 123 ignition

26343

engine construction.

German original equipment manufacturer

Rocker switch

fixed on 'B' post

reinforced combustion chamber surrounds made of stainless steel better heat dissipation from the most heavily loaded part of the gasket:

lights, including chrome bezel

complete unit with filler cap and gasket

system, see page 70.

▸ TR3

▸ TR5, TR250 and TR6

the combustion chamber web

6640

The 123-Ignition has no mechanical output

3516

£62.00

Lock striker

£62.00

▸ Spitfire Mk3 late ▸ Spitfire Mk4 and 1500

If you are converting your Triumph 5/250/6 to the electronic, maintenance-free 123-Ignition, you should opt for one of the

LH door (CZA3311) 1368

£81.00

Wiper motor

RH door (CZA3310) 1950

£81.00

two electric rev counters.

reproduction of the Lucas 14W type - less drive gear.

16 fix-programmed advance curves 485464 £415.00

Characteristique: 12 volt, two speed and round body ▸ TR6 ▸ Spitfire MK4 and 1500

programmable via Bluetooth interface £382.00 512387

▸ GT6 Mk2 and Mk3 £71.00 315472

Angle drive tachometer shaft

▸ all Sprite / Midget

with indicator, dipper lane change and horn. For

on the dynamo

326927

LHD models

Extremely adaptable

(original no. 13H632)

the sandwich construction compensates

the original tooling ▸ MGB to 10/69

for any unevenness

▸ MGC (BHA4176)

▸ YA, YB and YT

more temperature resistant

▸ Sprite / Midget:

more resistant to compression

from 5/61 to 9/69 6548 £117.00

▸ Sprite / Midget 948 cc 8419 £64.00

£160.00

341988

modified design of the water passages

Fig. shows part no. 20210

86.00 mm

have very limited adjustment from above through the dashpot. This design was introduced to prevent tampe-

▸ TR2, TR3, TR3A, TR3B, TR4 and TR4A

Over the years the mechanical wear of the jet meant that the vehicle could no longer be tuned, resulting in less than perfect performance and fuel economy.

▸ TR5, TR2590, TR6 early replaces RN2413/00 533602 £593.00

▸ TR6 late replaces RN2414/00 533604 £593.00 — 35 —

MG

This kit is easy to install as the adjustable jet is pressed into the carburettor body with no machining requi-

Reduction gear starter motor

red. Fine tuning for the best performance can then be done via the adjuster on the end (using a screwdriver

power: 1.0 kW

or a ½" wrench). This kit comes complete with high quality Viton O-ring seals.

CD175

▸ TR4/4A ▸ TR250/TR6 ▸ TR7/8

CD150

▸ Spitfire MK3, MK4 and 1500 ▸ TR7 US-models ▸ GT6

MG

MG

▸ TR5, TR250 and TR6

part no. price 489450 £87.00 £87.00

504204

— 36 —

MG

built in Part no. thickness

bore size

Adjustable jet conversion kit

ring with the emissions by way of mixture adjustment.

Tachometer

▸ 2000, 2.5PI and 2500 Saloon (1963-77) 317761 £228.00

Boot rack

TR3 and 4 316558 £228.00

Chrome

386

£291.00

Stainless steel

15921

£260.00

TR2, TR3, TR3A and TR3B (1953-62)

— 37 —

— 38 —

MG

MG

MG

(RHD to May 1977, LHD to November 1967)

Tail light Outstanding quality, remanufactured on

for one Stromberg CD carburetor. Originally fitted with fixed jets in their integrated float bowl, Stromberg CD

includes throttle disc and throttle spindle ▸ TR3 to TR4 to CT21470 25503 £89.00

optional for single line braking system

£19.00

State-of-the-art gasket technology

▸ Stag Mk1 to LD14158

Rebuilt kit for single SU-H6 carburetor

£81.00 (1 piece)

8476

▸ MGB and Midget

Silicone non-stick coating larger bores

Turn Signal switch

for the rev counter.

AP Lockheed brake servo

Chrome, polished to a mirror finish

0.57"

87.50 mm + 0.50 mm

320514

£178.00

Adjustable jet conversion kit

£178.00

77.00 mm + 0.50 mm

0.37"

320513

£178.00

have very limited adjustment from above through the dashpot. This design was introduced to prevent tampering with the emissions by way of mixture adjustment.

77.00 mm + 0.50 mm

0.37"

300857

£178.00

less than perfect performance and fuel economy.

▸ Spitfire MK3 and MK4 early (flat cylinder block) ▸ 1300 and 1300 TC ▸ Herald 13/60

74.00 mm + 0.50 mm

0.35"

298902

£178.00

▸ Spitfire MK4 late, all Spitfire 1500 (recess in cylinder block) 74.00 mm ▸ Toledo ▸ 1500 and 1500 TC ▸ Dolomite 1300 and 1500 + 0.50 mm

0.57"

485952

£178.00

88.9 mm + 0.50 mm

0.47"

348017

£141.00

red. Fine tuning for the best performance can then be done via the adjuster on the end (using a screwdriver or a ½" wrench). This kit comes complete with high quality Viton O-ring seals. ▸ MGB Roadster: USA and Canada models from 12/74 489450 £87.00

MG

AP Lockheed brake master cylinder

Over the years the mechanical wear of the jet meant that the vehicle could no longer be tuned, resulting in This kit is easy to install as the adjustable jet is pressed into the carburettor body with no machining requi-

— 39 —

for single line brake system.

Otter switch

Steering lock

fan motor. Complete unit with gasket and twin spade connector ▸ MGB late ▸ GT 201224 £36.00

▸ MGB and Sprite/Midget with ignition switch and 2 keys - for vehicles with collapsible steering column "BHM7144" 12722 £42.00

— 40 —

Land Rover / Range Land Rover Rover/ Range Rover

Float kit, front and rear, unsinkable

Most likely the last original AP Lockhead

for one Stromberg CD carburetor. Originally fitted with fixed jets in their integrated float bowl, Stromberg CD

10579

▸ TR5 und TR250 ▸ TR6 to 1971 ▸ GT6 Mk2 and Mk3 to 1972 ▸ Vitesse 2-litre Mark 2

▸ TR8

£455.00

Fig. shows part no. 20210

price

▸ TR6 from 1972 ▸ GT6 MK3 from 1972

0.57"

▸ MGB V8 (1976-76)

▸ TD and TF

Land Rover / Range Land Rover Rover/ Range Rover

Mini

Clutch slave cylinder

Variant with tin reservoir ▸ MGB with single line brake system ▸ MGB V8 (1973-76) 491668 £127.00

without push rod ▸ MGA and MGB 12816 £14.00

— 41 —

— 42 —

Mini

Mini

Rolls Royce / Bentley

Land Rover

MGB with SU-HIF4 carburettors MGB V8 553742 £59.00

Turn signal switch MGB and Midget indicator, dipper lane change and headlamp flash 4698 £41.00

Fig. shows part no. 348017

Composite cylinder head gasket

Composite cylinder head gasket

TB, TC, TD and TF ▸ YA, YB and YF Sprite / Midget: All 1275 cc engines

310700 318401

£269.00 £223.00

Sprite from HAN8-38829 to HAN8-64734, Midget from GAN3-25788 to GAN3-52389 (Flywheel with 2" bore for crankshaft)

290875

£223.00

better heat dissipation from the most heavily loaded part of the gasket: the combustion chamber web Silicone non-stick coating

Oil seal conversion kit (crankshaft, rear)

larger bores Extremely adaptable the sandwich construction compensates for any unevenness more temperature resistant

combustion chamber surrounds made of stainless steel

modified design of the water passages

variant with chromed grille, stainless steel bumpers and overriders without rubber buffers This kit inludes all brackets and wing inserts to convert rubber bumper MGB to steel bumper. Radiator grille, bumpers, overriders and lamp units are also included to complete this conversion. Please note: front wings need some modification to accept side lamps. If you need further information, do not hesitate to contact us.

542227 £1,686.00

Wiper motor

Part no.

293957 15305

price £172.00 £172.00

MGB 3.5 V8 All cars with Rover 3.5 V8 engines

348017

£141.00

Sprite / Midget with 1275 cc engines Midget 1500

331079 485952

£172.00 £178.00

MGA 1500, 1600, 1622 and De Luxe MGB

Conversion kit to steel bumpers

Fig. shows part no. 310700

The most popular variant of the MGB grille

reproduction of the Lucas 14W type - less drive gear.

12 volt, two speed and round body ▸ MGB Roadster from 11/67 ▸ all MGB GT ▸ MGB V8 ▸ MGC ▸ Sprite / Midget: from 11/67 £71.00 315472

Perfect reproduction with vertical struts. ▸ MGB / MGB V8 chrome bumpers ▸ MGC 14406 £338.00

— 43 —

— 44 —

Rolls Royce / Bentley

— 45 —

Rolls Royce / Bentley Rolls Royce / Bentley

368543

Forward Control 6-cylinder models with engine suffix A (1966-67)

533736

Union Jack car cover

£45.00

the sandwich construction compensates for any unevenness more temperature resistant more resistant to compression

£141.00

modified design of the water passages

combustion chamber surrounds made of stainless steel

Wiper motor

reproduction of the Lucas 18ACR type alternator.

12 volt, negative earth, output: 45 ampere ▸ Land Rover Series III 4 cylinder Petrol and Diesel 323231 £127.00

reproduction of the Lucas 14W type - less drive gear.

12 volt, two speed, round body ▸ Land Rover: Series III ▸ 90, 110 and Defender to VIN...1A622423 ▸ Range Rover: Classic 2 door models to VIN...CA274120 and 4 door models to VIN...CA273922 315472 £71.00

Accessories Accessories

326927

£455.00

Brake master 0,70" bore size cylinder

Cooper S MkI, MkII, MkIII, 1275 GT

470382

£145.00

329249

£50.00

20.6 mm bore from approx 5/92 onSeal kit and fitting to wards (dual line front/ brake master master cylinder rear split with built in cylinder with plastic cirlip servo unit)

Float and gasket set

▸ Rolls Royce ▸ Daimler DV8 and Dart SP250 202699 £30.00

Length of car 15'5" to 17' 13'10" to 15'5" 12'2" to 13'10" 18'8" to 20'4" 17'5"

Rotor

£15.00

213539

Points

(2! per distributor) 213540 £8.00

for example Jaguar Mk10, XJS, XK8 Jaguar E type, F-Type or XK120-150, Rover P5 MGA and MGB, Midget, TR Rolls-Royce Ghost or Bentley Flying Spur Land Rover Serie, Defender, Discovery or Range Rover

Clutch master cylinder

for pressure regulating valve from 1959 to 1989 304601 £45.00

with plastic reservoir, all models (1959-2000) 213406 £72.00

each pair £83.00

women

— 52 —

capacity l/h gal/h 68 18 68 18 68 18 68 18 68 18 136 36 136 36 56 15

SU no.

Part no.

price

size

cork/beige

cork/brown

4

pressure bar psi 0,186 2,7 0,186 2,7 0,186 2,7 0,260 3,8 0,260 3,8 0,260 3,8 0,260 3,8 0,186 2,7

controls

dual neg. pos. pos. dual dual neg. dual

with points pointless pointless pointless with points with points pointless with points

AZX1307 AZX1307EN AZX1318EP AZX1319EP AZX1331 AZX1405 AZX1405EN AUA157

318298 324585 324587 433994 3877 1517 324590 321573

£217.00 £235.00 £226.00 £226.00 £226.00 £516.00 £534.00 £500.00

5

dual

0,186

31

with points

AUF214

338959

£135.00

6,5 7 7,5 8 8 8,5 9 9,5 10

480080 480081 480082 480083 480075 480076 480077 480078 480079

356248 356249 356250 356251 356402 356252 356253 356255 356254

ground

1

2 3

2,7

8

women

MotoMoto Lita steering Lita steering wheels wheels Made of heavy-duty, perfectly polished aluminium.

Available in all sizes, flat or dished, rim made of high-quality leather or fine wood, only original with engraved Moto-Lita lettering.

Thanks to special adapters, Moto-Lita steering wheels are suitable for almost any vehicle, whether classic or modern! www.SCParts.co.uk/Moto-Lita

men

— 54 —

Accessories Accessories

— 56 —

Accessories Accessories

Accessories Accessories

for Zenith Stromberg 175CD carburetor

£226.00 £226.00

3

Angle drives

We still got some stock of the “submarines”…

1123 £16.00

for speedometer cables (Exact vehicle description see online)

for SU H1 carburetor diameter: 1.5", e.g. for Austin Healey Sprite MK1 carburetor (313168) 501770 £49.00

for SU HS-carburetor

Accessories

345595 544023

actuation L/H R/H

£126.00 £126.00

part no.

501771 501772

Accessories

price £26.00 £26.00

diameter 2.5". e.g. for Jaguar XK120 and XK140 SE carburetor (220318) 220237 £89.00

479839

— 62 —

Accessories

The wolf in sheep's clothing

The wolf in sheep's clothing

That's not a distributor

1

2 eared LH RH LH RH

Part no.

2599 2598 207933 207932

Accessories

Part no.

£76.00

12 tpi

£98.00

12 tpi fits MG TC, TA, TB etc., MGA, MGB early, Austin Healey, Aston Martin DB2 to DB6

3 eared, plain

price

8 tpi

LH

206153

RH

206152

LH

9746

RH

9743

3

LH RH LH RH

Part no.

716 715 615 614

2 eared, MG

price

5

Part no.

£87.00

12 tpi

£87.00

8 tpi

2 eared, plain

12 tpi 8 tpi

Starter switch Jaguar XK 120/140, Mk1, Triumph TR3 OE no. C5461 13863 £68.00

for SU H8 carburetor

carburetor — 61 —

£272.00

Thor Mallet

4

LH

6199

RH

6198

LH

5956

RH

5955

Octagonal, MG

price

Part no.

£40.00

12 tpi

£40.00

8 tpi

LH

18781

RH

18782

LH

18783

RH

18784

price £38.00 £38.00

Octagonal, plain

price £41.00

12 tpi

£41.00

8 tpi

LH RH LH RH

Part no.

714 713 9373 1223

price £38.00 £38.00

The mallet made of pure copper and water buffalo leather with a hickory handle. Part of the on-board toolkit for many British vehicles in the 50s and 60s. It was traditionally used to open and tighten the spinners.

1

Continental type

2

LH RH LH RH LH Daimler RH

plain

Jaguar

— 60 —

£272.00

£272.00

Huge stock of allmost all speedo cables

Interior light, windscreen wiper, heater fan, fog lamp and overdrive - (single speed type) OE no. 2H8481 6560 £25.00

OE no.

AUE895 AUE896

— 58 —

price

Daimler

3

Imperial tools Metric tools

— 57 —

4 Sprite/Midget 948, MG TD + TF 8419 £64.00

2

— 59 —

Part no.

327284 327283 329818 329819 329817 329816

Jaguar

1 For headlights and parking lights OE no. 3H3098 / 125245 4689 £35.00

for SU HIF carburetor, gasket set included

LH RH LH RH LH RH

chromed stainless steel painted You can find the complete range here: www.SCParts.co.uk/wire-wheels

Pull/push switch These switches were commonly fitted as original equipment to many British cars of the 1950s and 1960s.

£17.00

Jaguar XJ 6 & 12, MGB, TR6, Spitfire, E type 495668 £17.00

Daimler

Wire wheels and wheel packages

2

3 Austin Healey BN1, Jaguar XK, MK2, XJ6/12 200626 £109.00

7 wrenches (imperial or metric), combination pliers, plug wrench, voltage tester, contact setting tool, screwdriver.

– – – S S M M L L XL XL XXL

8 tpi fits Morgan, Triumph, MGB late, all Sprite/Midget, AC, Lotus, Morgan, Sunbeam, Bugatti, Ferrari.

milled from a solid block perfect bearings lasts forever

Competition Version Austin Healey BN4 to BJ7, MGB 336340 £160.00

501748

men

S S M M L L XL XL – – – –

Spinners 42 mm

Austin Healey, MGB, Sprite/Midget, Triumph TR3-6, Aston Martin DB4 5257 £45.00

2

for Zenith Stromberg 150 & 175 CD2/3 carburetor

women

5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11

Accessories Accessories

1

OR

315352

4

Jaguar

Alternative

carburetor

£53.00

2

for SU H6 and HD carburetor diameter: 1.7/8", e.g. for Jaguar E type Series 1 carburetor (212408), Jaguar Mk10, XK150S 493576 £16.00

20210

Unsinkable!

Made of brown nubuck leather and equipped with 12 standard tools:

— 57 —

Accessories Accessories

Fig. shows SU H8 XK120 + XK140SE

A nice feature for ships, but no less so for carburetor floats. It's annoying when the sunk float can't close the inlet valve of the float chamber and the fuel pump first floods the float chamber and then the engine compartment with petrol.

Our floats for almost all SU and Zenith Stromberg carburetors are made of nitrile rubber. Thousands and thousands of tiny micropores ensure guaranteed buoyancy, always!

Excellent and permanently ethanol-resistant and suitable for E10.

— 56 —

size

6,6" 6,8" 7,2" 7,6" 8,2" 8,8" 9,2" 9,6" 10,4" 10,8" 11,2" 11,6"

Spinners for 52 mm

carburetor

Triumph TR4 + TR4A 21425 £29.00

There is no more stylish way to store tools in a classic car. Made entirely from hard-wearing canvas or the finest nubuck leather. The good workmanship guarantees a long service life.

Without tools.

quick release with 2.1/2" inside diameter, made from polished aluminum 303374 £29.00

circumference

For Jaguar, Jensen, Alvis and older Aston Martin

plain

Standard tool rolls

Accessories

Fuel filler cap

1

£90.00

Accessories

If you do not know your glove size by heart: Simply measure the circumference of your hand at the widest point. Right-handers measure on the right, left-handers on the left. The thumb is not included in the measurement. If you don't have a tape measure to hand, simply take a piece of string and measure it with a ruler. The table will tell you your size. For some gloves, the sizes for men and women overlaps. In this case, the finger length is also taken into account.

each pair £90.00

3 eared

209778

480099 480100 480101 480103 480104 480105 480106 480107 480108

How to determine your glove size

Leather palm, crocheted back

Unsinkable floats made of nitrile rubber

493246

cork/brown

480109 480110 480111 480112 480113 480114 480115 480116 480117

with brackets 450 £143.00

— 53 —

Accessories Accessories

Canvas, green Nubuck leather, brown

cork/beige

6,5 7 7,5 8 8 8,5 9 9,5 10

5

£45.00

Accessories

Available with or without tools

size

3

2

535468

489697 489698

— 50 —

Accessories Accessories

Fingerless gloves leather palm, crocheted back

For these classic driving gloves, we simply have to use all the superlatives: a small manufacturer produces these fantastically crafted, classic driving gloves for us from the very best and most expensive glove leather of all. The leather feels very soft, almost velvety to the touch, and the durability is legendary.

men

Union Jack bike cover

10 pcs. 10 amps short 5 pcs. 15 amps 5 pcs. 20 amps short 10 pcs. 20 amps 10 pcs. 30 amps 5 pcs. 35 amps

Imperial tools Metric tools

For all the advantages of the 123 ignition system, see page 70.

Mini with A-series and A-plus-series engines: choose your 123-Ignition with fixed curves or free programmable via USB or bluetooth.

part no. price 489281 £228.00 508218 £228.00 518150 £228.00 538535 £328.00 539956 £328.00

for bikes from 6'3" to 7'7".

Our motorbike covers offer perfect protection against dust, scratches, dirt and other environmental influences.

High quality with double seams and integrated elastic bands for a perfect fit. Comes in a practical carry bag.

543290 £114.00

— 51 —

Deluxe tool rolls

combustion chamber surrounds made of stainless steel

Brooklands aeroscreen

Indoor cover made from a soft fabric like sweat shirt material.

Offers perfect protection against dust, scratches, dirt and other environmental influences.

Distributor cap 20D8

for Rolls Royce

Finest brown nubuck leather, 14 pockets in different widths, 3 small pockets, 16-piece high-quality branded tool kit.

more resistant to compression modified design of the water passages

Seal kit

Leather gloves

60-80 l/h (16 - 21 gal/h )conveying capacity Replacing 338959 772 £81.00

Assortment SHORT glas fuses

Accessories

more temperature resistant

Car Cover Union Jack

for SU-HIF4, HIF6 and HIF7 carburetors Rolls Royce Silver Shadow II plus Bentley T2 from 1977 to 1980 (from VIN...30001 to 41686) ▸ Rolls Royce Silver Spirit plus Bentley Mulsanne from 1980 to 1986 (from VIN...1001 to 16930) 501771 £26.00 (actuation LH) 501772 £26.00 (actuation RH)

Rolls Royce Silver Shadow II plus Bentley T2 from 1977 to 1980 (from VIN...30001 to 41686) ▸ Rolls Royce Silver Spirit plus Bentley Mulsanne from 1980 to 1986 (from VIN...1001 to 16930) LH carburetor 250557 £45.00 RH carburetor 317418 £26.00

larger bores Extremely adaptable the sandwich construction compensates for any unevenness

Bore size: 74.00 mm + 0.50 mm, built in thickness: 0.38" ▸ Cooper S with 970 cc and 1071 ccm ▸ all Mini with 1275 cc 331079 £172.00

programmable via USB interface 492165 £516.00

Float

Silicone non-stick coating

— 49 —

4

1

Cooper S MKIII, 1275GT

Accessories Accessories

German made high quality fuel pumps with dual polarity. Maintenance-free electric 12 volt interrupter type pump 80 l/h (21 gal/h)conveying capacity Replacing 3877 21629 £108.00

programmable via Bluetooth interface 531666 £620.00

better heat dissipation from the most heavily loaded part of the gasket: the combustion chamber web State-of-the-art gasket technology

for all models AP Lockheed with single line Brake servo braking system

— 48 —

Accessories Accessories

SU fuel pumps

For all the advantages of the 123 ignition system, see page 70. for V8 engine with Lucas 20D8 distributor, negative earth and electric tachometer

price

Conversion to electronic, maintenance-free ignition system

For all the advantages of the 123 ignition system, see page 70.

Land Rover Serie, 90, 110 and Defender, Range Rover Classic: choose your 123-Ignition with fixed curves or free programmable via USB or bluetooth.

— 47 —

Conversion to electronic, maintenance-free ignition system

Part no.

Conversion to electronic, maintenance-free ignition system

Alternator

— 46 —

Rolls Royce / Bentley

larger bores Extremely adaptable

Bore size: 88.9 mm + 0.5 mm, built in thickness: 0.47" ▸ Land Rover 109 Series III 3.5 V8 (1979-85) ▸ Land Rover 90, 110 and Defender 3.5 V8 (1983-93) ▸ Land Rover Discovery I 3.5 V8 (1989-94) ▸ Range Rover: Classic 3.5 V8 to VIN...HA610293 (1970-91) 348017 £141.00

For all the advantages of the 123 ignition system, see page 70.

MG T-types, MGA, MGB, MGB GT V8, MGC and Midget: choose your 123-Ignition with fixed curves or free programmable via USB or bluetooth.

fixed on 'B' post ▸ MGB from 11/67 ▸ MGC ▸ Sprite / Midget: from 11/67 LH door 1368 £81.00 RH door 1950 £81.00

reproduction of the Lucas 18ACR type alternator.

12 volt, negative earth, output: 45 ampere ▸ MG ▸ Sprite Midget 323231 £127.00

Silicone non-stick coating

▸ Series II, IIA, III: 2.25 litres 4-cyl. petrol ▸ 2.0 litre and 2.25 litre Diesel ▸ 2.6 litre 6-cylinder Petrol

Fig. shows part no. 533736

Conversion to electronic, maintenance-free ignition system

Lock striker Alternator

better heat dissipation from the most heavily loaded part of the gasket: the combustion chamber web State-of-the-art gasket technology

State-of-the-art gasket technology

includes throttle disc and throttle spindle ▸ MGA Twin cam 25503 £89.00

German original equipment manufacturer reinforced combustion chamber surrounds made of stainless steel

reinforced combustion chamber surrounds made of stainless steel

more resistant to compression

Mini

Here we offer you an ultra-modern composite gasket that takes into account all the findings of modern engine construction.

German original equipment manufacturer

German original equipment manufacturer reinforced combustion chamber surrounds made of stainless steel

Rebuild kit for single SU-H6 carburetor

Here we offer you an ultra-modern composite gasket that takes into account all the findings of modern engine construction.

Composite cylinder head gasket

Here we offer you an ultra-modern composite gasket that takes into account all the findings of modern engine construction.

Oil seal conversion kit for crankshaft, rear

3

Part no.

328071 328072 2604 2603 213960 213961

2 eared with Rudge Whitworth Logo

price £81.00

LH RH

£81.00

Part no.

327277 327276

price

weight length Part no. price 3.5 lbs (1,600 g) 12" (31 cm) 287388 £59.00 2.4 lbs (1,070 g) 10.1/2" (27 cm) 878 £40.00 498795 £24.00 0.8 lbs (355 g) 9" (23 cm)

Part no. price 492991 £324.00 492990

LH RH

£269.00

£81.00

— 63 —

— 64 —

Stainless steel Stainless exhaustssteel exhausts

— 65 —

Stainless steel Stainless exhaustssteel exhausts

Simply the best quality

3 eared, open thread

— 66 —

Stainless steel Stainless exhaustssteel exhausts

Stainless steel exhausts

Modular Modular system: system: Big bore Big2"bore stainless 2" stainless steel steel exhaust exhaust systemsystem for Jaguar for Jaguar E type S1 E type andS1 S2and S2

Stainless steel exhausts

Jaguar

The very finest stainless steel exhaust systems for almost all British vehicles, manufactured to our specifications from 304/406 Sheffield stainless steel, welded seams as they should be flawless surfaces

That's not a distributor

Fig. shows part no. 485500

type C40

remarks and examples for car makes that fit Jaguar, Land Rover, MG, Spridget, Triumph Jaguar, Land Rover, MG, Mini, Spridget, Triumph mechanical tacho drive ▸ MG, Spridget

C40L

Jaguar Austin Healey, Jaguar

C42 Fig. shows part no. 481151

mechanical drive for PAS

7 lbs instead of 12.5 lbs 2

C45

Aston Martin, Austin Healey, Jaguar with mechanical tacho drive

Part no.

479752 491267 481152 492202 481151 491268 481466 491266 492203 533795

earth neg pos neg pos neg pos neg pos neg pos

amps 40 40 40 40 40 40 40 40 40 40

price £296.00 £364.00 £388.00 £451.00 £406.00 £451.00 £406.00 £451.00 £406.00 £451.00

neg

45

481465

£451.00

pos

45

490526

£479.00

neg

40

485500

£662.00

3

Alternator conversions as replacements for C39, C40, C40L, C42, C45 and C48 Lucas dynamos.

4

5

— 67 —

Stainless steel exhausts

Exhaust system E type 6 cyl 2+2 S1 207234 £821.00

The adjustment of the ignition timing is purely electronic and is therefore not subject to wear.

Only the distributor finger and cap can still wear out and should be replaced every 20,000 miles.

The 123 automatically compensates for acceleration differences between individual cylinders and thus ensures smoother engine running. In

A

motorsport, this technique is known as “spark balancing”.

Tubular manifold

B

Adaptor pipes

C

made of stainless steel.

2"tubular manifold to standard system

Competition version with 2" (51 mm) diameter.

Adapter plates also made of stainless steel.

SWB LWB

207223

485927 485926

£123.00 £123.00

Stainless steel exhaust system

Competition version with 2" (51 mm) diame-

Twin tailpipes

207231

£974.00

ter, “Straight Thru” main silencer. For use with tubular manifold A and link pipes B

Quad tailpipes 490933

£612.00

Exhaust system E type 6 cyl 2+2 S2

£524.00

207240

£730.00

2"tubular manifold to big bore system SWB 485928 £123.00 LWB 485929 £123.00

123 Ignition System with 16 fixed ignition curves to choose from.

1

2

3

Dummy regulators These dummy regulators do not regulate because the charge control is now located directly in the alternator housing. However, they provide the connections for the alternator in such a way that the new alternator can be connected directly to the old connections.

With these pre-wired housings, installation of the alternator becomes “plug and play”.

— 68 —

Stainless steel exhausts

fit perfectly under the car. a shame, that they disappear under the car

Absolutely perfectly manufactured.

The entire ignition electronics are housed in a distributor housing, so you can replace your old distributor with a 123 without much effort. The appearance remains almost in its original condition.

There are three different 123 ignition systems available. They only differ in the type of ignition curve adjustment:

The wolf in sheep's clothing

Ultramodern high performance alternator in extremly light but stiff aluminum housing Perfect original look maintained Half the weight, twice the power (7 lbs instead of 12.5 lbs) Fully integrated regulator Less mechanical power required High chargin power at idling speeds No decrease in output when becoming hot Easy to fit using original dynamo mountings No alterations rerquired Old regulator can be maintained for original look

elaborately mirror polished

The most important features of the 123 electronic ignition system at a glance: The 123 is a complete electronic map ignition system.

Fig. shows part no. 491267

1

1 2 3 4

4

Lucas type terminal Part no.

RB340 blade 498704 RB106 screw 498703 RB106 blade 498702 RF95 screw 498705

price £87.00 £87.00 £87.00 £160.00

123 Tune: Freely programmable ignition curves via USB, two curves stored in the unit, can be changed while driving.

Exhaust mounting kit

Stainless steel quad pipe outlet

123 Bluetooth: Ignition curves programmable via

with stainless steel exhaust clamps -

with 2" big bore outlets,

Bluetooth,, 2 curves can be stored in the unit. In addition, extensive engine monitoring functions.

23 piece kit for 2" big bore systems 491397 £87.00

489831

Stainless steel Stainless exhaustssteel exhausts

Exhaust system

£228.00

S-Type 3.4 and 3.8 207251

— 69 —

— 70 —

Stainless steel Stainless exhaustssteel exhausts

Austin Healey

mirror polished. Replaces OE tail pipes, fits to all std 1.3/4" 6 cylinders

£1,003.00

Availlable for most classic cars. From 2 up to 12 cylinder engines.

— 71 —

Stainless steel Stainless exhaustssteel exhausts

— 72 —

Stainless steel Stainless exhaustssteel exhausts

Stainless steel Stainless exhaustssteel exhausts

Triumph

1

— 73 —

— 74 —

Stainless steel Stainless exhaustssteel exhausts

Stainless steel exhausts

Triumph

Stainless steel exhausts

MG

2 AH BN1+2 100/4 204891

Exhaust system twin XK120 207438

Tubular manifold

£451.00

TR5 / TR6

TR5, TR250 and TR6 (1968-76) 304871 fitting kit 488035 £32.00

£593.00

£363.00

▸ TR5 ▸ all TR6 P.I. ▸ TR6 carburetor from CC75001 (8/71)

3

20162

BJ8

Fitting kit

£433.00

50pcs., for 13043 461443 £55.00

Reproduction of the original system in concours quality.

204892

£378.00

204905

Tubular manifold XK120 For use with genuine twin pipe exhaust system 26057 £2,280.00

344052

£593.00

TR2 to TR4

TR250 / TR6

TR2, TR3, TR3A, TR3B and TR4 928 £410.00

▸ TR250 (1967-68) ▸ TR6 Carburetor to CC67893 (8/71)

TR5 / TR6

TR4A

Single down pipe 2782 £306.00

▸ TR5 ▸ TR6 P.I. ▸ TR6 carburetor from CC75001 (8/71)

to approx. CTC70000 (to July 1966) twin box type 1916 £593.00

TD and TF

Tubular manifold

(1950-55) 24011 £296.00

Spitfire Mk3, Mk4 and 1500 17298 £360.00

2

BN4, BN6, BN7, BT7 and BJ7 big bore 1.3/4" side exit

Fitting kit

Stainless steel exhausts

Stainless steel Stainless exhaustssteel exhausts

— 78 —

2

Brand

3

4

MG

Austin Healey

A

MGB

Mini

to September 1974 Roadster to GHN5-359169, GT to GHD5-360069 549777 £272.00

Triumph B

Jaguar

£272.00

Stainless steel exhaust systems for MGB Both the manifold and the down pipes can be combined with any of the 4 exhaust systems.

A Tubular manifold B 1 2

MGB

3

with twin SU carburetors (1962-80) big bore, stainless steel single box system

4

Down pipe Exhaust sports type Exhaust rubber model Exhaust chrome model Exhaust 'bomb' type

17152 2162 336606 4309 4308 215834

£269.00 £90.00 £319.00 £269.00 £269.00 £319.00

Tubular manifold Can be used with exhaust systems 4308, 4309, 215834 or 336606 £269.00 17152

Land Rover Range Rover

with down pipe and 2.3/8" tail pipe 551978 £296.00

Fiat

— 83 —

— 84 —

Fitting kit

Fitting kit

for 20162 19710 £69.00

for 2070 13552

Fitting kit 513343

£84.00

£50.00

— 80 —

— 81 —

— 82 —

The market-leading The market-leading catalogues: catalogues: meticulously meticulously researched, researched, illustratedillustrated with an obsession with an obsession for detail.for detail. up to 1,000 uppages, to 1,000 free pages, of charge free !of charge !

1

from september 1974 with twin SU carburetors or with single Weber carburetor Roadster from GHN5-360301, GT from GHD5-361001 with down pipe and two silencers

for 20162 ▸ TR5 ▸ TR6 P.I. to CP77718 (9/72) ▸ TR6 Carburetor models from CC75001 to CC85737 19709 £68.00 — 79 —

Stainless steel Stainless exhaustssteel exhausts

MG

MGB

for 2782 ▸ TR250 ▸ TR6 Carburetor to CC67893 (8/71) 19708 £59.00

TR4 (1961-65) 20761 £78.00

— 77 —

— 85 —

Modell Brand Modell pages Partpages no.

392 New550907 392 MG T-type New MG T-type MGA Roadster MGA Roadster 580 251291 580 and MGCoupé and Coupé MGB MGB 800 297262 800 MGF and MGTF MGF and 64MGTF493833 64 BN1 - BJ8 BN1 - BJ8 600 348206 600 Austin Sprite and Sprite and Healey 324 324658 324 MG Midget MG Midget Classic Mini Classic740 292014 740 TR2 - TR4A TR2 - TR4A 600 251458 600 TR5, TR250 TR5, TR250 600 219262 600 and TR6 and TR6 Triumph Spitfire MK3,Spitfire MK3, 640 365084 640 MK4, 1500 MK4, 1500

Mark II Mark II 128 337278 128 'E' type 'E' type 1.050 540180 1.050 series I, II series I, II 'E' type V12 'E' type V12 400 501832 400 series III series III XK120, 140 XK120, 140 700 503541 700 and 150 and 150 Jaguar XJ6 / Daimler XJ6 / Daimler 1008 337971 1008 Sovereign Sovereign

XJ12 / Daimler XJ12 / Daimler 800 353211 800 Double Six Double Six X300 X300 200 497251 200 X308 X308 150 496830 150 XK8/XKR XK8/XKR 150 493826 150 1.000 551469 1.000 XJS New XJS New Series II, IIA Series II, IIA 1.100 505623 1.100 and III and III Land Rover 90, 110 and 90, 110 and 1.100 Defender Defender Range Classic Classic 1.200 Rover (1970-1996) (1970-1996) 500 126 Fiatand 600 Multipla 850

500 308 126 256 600 and 300 Multipla 850 300

520410 1.100 349105 1.200

Part no.

550907 251291

www.scparts.co.uk www.scparts.co.uk Tel: +44(0) 12Tel: 93+44(0) 84 72 12 0093 84 72 00 enquiries@scparts.co.uk enquiries@scparts.co.uk

297262 493833 348206 324658 292014 251458 219262 365084 337278 540180

LC04122024

— 76 —

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*553867* 553867

LC10092024

554633

344053 — 75 —

468494

1500, 1600, 1622 and De Luxe 3 pieces 21560 £196.00

sports type 2070 £547.00

140 piece set with stainless steel exhaust clamps 485263 £132.00

£593.00

Stainless steel exhausts

MGA

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Fitting kit for BJ8

Exhaust system single XK120 207466

£32.00

Spitfire Mk3

Twin down pipe 20162 £433.00

1

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Consists of a total of 6 individual elements as original (i.e. with 4 connection points).

204893 £620.00

BN4, BN6, BN7, BT7 and BJ7 big bore 1.3/4"

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Spitfire Mk1

Consists of a total of 8 individual elements (i.e. with 6 connection points), therefore much easier to assemble and lower shipping costs.

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Special offers Septemb

Edited by Matthew Hayward

The Market B U Y I N G + S E L L I N G + A N A LY S I S

TOP 10 PRICES NOVEMBER 2024 £2,997,918 (€3,605,000) 1923 Mercedes Type 122 Indianapolis Racer RM Sotheby’s, Munich, Germany, 23 November £2,880,974 (€3,464,375) 1955 Porsche 550 Spyder

by Wendler RM Sotheby’s, Munich, Germany, 23 November

RM SOTHEBY’S

£2,296,256 (€2,761,250) 1929 Mercedes-Benz 710 SS

by Corsica RM Sotheby’s, Munich, Germany, 23 November

$11m Pagani Zonda LM breaks records in Dubai One-off Zonda and other modern supercars lead the way in UAE auction AS WE HEAD rapidly towards the New Year, it’s indicative of the modern world’s increasingly full calendar that the auctions don’t seem to have slowed down since the summer. RM Sotheby’s, in particular, has been incredibly busy this month, holding three interesting sales.

Its Dubai auction is a relative newcomer on the scene. Sales totalled $27.9million with a reasonable 71% sell-through rate. More modern supercars and hypercars are at home here, demonstrated by the ferocity with which the bids rose on the 2014 Pagani Zonda LM Roadster. This one-off, swansong Zonda eventually sold for $11,086,250 – an auction record for the Zonda and for the Pagani marque as a whole.

Next up was the 2017 Pagani Huayra BC Coupé, of which 20 were built. This one benefited from ‘Pacchetto Tempesta’ upgrades, and raised $4,336,250: another record, this time for a Huayra.

We’re now starting to see the odd Aston Martin Valkyrie filter into the auction market, and a lightly used example was hammered away at $2,648,750.

Perhaps a slight surprise was the 2019 McLaren

Senna LM, one of just 20 examples, which achieved $1,467,500 – slightly ahead of a 2014 McLaren P1 at $1,186,250.

More traditional classics were less of a draw for the locals, with cars such as the 1967 Maserati Mistral and 1956 Lotus Eleven not finding buyers. Ferraris performed fairly well, with a 1970 Ferrari Dino 246GT fetching a reasonable $398,750.

Back in Europe, the recent RM Sotheby’s Munich auction achieved €23million with a 90% sale rate.

Top-seller was a 1923 Mercedes Type 122 Indianapolis Racer, which went for €3,605,000.

Last of the RM Sotheby’s trio this month was a small auction held during the Las Vegas GP, where the last Gullwing built found a home for $2.4million.

2025 is already looking interesting for RM Sotheby’s, as the sale of a number of cars from the Indianapolis Motor Speedway Museum has just been announced.

Glen Waddington gives the lowdown on the star car, an ex-Moss and Fangio 1954 Mercedes-Benz W196R Stromlinienrennwagen, in his feature starting on page 110.

Matthew Hayward

£2,147,158 ($2,690,000) 2015 Porsche 918 Spyder Weissach RM Sotheby’s, Las Vegas, USA, 22 November £1,995,500 ($2,500,000) 2006 McLaren-Mercedes MP4-21 RM Sotheby’s, Las Vegas, USA, 22 November £1,973,750 (€2,347,184) 1989 Ferrari F40 RM Sotheby’s, London, UK, 2 November £1,915,680 ($2,400,000) 1957 Mercedes-Benz 300SL Gullwing RM Sotheby’s, Las Vegas, USA, 22 November £1,748,750 (€2,079,614) 1965 Ferrari 275 GTB

by Scaglietti RM Sotheby’s, London, UK, 2 November £1,616,355 ($2,025,000) 2005 Porsche Carrera GT RM Sotheby’s, Las Vegas, USA, 22 November £1,445,000 (€1,718,394) 1954 Mercedes-Benz 300SL Gullwing RM Sotheby’s, London, UK, 2 November The top ten data is supplied courtesy of HAGERTY

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Why valuing historic racing cars can be a guessing game We know that big-name drivers and provenance are huge factors when selling single-seaters, but even without them eligibility can boost interest IT TURNS OUT that historic F1 cars are like buses: wait ages for one, then loads turn up at once. In the five years after Bonhams’ record £19.6m ($29.6m) sale of Fangio’s Mercedes-Benz W196R, just 12 F1 cars were offered at auction. In 2024 alone, that number has been exceeded and, in early December, former F1 boss Bernie Ecclestone put his 69-car collection up for sale with Tom Hartley Jnr. F1 has changed almost beyond recognition in the eight years since new owner Liberty Media was able to unleash its assault on the world. Social media feeds, Formula 1: Drive to Survive and ‘experience’ opportunities have not only expanded fan following in its traditional heartlands but also in the USA, once thought to be immune to the charms of this particular variant of motorsport. Inevitably the money has followed, and prices have, on the whole, risen: in 2024, five F1 auction lots exceeded $1m.

But there are F1 cars and there are F1 cars. List the top sales and it’s a Who’s Who of the sport’s megastars: those that sold for over $5m were driven

by Fangio, Schumacher, Senna and Hamilton. One other car made that list, a 1979 Ferrari 312 T4 sold

by RM Sotheby’s in Monaco this May for €7.66m, driven by Jody Scheckter to win his 1979 World Championship but with another F1 senior royalty name attached: Enzo Ferrari, whose final Drivers’ World Championship-winning car it would be.

At the other end of the scale, there are plenty of F1 cars that have sold for under $200,000. Some are test cars with very little provenance; others demo cars, some even sold without an engine. The names attached to many of these don’t have the same pull as the top drivers: owning an ex-Sutil, Panis or Ghinzani car may only impress the very dedicated.

So, how to value the Ecclestone collection that is now for sale? At the time of writing, details of the cars have been vague and even Ecclestone’s Opus book that details the collection is non-specific when it comes to some of their racing history.

There are certainly some extraordinary and very valuable cars included: the Schumacher F2002 Ferrari that contributed to his 2002 title may not have as great a provenance as the F2003 that sold for €14.6m in 2022, but the Ecclestone connection may boost the sale. The 1954 BRM V16 offers a once-ina-lifetime opportunity to buy one of these iconic cars, while the 1951 Ferrari 375 F1 is the Scuderia’s first championship-winning car. The 1958 Vanwall won two GPs with Moss driving, and secured the Constructors’ Championship, though photos suggest it may have been rebuilt the following year.

The more difficult cars to value are those with less racing history. There seem to be 24 Brabhams of various types, at least 12 more Ferraris from the 1960s to the ’80s, and a few others. These may be sold best as active historic racing cars rather than as icons of the sport – if they are eligible for the HSCC (up to 1971), Monaco Historic and Masters Historic (both to 1985) series, that should add to their attraction. If not, they may well still be welcome at top-flight demos or concours, but won’t be valued in the same league as the others.

Ironically, the Ecclestone Collection news may not be the most remarkable F1 sale story this year, as RM Sotheby’s has announced the auction of the 1954 Mercedes-Benz W196R Stromlinienwagen.

Like the car that set the F1 sale record back in 2013, this was also piloted to victory by Fangio and won at Monza, driven by Moss. The car couldn’t have better provenance, donated by Mercedes-Benz in 1965 to the Indianapolis Motor Speedway Museum, plus recent sales of very special Mercedes-Benz models have been astronomical in automotive terms.

The RM Sotheby’s estimate is ‘in excess of €50m’ but I feel that may be very conservative. The record €135m paid for the 1955 Mercedes-Benz 300SLR Uhlenhaut Coupé may be safe, but expect the previous F1 record to be smashed.

John Mayhead Hagerty Price Guide editor, market commentator and concours judge

Graphic describes published auction sale results of Formula 1 cars, according to driver. Prices in USD ($).

FA S T L I F E : A D E C A D E O F F 1 C A R S A L E S

$30m

$20m

$10m

$0

2014

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BROAD ARROW

The Market Auction Previews

The Academy of Art Broad Arrow Auctions, San Francisco, USA 15 February

MORE THAN 100 cars from the Academy of Art University Automobile Museum will be offered for sale by Broad Arrow Auctions in February, as the organisation makes space to modernise the contents of the collection for a new generation of design students.

Leading the sale is the matching-numbers 1955 Mercedes-Benz 300SL Gullwing, in an unusual shade of Strawberry Red Metallic.

It’s an older restoration by specialist Hjeltness Restorations, and is offered with an estimate of $1.2-1.5million.

Sitting alongside it is a terrific 1937 Squire 1½-Litre Corsica Drophead Coupé. Presented in beautifully restored condition, it has previously appeared at Pebble Beach, and has

also picked up an award at Amelia Island.

We’re also quite taken by the 1931 Invicta S-Type 4½-Litre Low Chassis Fixed Head Coupé ‘Sea-Bear’ (top right) – the only one of its type produced. Showing just 51 miles since its full restoration, it could make a good entrant into the Invicta class at the 2025 Pebble Beach Concours d’Elegance. It’s estimated to make $450,000-650,000.

Among the 100 vehicles presented, some offer more cultural significance than monetary value, such as the early ‘ripple’ bonnet Citroën 2CV (above), estimated at $25,000-35,000.

All of the cars mentioned, like everything in the sale, will be offered with no reserve.

broadarrowauctions.com

Miller’s Landy Bonhams, Scottsdale, USA 24 Jan PURCHASED NEW BY the Pulitzer Prize-winning author Arthur Miller, this beautifully patinated 1961 Land Rover Series IIA 88-inch Hardtop has remained in the care of his family since his passing in 2005.

Miller bought the Series IIA – which still wears its factory-registered UK plate – while he was married to Marilyn Monroe, and kept it at their Roxbury, Connecticut home for tasks on the property and for runs into town.

Today it’s presented in gloriously characterful condition. The stories this car could tell! It will require recommissioning before returning to the road and Bonhams estimates that it will sell for $60,000-80,000. cars.bonhams.com 170

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2005 Ferrari Superamerica RM Sotheby’s, Paris, France 4-5 February, rmsothebys.com Ferrari built only 559 of these very special 575-based Superamericas, which featured the clever Fioravanti-developed roof. This silver example is different from most, as it’s one of an estimated 43 cars to have left the factory with a six-speed manual transmission. It also has the GTC handling pack, has covered a mere 15,555km, and carries an estimate of €700,000-900,000.

2019 McLaren Senna

1962 Mercury Monterey

The Silver Collection

Iconic, Stoneleigh, UK 2 Feb, iconicauctioneers.com

ACA, King’s Lynn, UK 25 Jan, angliacarauctions.co.uk

Artcurial, Paris, France 7 February, artcurial.com

The Senna is one of the wildestlooking and most sought-after McLarens currently on the market.

This example happens to be XP01, Senna chassis number 1, which is also fully loaded with extra MSO parts. It comes with just over 1000 miles from new and a fresh major service, and Iconic expects it to fetch £800,000-1,000,000 at the Race Retro show.

UK-registered since 2018, this 5.7-litre Monterey has just been treated to a full respray in Champagne Gold with a Super Pearl roof. There’s not much documentation to support the displayed 36,160 miles, but it’s said to run and drive well. With a £9000-12,000 estimate, it’s an interesting example of a lesserspotted US car for not a huge sum.

These five Ferraris, all Classiche Certified, form an impressive single-owner collection that is one of the early highlights of Artcurial’s Rétromobile auction. Headed by a 1963 Ferrari 250GT Lusso,the line-up also includes a fully restored ‘66 275 GTB, ‘72 365 GTC/4, ‘73 Ferrari 365 GTB/4 Daytona and a 2001 550 Barchetta with less than 950km on the clock.

Also Look Out For… By 1915 Henry Ford had managed to cut the price Pushing the steering column forwards engaged the clutch; pulling back disengaged the clutch and of the Model T to $390, making car ownership activated the brake. Simple indeed, and for a short a realistic prospect for millions of Americans. time the Autoped found favour with everyone from He wasn’t the only one attempting to bring postal workers to New York’s crooks, who realised it personal motor transport to the people, was well-suited to evading police cars in the city. Sales though, and if you were prepared to do were not strong enough to sustain production past without luxuries such as luggage space 1922, though, and few Autopeds survive. The restored and a roof and a seat, the Autoped 1917 example pictured here will be offered by Mecum Company of New York could get in Las Vegas on 1 February, and previous auction results you on the road for just $100.

The 155cc Autoped was suggest it should make somewhere in the region of $20,000. the first mass-produced Thought you’d like motor scooter, and it to know: Apocalypse Now poster art was designed to be so (Octane 257) sold for intuitive to use that $300,000; flag from yacht Shamrock V it could be ridden by (Octane 258) made a child – or even by a £5952; ruby slippers from The Wizard of Oz woman, as the adverts (Octane 259) made were at pains to indicate. $32.5million.

AUC T ION DI A RY 29 December Oldtimer Galerie, Gstaad, Switzerland 7-19 January Mecum, Kissimmee, USA 11 January Barons, Southampton, UK 17-27 January Bonhams, online (motorcycles) 19-27 January Barrett-Jackson, Scottsdale, USA 24 January Bonhams, Scottsdale, USA RM Sotheby’s, Phoenix, USA 25 January WB & Sons, Killingworth, UK 25-26 January ACA, King’s Lynn, UK 30 January SWVA, Poole, UK 1 February RM Sotheby’s, Stuttgart, Germany 4-5 February RM Sotheby’s, Paris, France 5-7 February Mathewsons, online 6 February Bonhams, Paris, France 7 February Artcurial, Paris, France 8 February Barons, Southampton, UK 12 February H&H, Buxton, UK 15 February Morris Leslie, Errol, UK 15-16 February Manor Park Classics, Runcorn, UK 16 February Iconic Auctioneers, London, UK (motorcycles) 19-20 February Brightwells, online 22 February Iconic Auctioneers, Stoneleigh Park, UK 23 February Dore & Rees, Shepton Mallet, UK (motorcycles) 27-28 February RM Sotheby’s, Miami, USA 1 March Classicbid, Stuttgart, Germany Historics, Ascot, UK 6-7 March Gooding & Company, Amelia Island, USA 7-8 March Broad Arrow Auctions, Amelia Island, USA IN ASSOCIATION WITH

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The Market Data Mining

Ferrari 365 California Spyder

IN FIGURES

DESCRIBED AS THE last of the great coachbuilt Ferraris, the 356 California was designed by Pininfarina to satisfy elite customers: a two-seat spider with elements of the 500 Superfast and the first road-going Ferrari to be offered with a 4.4-litre Colombo engine. The result, unveiled in March 1966 at the Geneva Salon, was stunning, with faired-in headlamps and pop-up driving lights at the front, and a Kamm tail with trapezoidal rear lights.

The price, around $20,000 in the US, was five times that of the Alfa Romeo 1600 Duetto, the other Pininfarina-designed spider released at that show.

The Ferrari remains beautiful and collectable, yet this year it had the dubious honour of falling

the most in value in percentage terms of almost 3000 cars in the UK Hagerty Price Guide. From December 2023, values of an example in ‘Excellent’ condition have dropped 33%, down from £3.3m to £2.2m.

Although many 1960s Ferraris have fallen in price this year, the 365 California’s rarity (14 were built) is a factor in its fall. Very few come to market and prices remain static until a sale is made, which is less often than with more numerous cars. Being an insurance provider, Hagerty sees more than most, but this year a 365 was offered twice at auction within five months and failed to sell both times, despite a significant drop in the estimate.

Chassis 9935 was first offered at

the RM Sotheby’s March sale in Miami (est $4-4.5m), then again at Monterey ($2.7-3.25m). That’s in the same ballpark as the last one to sell at public auction, back in 2013. It made $2.97m.

Its rarity also works against it because it’s nowhere near as well-known as its (much more valuable) 250 California stablemate, so the 365 may attract an older demographic who remember its impact when new.

As an example, a recent Hagerty quote analysis showed that the 400 Superfast, a very close relative, had 100% ownership among people aged 60 years and older. That said, compared with the 250 California, the 365 now seems to offer good value.

Auction Tracker

saw one (pictured) with similar mileage sold by Mecum for $3,300,000 (£2,631,000) in 2016. Gooding broke the $4m mark six years later at Pebble Beach, its 2700-miler in Grigio Titanio changing hands for $4,130,000 (£3,293,000), while Mecum raised the bar in 2024 when the same car made $4,510,000 (£3,596,000).

The Pope’s Enzo holds the record: it sold for €950,000 in 2005, a sum that went to charity, then RM Sotheby’s offered it as part of The Pinnacle Portfolio at its 2015 Monterey auction, where it drew $6,050,000 (£4,824,000).

Fernando Alonso’s car came close in 2023, selling in a post-auction deal by Monaco Car Auctions for €5,400,000 (£4,480,500).

Tom Hartley Jnr explains the market: ‘An Enzo has always been a desired car and is one of only three Ferrari supercars [the 288 GTO and LaFerrari being the others] that have demanded a premium over their price new.

In the last ten years, the Enzo has risen from £750,000 to anywhere from £2,500,000 to £4,000,000, depending on mileage and colour.

‘It’s important that the car has not sustained any accident damage, original paint is a

Ferrari Enzo Ferrari limited production of its fourth ‘halo’ car to 399, before building a final 400th as a gift for Pope John Paul II. Launched in 2002 at around $650,000, the Enzo is one of few cars that have always commanded a premium.

An indication of where lowmileage cars sat in 2013 came at Gooding & Co’s Scottsdale sale, when a US-spec example with 2250 miles went for $1,485,000 (£1,184,000). A significant uptick over the next few years

£6,000,000

John Mayhead

1966 MARCH

Can you call an ultra-rare Pininfarina convertible for the elite a bargain at $2.2m?

LAUNCHED AT GENEVA

$20,000 PRICE NEW

4900mm LENGTH

320bhp MAX POWER @ 6600RPM

14 MADE

152 mph

TOP SPEED

premium and we only like buying examples that retain their original service/warranty booklets.

‘They are notorious for the black plastic in the interiors going sticky due to age but this can be rectified, plus the front suspension lift is prone to costly failure. However, in general and compared with the LaFerrari, they are generally a lowmaintenance car and I have no doubt they will continue to perform very well. They’re beautiful, relatively rare, and appeal to both the old-school collector and the new blood coming into the market.’ Rod Laws

Line charts the top prices for comparable cars at auction.

£4,000,000

£2,000,000

£0 2014

2016

2018

2020

2022

2024

Glenmarch is the largest free-to-access online resource for classic and collector car auction markets.

Visit glenmarch.com to keep up to date.

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Central London’s Largest Classic Car Showrooms A selection of our 75+ cars currently for sale

1965 Jaguar E-Type Series I 4.2 FHC

1966 Mercedes-Benz 220SE

1998 Bentley Continental T

1992 Daimler Double Six LHD

1983 Ferrari 308 GTS QV

2017 Bentley Continental GTC V8S

www.graemehunt.com

+44 (0) 20 7937 8487 mail@graemehunt.com

Graeme Hunt Ltd, The Garages, 1A Coppock Close, Battersea, London, SW11 2LE

The Market Dealer News

SHOWROOM BRIEFS

1957 Porsche 356 1500 GS Carrera, POA One of only 17 RHD 356A Carrera coupés produced, this is thought to be among the highest-spec cars built. It has Rudge wheels, US bumpers, sunroof, bench seat, headrests and more. export56.com (UK)

1974 Lancia Fulvia Monte Carlo £27,495 from Percival Motor Company, Maidstone, Kent, UK IF YOU HAVE ever had the pleasure of driving a Lancia Fulvia, you’ll know just how special these little front-wheel-drive treasures are. If you’ve ever owned one, though, you’ll appreciate just how much care and attention they require to keep in fine fettle.

In truth, while the old stereotype of Lancias rusting for fun is somewhat tiresome, it’s not entirely inaccurate for UK cars.

This delightful example on offer from Percival Motor Company is apparently that rare thing: a Fulvia that has not required any repairs to its underside. Having spent most of its life in Italy, it came to the UK ‘a few years ago’ and is showing an odometer reading of only 25,000km.

It’s a late 1974 Monte Carlo special edition, built to celebrate the HF’s 1972 victory on the legendary rally. Like the HF, it features flared wheelarches and a matt black bonnet and bootlid. It also has HF-spec bucket seats and a few other details, although the 1.3-litre V4 under its bonnet sets it apart from the 1.6-litre top-spec model.

This well-presented car is said to be highly original – its condition certainly appears to back up that low-kilometre reading. One of the few deviations from standard concerns the round Carello spotlights.

It retains the Monte Carlo’s special steering wheel, and the engine is said to be the original and to be running well, too. percivalmotorco.co.uk

The Insider THE RAREST of all Aston Martins have been Ecurie Bertelli’s sole focus for nearly 50 years. Fewer than 700 were produced pre-war, just 0.5% of production to date.

Their achievements, both now and in period, vastly outshine their numbers. While ‘007’ seems largely responsible for keeping them under the radar and few look beyond his smoke-screen, those that do find an incredibly versatile car they can race, rally long-distance competitively, or just take to the pub. One owner enjoyed a 6000-mile tour of Europe in six weeks, including two rallies!

Undervalued Speed Models. Eligible for everything; top ten Le Mans Classic performance; Mille Miglia eligibility; exceptional brakes and handling.

Dip your toe in A good International provides excellent vintage motoring at sensible prices.

Be careful Avoid ‘bargain’ purchases, which often lead to heartache, and skimping on proper maintenance to save money, which compromises reliability. Ensure you’re fully appraised with advice from trusted experts first.

Robert Blakemore Lifelong vintage Aston Martin devotee and now proprietor of specialist Ecurie Bertelli

2004 Aston Martin DB7 GT Zagato, €295,000 This is number 62 of 99 Zagatos, first delivered to Germany. Sub20,000km with a full service, it looks particularly great in Bowland Black with a Bitter Chocolate leather interior. mo-vendi.de (DE)

1976 Jaguar XJ12C $60,000 If Jaguar’s new coupé concept isn’t floating your boat, how about a brown, 5.3-litre V12-powered XJC? Nicely preserved with 79,118 miles, it’s fully serviced and ready to enjoy. classicshowcase.com (US)

1993 Mercedes-Benz 180E $34,995 AUD Unique to the Australian market, this very low-spec version of the 190E was created to sneak under the luxury car tax threshold of $45k. This super-low-mileage example is in beautiful condition. classicthrottleshop.com (AUS)

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PETERBRADFIELD BRADFIELD LTD PETER LTD

1965 Alfa Romeo TZ1 - Period competition history, known provenance, beautifully restored

1931 1934 Bentley 4½Nash LitreTT Supercharged Frazer Replica

One of the originalunparalelled 50, certified provenance, Super-realistic Outstanding condition, evocative history, matchingprice numbers.

PETER BRADFIELD LTD

1965 Alfa Romeo TZ1 - Period competition history, known provenance, beautifully restored

1925 Bentley 3-4½ Speed Model - Original super patinated Vanden Plas with sorted mechanicals

1933 Rolls-Royce 20/25 Roadster

by Park Ward 1934 Invicta S Type

by Carbodies Unique and gorgeous.

In superb condition with documented history.

Highly original with unique history and matching numbers

1925 Bentley 3-4½ Litre 1925 Bentley 3-4½ Speed Model - Original super patinated Vanden Plas with sorted mechanicals

YK 1360 is a Short Chassis Speed Model still fitted with its original Vanden Plas coachwork. It has been uprated with a perky 1925 Bentley Litre 4½ litre engine giving it a good turn of speed and mechanically3-4½ feels good on the road. The talented Mr. Getley at Kingsbury Racing has maintained it. However, a number of previous owners have taken a dogged delight in willfully ignoring the YK 1360 is a Short Chassis Speed Model still fitted with its original Vanden Plas coachwork. It has been uprated with a perky paintwork and it has accordingly developed a depth of patina you could drown in. Its bears its battle-scars and witness marks 4½ litre engineofgiving a good turn of speed and mechanically the road.

The talented Getley at Kingsas badges honouritand has appeared with distinction on at leastfeels threegood Flyingon Scotsman Rallies and racedMr. at the Goodwood Frazer Nash Targa Florio Unique, highly eligible competition car with good road manners bury RacingRevival. has1952 maintained it.

However, a number of previous owners have taken a dogged delight in willfully ignoring the Concours types and ‘try-hards’ need not apply but will suit any number of bounders, blaggards or cads.

paintwork and it has accordingly developed a depth of Bentley patina you3-4½ couldLitre drown in. Its bears its battle-scars and witness marks 1925 Also available as badges of honour and has appeared with distinction on at least three Flying Scotsman Rallies and raced at the Goodwood Invicta Type 1954 Bentley Roriginal Type Vanden Continantal 1967 Maserati Mistral YK 1360 1934 is a Short Chassis SSpeed Model still fitted with its PlasReplica coachwork.

It has been uprated with a perky 1954 Frazer Nash Le Mans Revival. Concours types and ‘try-hards’ need not apply but will suit any number of bounders, blaggards or cads.

4½ litre engine giving it a good turn of speed and mechanically feels good on the road. The talented Mr. Getley at Kings-

See Website for more detailseligible 1934 Frazer Nash TT Replica Ulimate period international comp history, everything. bury Racingspecification, has maintained it. However, a number of previous have details taken a dogged delight infor willfully ignoring the See website forowners more Impeccably restored history numbers paintwork and it has accordingly developed with a depthawesome of patina you could drownand in. Itsmatching bears its battle-scars and witness marks as badges of honour and has appeared with distinction on at least three Flying Scotsman Rallies and raced at the Goodwood Also available 1952 Frazer Nash Targa Florio Unique, highly eligible competition car with good road manners Revival. Concours types and ‘try-hards’ not apply but will suit any number of bounders, blaggards or cads.

1931 Bentley 4½need Litre Blower 1934 Invicta S Type

Also available

8 REECE MEWS KENSINGTON See Website for 1952 more detailsTarge Florio LONDON SW7 3HE Bentley 3-4½ Speed Model Frazer Nash Also available 19521925 Frazer Nash Targa Florio 1925 Bentley 3-4½ Speed Model peter@bradfieldcars.com www.bradfieldcars.com 1934 Invicta S Type Bentley Continantal 1967 Maserati 1954 Frazer Nash Le 1954 Mans RepR Type 1933 Rolls-Royce 20/25Mistral Roadster Tel: 020 7589 8787

8 REECE MEWS 8 REECE 8 REECEMEWS MEWS peter@bradfieldcars.com

See See website for more details Website more details See Websitefor for more more details See website for details KENSINGTON

www.bradfieldcars.com www.bradfieldcars.com

peter@bradfieldcars.com peter@bradfieldcars.com

KENSINGTON KENSINGTON

www.bradfieldcars.com

LONDON SW7 3HE LONDONSW7 SW73HE 3HE LONDON Tel: 020 7589 8787 Tel: 020 7589 8787 Tel: 020 7589 8787

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The Market Buying Guide

THE LOWDOWN

WHAT TO PAY

Citroën SM A Maserati V6 and wild Robert Opron styling make this Citroën a true exotic THE HISTORY OF Citroën is in many ways a tale of how not to run a car company. Still, we should be thankful that it was allowed to run free for as long as it did, because it created one of the most unusual yet compelling grand tourers of all time: the SM. Space Age styling and technology make this GT timeless, and, with prices relatively sensible, an SM is still an extremely attractive package – especially if you appreciate cars from the more unusual end of the automotive spectrum.

Riding a wave of success from the DS and 2CV and looking to expand, Citroën over-extended itself by buying out several smaller car-makers. Panhard and Berliet were swallowed up, but it was Citroën’s purchase of Italian manufacturer Maserati in 1968 that would provide the company with the skills and resources it needed to build its ultimate flagship grand tourer, which would become the SM. While the DS had proved to be a fine machine, it was lacking one key ingredient: a powerful engine.

Almost immediately after the takeover, Citroën asked Maserati’s chief engineer Giulio Alfieri to begin work on a new engine to power what it had initially called Project S. Within three weeks, he’d created a compact 2.7-litre V6, conceptually based on the Indy V8 motor, albeit with virtually all-new components. At launch it would produce 170bhp, breathing through triple Weber carburettors.

The SM’s platform and suspension were based on those of the DS which, although getting on in terms of age, was still light-years ahead of the competition. This meant a front-wheel-drive layout – unusual for such an exotic engine. It sat well behind the front axle-line, though, with the

five-speed manual gearbox hanging way out in front.

Suspension was by Citroën’s self-levelling Hydropneumatic arrangement, adding a new fully powered DIRAVI (DIrection à RAppel asserVI) steering system. Not only did this offer an incredibly fast rack at two turns from lock to lock, but variable weight depending on speed, as well as slightly disconcerting self-centring. The party trick was, of course, the fact that it was connected to the headlights, which swivelled to see around bends.

The SM was unveiled at the 1970 Geneva motor show, where its striking Robert Opron styling really made an impression: perhaps not conventionally pretty, but low, sharp and purposeful, with an exceptional (for the time) 0.34 drag coefficient.

Citroën built almost 5000 SMs in the first year of production, with the US one of the car’s major destinations. By 1973, however, that number had halved thanks in part to the energy crisis, as well as the car’s rapidly declining reputation for reliability.

The engines suffered with some timing chain issues, and Citroën failed to address them. Electronic fuel injection became an option in 1972, and a 3.0-litre automatic arrived in ’73. The SM died in 1975 when Peugeot (which had bought the ailing maker in 1974) stepped in and pulled the plug.

Some of the most interesting cars were commercial failures when launched, but the SM is one of those that hit a double whammy of misfortune. It simply never stood a chance, thanks to the company’s financial problems and the timing of the energy crisis. Reliability problems were soon figured out by specialists, and today a good one is just as spectacular as ever.

Matthew Hayward

If you’re feeling brave, a project can be picked up from £10,000-15,000. Reasonably good cars start from about £25,000, while something in excellent condition can be bought for £35,000-45,000.

Condition is king, but cars in the desirable gold, green and blue colours, with manual gearboxes and resin wheels, will always command a premium.

While there’s no such thing as a cheap SM (see below), the US-spec cars with the quad front headlights are less desirable, and can make a good-value buy. Converting the front end to European spec is not simple, and getting the parts is exceptionally difficult and expensive, if you were contemplating that as an option.

LOOK OUT FOR The Maserati V6 engine is very much the make-or-break component of an SM, so you should be extremely diligent.

Although not the hand grenade that many would have you believe, it does have a few weak points that must be attended to.

The most notorious issue is the fact that the sodium-filled valves are prone to breaking and causing catastrophic damage to the engine. The majority will have been replaced by now.

Timing chains were also not up to the task when the car was new, so make sure uprated chains are fitted and have been regularly checked for correct tension.

For cars with the fuel injection system, carefully inspect the fuel hoses under the bonnet for any signs of deterioration.

Most of the hydraulic system is shared with the DS, so it’s reliable if correctly maintained, and generally easy to fix. The powered DIRAVI steering system is, however, known to leak when regulators wear out.

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THE THE THE CLASSIC CLASSIC CLASSIC ASSIC

MOTOR MOTOR MOTOR HUB HUB HUB

AA VV AAA IVLI A A L IA BLB LAE LBEFL O F EO RFRO SR A SA LSE LAEL E

1954 1954 1954 Aston Aston Aston Martin Martin Martin DB2/4 DB2/4 DB2/4

£240,000 £240,000 £240,000

1965 1965 Alpine 1965 Alpine Alpine A110 A110 1st A110 1st Series Series 1st Series

£80,000 £80,000 £80,000 1981 1981 Ferrari 1981 Ferrari Ferrari 308 308 GTBi 308 GTBi GTBi

£89,500 £89,500 £89,500

1965 1965 Marcos 1965 Marcos Marcos 1800GT 1800GT 1800GT Race Race Car Race CarCar

£75,000 £75,000 £75,000 1965 1965 Gordon-Keeble 1965 Gordon-Keeble Gordon-Keeble GK1 GK1GK1

£95,000 £95,000 £95,000

ENQUIRIES ENQUIRIES ENQUIRIES : +44 : +44 (0)1242 : +44 (0)1242 (0)1242 384092 384092 384092 : SALES@CLASSICMOTORHUB.COM : SALES@CLASSICMOTORHUB.COM : SALES@CLASSICMOTORHUB.COM : CLASSICMOTORHUB.COM : CLASSICMOTORHUB.COM : CLASSICMOTORHUB.COM

Where Great Cars Are Bought & Sold.

AVAILABLE 1936 HOFFMAN X-8

AVAILABLE 1954 PEGASO Z-102

SOLD 1957 DUAL GHIA

SOLD 1937 GRAHAM

BY WORBLAUFEN

AVAILABLE 1956 AC BRISTOL

AVAILABLE 1933 PACKARD SUPER EIGHT

AVAILABLE 1933 ROLLS-ROYCE PHANTOM II CONTINENTAL

SOLD 1930 CADILLAC V16 ROADSTER

AVAILABLE 1929 DUESENBERG J

SCAN FOR OUR FULL INVENTORY

+1 (314) 524-6000 2023 Copyright Hyman Ltd. St. Louis, Missouri

1973 PORSCHE 911 2.7 RS LIGHTWEIGHT (LHD) (Chassis #1528) Blood orange with black interior. Originally supplied in Europe and is 1 0f 200 Sport 471 specifications. It comes with a Porsche Certificate of Authenticity, its original tools and handbooks and was previously owned by a Porsche GB President. Car has been fully checked by marque expert Renn Sport confirming the cars originality.

2021 PORSCHE 911 (992) C4S TARGA ‘HERITAGE EDITION’ Guards red with Atacama beige interior and a black top. 1 of 992 cars produced worldwide, Bose sound system, Sport Design package and side skirts, front axel lift system, Porsche Dynamic Chassis Control Sport (PDCC) plus many more extras, 1 owner from new and only covered 39 miles.

+44 (0) 1772 613 114

|

sales@williamloughran.co.uk

|

www.williamloughran.co.uk

The leading specialist in sourcing the rare and unobtainable. We are always looking to buy interesting cars.

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A C

H E R I T A G E

1990 AC Cobra MKIV Lightweight 12,000 miles from new. Three previous owners. One of only a handful of MKIV lightweights with the correct 'AKL' chassis number.

The Ford 302 engines fitted were carburated and uprated to Stage 3 motorsport conversion with aluminium cylinder heads.

The registration ‘A26 COB’ is included in the sale and relates to the 26 promoted lightweights. Lovely condition throughout £165,000

1964 AC COBRA 289 Fully matching numbers, recent cosmetic restoration by AC Heritage.

Extensive hillclimb history by Paul Channon. Continuous history from new. One of the finest examples of the marque. POA

2000 AC Cobra CRS 212SC Two owners from new, 4500 miles from new. 1 of 2 AC Cobras fitted with a Lotus twin turbo V8. It also includes all-weather gear, a spare wheels, a toolkit and a tonneau cover. £89,995

1955 AC ACECA Period Works Rally Entrant (Monte Carlo, Liège Rome Liège etc.)

Ruddspeed 2.6 Ford Zephyr engine upgrade with four speed manual with overdrive. POA

1956 AC ACE BRISTOL ‘MARY SEED” The first AC Bristol exported to Australia. Set a womens land speed record in 1957. Extensive race history in NSW. Full matching numbers and conservation restoration by AC Heritage. FIA HTP expires 2030. POA

AC HERITAGE

For more information about any of these vehicles, please contact our sales team.

AC Heritage · International Broker of Historic & Classic Motorcars · Brooklands Motor Circuit, Surrey, UK Telephone +44(0)1932 828545 · Mobile +44(0)7557 878123 · www.acheritage.com

C HARLES P RINCE

Le Mans

Worldwide Collector Car Sales

1929 Bentley 4.5 Litre DHC by Martin Walter

An opportunity to purchase an original and very correct 4.5 Litre. This unique motorcar carries its original supremely handsome coachwork and is in outstanding order throughout. Low ownwership and low mileage, with original tools and equipment. Full history.

1924 Bentley 3 Litre Speed Model Rare original 2 seater. Full history

1935 Bentley 3.5/4.25 Litre Continental DHC by Oxborow and Fuller. Full history

We are always eager to buy important collectors cars.

All cars can be seen tried and tested at Quin Hay Farm Petersfield Hampshire GU321BZ or in central London.

Please see our website for full stock photos videos and details. Valuations always available.

Int T 0044 (0) 79 85 98 80 70 sales@charlesprinceclassiccars.com charlesprinceclassiccars.com

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Classic Mercedes-Benz Sandwich, Kent

1967 Mercedes 250SL

£119,950

Automatic. Incredibly original, left drive, in rare Medium Grey metallic. 31,000 genuine miles with outstanding provenance and service history. Stunning!

1967 Mercedes 250SL

£89,950

Automatic. Wonderful early left drive 250SL in Papyrus White with Navy MB tex trim. Highly original, with a little bit of Hollywood history!

More photos and details on our website. Export enquiries welcomed, we are 30 mins from Dover

www.silverarrows.co.uk • sales@silverarrows.co.uk • +44 7710 940 049

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2000 TVR Chimaera 450

Ferrari 612 Scaglietti F1 Rosso Corsa 44,513 Miles

£54,995

Stock Number - 22751

Ferrari 430 Spider F1 Nero Daytona 19,138 Miles

1991 BMW Z1

£74,995

Stock Number - 22741

black leather piped yellow, 39,000 miles, UK supplied, 69,000 miles, original and history, immaculate........... .........£22,995 unmolested......... .......................£36,995

1979 Lotus Elite 504

Ferrari 355 Spider Manual Rosso Corsa 36,981 Miles

£84,995

Stock Number - 22783

Ferrari 550 Maranello Nero Daytona 13,334 Miles

£119,995

Stock Number - 22864

32,500 miles with total service history, BT7, black interior, fully restored some original, unrestored..... ...............£19,995 years ago, fantastic....................£42,995

1976 Porsche 911 2.7

Ferrari 488 GTB Rosso Corsa 14,424 Miles

£132,995

Stock Number - 22807

Ferrari 488 Spider Grigio Silverstone 16,188 Miles

£156,995

Stock Number - 22631

1959 Austin Healey 3000 Mk1

1974 Lancia Fulvia Monte Carlo

LHD, 60,000 miles, supplied new to factory car, 25,000kms, original Italian Germany, narrow body ..............£42,995 car.............. ................................ £27,495

www.tfcgb.com

True Ferrari Connoisseurs Cavallino Building, ME15 9YG

R AW L E S M O T O R S P O R T LT D

Austin Healey Restoration - Upgrades - Sales - Service - Upholstery - Concours Prep - Engine Build & Rolling Road

1967 Austin Healey 3000 MkIII Phase II - Original Healey Gold Metallic New Restoration, 0 Miles!

1965 Austin Healey 3000 MkIII - BIlstein Suspension & Fast Road

Finished in the final year only Healey Gold Metallic with a particularly special and seldom seen Red interior this MkIII is a stunning new restoration with zero miles. Finished to a high standard with a hand trimmed interior and excellent detailing throughout. £95,000.

One for the drivers. Painted in a very tasteful colour combination of BRG with Tan interior. Fitted with a torquey fast road specification engine, Bilstein shock absorbed upgrade, vented wings and purposeful Cibie lamps up front. This car has been well restored/ maintained and delivers a very rewarding drive. £69,000.

1959 Austin Healey 3000 MkI BN7 - Original RHD Two-Seater

1961 Austin Healey 3000 MkII BT7 - UK RHD Tri-Carb

Finished in its elegant and original colour scheme of Ivory White with Red interior, this 3000 MkI is on of just 68 two-seaters built in 1969. Now fitted with electronic igniton and an upgraded camshaft this is a very good all-round car which delivers strong performance. £49,000.

Painted in the cheerful and attractive colour of Primrose Yellow with Black interior, this MkII is a prime example of the coveted triple carburettor MkII featuring a specialist rebuilt engine delivering very strong performance. £46,500.

Rawles Motorsport Ltd, Alton, Hampshire, GU34 4JR

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01420 23212

Enquiries@RawlesMotorsport.com

www.RawlesMotorsport.com

1938 BUGATTI TYPE 57 Aerolithe Tribute Ch. 57645

Selection of other cars available: 1930 Bugatti Type 46 Coupé Superprofilée 1933 Bugatti Type 59 Chassis BC 123 (Now sold) 1938 Bugatti Type 57C Stelvio by Gangloff (Now sold) 1938 Delahaye 135S Competition Tribute 1938 Delahaye 135M Figoni & Falaschi 1930 Invicta 4.5 Litre Low Chassis S Type 1953 Maserati A6 GCS Pininfarina (Pur Sang) Phone: +45 5363 8956 | Email: info@centurylimited.eu

W W W. C E N T U R Y L I M I T E D . E U

Mille Miglia 2025 1928 Lancia La Lambda ambda 8th series short chassis Torped Torpedo do

Full and very expensive mechanical overhaul and uprated to 3.0 litre by Storicar. light and very quick, circa 100 hp, 300 Nm FIVA passport and Mille Miglia registry Dutch registration papers and ready to enjoy The price is €245.000,-

Car consultancy con nsulta since 1992 Call us at +31 +3 252 218980 or visit www.vsoc.nl 187

187

info@murrayscott-nelson.com

MURRAY SCOTT-NELSON

YOUR DECISION...SHOW OR SHOW/DRIVER 1961 JAGUAR E-TYPE OTS

01723 361 227

Rotisserie-Restored, Show-Level O.B.L., Numbers-matching

Chassis No. 875360

1965 JAGUAR E-TYPE OTS

Rotisserie-Restored, Show-Level Numbers-matching, Orig. Colors

Chassis No. 1E10734

1966 JAGUAR E-TYPE FHC Show-Driver level Restoration Great for Showing or Driving!

Austin Healey 3000 MK 3 BJ8 Phase 2.

This car has covered less than 200 miles since a total nut and bolt no expense spared restoration by ourselves and if for sale due to unforeseen circumstances. It is finished in duo tone Colorado red over ivory white with a black leather trim piped in red with black mohair weather equipment. We will supply this car with a full service MOT and warranty. Call for more details. £135,000

Chassis No. 1E32211

1964 JAGUAR E-TYPE FHC

Show-Driver level Restoration Numbers-matching, Orig. Colors

Austin Healey 3000 MK 3 BJ8 Early Phase 2.

North American export built July 1964. The car has been subject of an older restoration. Well maintained with only summer use since, finished in the original spec in Healey Ice Blue with blue trim, blue hood & tonneau. Fitted with chrome wire wheels, overdrive and period radio. £49,950

Austin Healey 3000 MK 3 BJ8 phase 2.

Ex US Car, older restoration well maintained by Marque specialist lovely condition throughout, recent full interior re trim fitted power steering, overdrive & chrome wire wheels. Now in … for further information please contact us for more information 01723 361227 or call Jon 07831 83027 £54,950

Chassis No. 889819

California, USA • Restoration: +1 760-758-6119 • Showroom: +1 760-758-6100 sales@classicshowcase.com

Murray Scott-Nelson, Beaconsfield Street, Scarborough YO12 4EL

MSN Octane 3 car 126x96 190924.indd 1

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1951 Ferrari 212 Inter: Vignale / Drogo, Mille Miglia 1952, 1954. Ground up restoration. Race and Rally ready.

WE WILL BUY AND CONSIGN ALL FERRARI AND ALL VINTAGE SPORTS RACING & GT CARS PARTIAL TRADES CONSIDERED - FINANCING AVAILABLE

1996 Porsche 911 Twin Turbo, Arena Red/Tan, 55k miles, clean CarFax, excellent cosmetic/mechanical condition, service records from new. A beauty.

1968 Fiat Dino Spider: Rare. Frame-up resto; bare metal repaint. Driveline & suspension rebuild; new interior top & chrome. With photo docs. Stunning!

1970 Porsche 917:5 liter, flat 12. Total comprehensive rebuild by ex-factory 917 specialist. Driven by Derek Bell, Vic Elford, Jo Siffert; used in the making of Steve McQueen’s movie “Le Mans”.

1965 Austin-Healey 3000 BJ8, red/tan, 1986 Ferrari Mondial: Just out of 20 year 1965 Porsche 356SC Cabriolet: Matching #s, 1 of 533. 3-owner, full docs, COA. frame-up resto., 4sp OD, Webers, comp ownership, always serviced / 67k miles. One repaint. Euro version. wheels, headers, electronic ignition. well-maintained. Excellent paint.

Outstanding original throughout.

Performs better than it ever did.

All systems in excellent working order.

1974 Jaguar XKE V12 Roadster: One of a kind, uniquely built. Bare metal repaint, new interior, 5-sp, Webers, SS headers, Alloy radiator, Two tops.

1960 Mercedes Benz 190SL: Matching numbers, Concours quality restoration.

Ready for show or rally circuit.

www.MotorClassiCCorp.CoM 350 ADAMS STREET, BEDFORD HILLS NEW YORK 10507 914-997-9133 • SALES@MOTORCLASSICCORP.COM MtrClassicFeb25octaneHalf.indd 1

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The ex-Peter Agg, extensively upgraded by John May

1952 Jaguar XK120 Coupé

Also available: 1936 Talbot Alpine Team Car Replica, 1934 Bentley 3½-Litre Tourer, 1925 Vauxhall 30-98 OE Velox, 1958 Elva Mark III Landline: +44 (0) 1440 841 447 Mobile: +44 (0) 7493 897 975 john@polsonmotorco.com Please see website for more details: www.polsonmotorco.com

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@polsonmotorco

TURRINO WHEELS LTD

ALL types of wire wheels, hubs and wheel nuts designed, made, restored.

info@turrinowheels.com

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SPEEDMASTER SPECIALIST IN HISTORIC AUTOMOBILES SPEEDMASTER SPECIALIST INHISTORIC HISTORIC AUTOMOBILES SPEEDMASTER SPECIALIST INHISTORIC HISTORIC AUTOMOBILES SPEEDMASTER SPECIALIST IN AUTOMOBILES SPEEDMASTER SPECIALIST IN AUTOMOBILES Tel: +44 (0)1937 220 360 or +44 (0)7768 800 773 Tel: +44 (0)1937 220 360 or (0)7768 +44 (0)7768 800 773 Tel: +44 (0)1937 220 360 or +44 (0)7768 800 773 Tel: +44 (0)1937 220 360 or +44 800 773 Tel: +44 (0)1937 220 360 or +44 (0)7768 800 773 info@speedmastercars.com www.speedmastercars.com info@speedmastercars.com www.speedmastercars.com info@speedmastercars.com www.speedmastercars.com info@speedmastercars.com www.speedmastercars.com info@speedmastercars.com www.speedmastercars.com

1974 Williams FW03—Ford DFV SPEEDMASTER SPECIALIST IN HISTORIC AUTOMOBILES 1974 Williams FW03—Ford 1974 Williams FW03—Ford DFVDFV 1974 Williams DFV 1974 Williams FW03—Ford DFV Built by WilliamsFW03—Ford for the 1974 Grand Prix season, Tel: Arturo+44 (0)1937 220 360 or +44 (0)7768 800 773 Built

by Williams for the 1974 Grand Prix season, Arturo Built by Williams for the 1974 Grand Prix season, Arturo Built byby Williams forfor the 1974 season, Arturo Mezario finished 4th in this carGrand at thePrix Italian GP which at Built Williams the 1974 Grand Prix Arturo info@speedmastercars.com Mezario finished incar this car at theseason, Italian GP which Mezario finished 4th in4th this at Italian GP which at at Mezario nished inresult this car at the Italian GP which at the time fiwas the 4th best for the flthe edgling Williams team, Mezario fi nished 4th in this car at the Italian GP which at the time was the best result for fledgling Williams the time was the best result for the flthe edgling Williams team,team, the time was the best result for the fl edgling Williams team, off ered with spares package, and recently rebuilt including the time was the best result for the fl edgling Williams team, off ered with spares package, and recently rebuilt including off ered with spares package, and rebuilt including off ered with spares package, and recently including fresh Richardson DFV engine, the carrecently is offrebuilt ered complete off ered with spares package, and recently rebuilt including fresh Richardson DFV engine, the is off ered complete fresh Richardson DFV engine, iscar off ered complete 1974 Williams FW03—Ford DFV fresh Richardson DFV engine, thethe carcar iscates. off ered complete with fresh crack test and fuel cell certifi Finished in the fresh Richardson DFV engine, the car is off ered complete with fresh crack test and fuel cellcates. certifiFinished cates. Finished with fresh crack test and fuel certifi in thein the with fresh crack test and cellcell certifi in the iconic Marlboro livery is a fuel competitive car cates. for theFinished early Monaco with fresh crack test and fuel certifi cates.

Finished in the Built by Williams for the 1974 Prix season, Arturo iconic Marlboro livery is Grand acell competitive carthe for the early Monaco iconic Marlboro livery is a competitive car for early Monaco iconic Marlboro livery is a competitive car for the early Monaco Historic GP grid and a great for Masters Historic F1. iconicHistoric Marlboro livery is aacar competitive car for early Mezario finished 4th inand this car at the Italian GP the which at Monaco GP grid great car for Masters Historic F1.

Historic GP grid and a great car for Masters Historic F1.

Historic GPGP grid and a great car for Masters Historic F1. team, Historic grid and aresult great car for Masters Historic F1. the time was the best for the fledgling Williams offered with spares package, and recently rebuilt including fresh Richardson DFV engine, the car is offered complete with fresh crack test and fuel cell certificates. Finished in the iconic Marlboro livery is a competitive car for the early Monaco Historic GP grid and a great car for Masters Historic F1.

SM HMRN SEPT 24.indd 1 SM HMRN SEPT 24.indd 1 SM HMRN SEPT 24.indd SM HMRN SEPT 24.indd 1 11 SM HMRN SEPT 24.indd

SM HMRN SEPT 24.indd 1

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speedsport gallery

An extensive variety of original motor racing paintings, photographs and autographed items for sale.

1965 Connaught Type B

by Peter Hutton Part of a series of Peter Hutton original watercolours, this one is of a Connaught Type B and is painted in exquisite detail.

Watercolour and ink on paper 7 x 7 inches PRICE: £1,950.00

­

T: 01327 858 167 E: info@speedsport.co.uk www.speedsport-gallery.com

­

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Key Repairs & Personalisation for all Marques Worldwide New Signature Range

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Gift Cards available

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Specialist electroplaters, polishers and Specialist electroplaters, polishers Specialist electroplaters, polishers and metal finishers. and metal finishers. metal finishers.

Re-chroming to Re-chroming to theconcours highest and Re-chroming to the the highest highest concours and show standards show concours andstandards show standards 148 148 Abbey Abbey Street, Street, Derby Derby DE22 DE22 3SS 3SS Tel: 1332 382408 148 Abbey Street, Derby DE22 3SS Tel: +44(0) +44(0) 1332 382408 Email: Email: info@derbyplating.co.uk Tel: info@derbyplating.co.uk +44(0) 1332 382408 www.derbyplating.co.uk www.derbyplating.co.uk Email: info@derbyplating.co.uk

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Protect your ride, 365

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Scan to start your quote at hagerty.co.uk All third party makes, models, and vehicle names are property of their respective owners. Their use is meant to reflect the authenticity of the vehicle and do not imply sponsorship nor endorsement of Hagerty nor any of these products or services. This is a general description of guidelines and coverage. All coverage is subject to policy provisions, exclusions and endorsements. Hagerty determines final risk acceptance. Policies underwritten by Markel International Insurance Company Limited or Aviva Insurance Limited. Hagerty International Limited are authorised and regulated by the Financial Conduct Authority (FCA Firm Reference Number 441417). Hagerty is a registered trademark of The Hagerty Group LLC, ©2024 The Hagerty Group, LLC. All Rights Reserved. The Hagerty Group, LLC is a wholly owned subsidiary of Hagerty, Inc.

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THE ASTON MARTIN THE THE ASTON ASTON MARTIN MARTIN SPECIALISTS SPECIALISTS SPECIALISTS Maintaining future Maintaining Maintaining the the the future future withwithwith engineering ofthe the past engineering engineering of the of past past

TRINITY ENGINEERING TRINITY TRINITY ENGINEERING ENGINEERING www.trinityaston.co.uk www.trinityaston.co.uk www.trinityaston.co.uk

ASMotorsport Motorsport ltd AS ltd Poplar Farm, Bressingham, Diss, Norfolk, IP22 2AP Tel: 01379688356 Mob: 07909531816 Web: www.asmotorsport.co.uk Email: info@asmotorsport.co.uk

Servicing cs – Parts – Engineering Servicing Servicing – Diagnosti – Diagnosti cs––Diagnosti csParts – Parts – Engineering – Engineering For all Aston Marti ns War from Post For For all Aston all Aston Marti Marti ns from ns from PostPost War to Gaydon to Gaydon EraWar Era to Gaydon Era • • Restorati •Restorati Restorati ononon • • Engine rebuilds •Engine Engine rebuilds rebuilds • • Re-trimming •Re-trimming Re-trimming • • MOT preparati •MOTMOT preparati preparati on on on • • Product advice •Product Product advice advice

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• servicing •Concours Concours preparati preparati on on• • Routine • •Routi Routi ne servicing ne servicing •Enhancements Enhancements •Enhancements •Insurance Insurance valuati valuati ons ons • • Sports •exhausts • •Sports Sports exhausts exhausts •Insurance Insurance •Insurance repairs repairs repairs • • •Handling Handling •cs csFault diagnosti cs kits kits • •FaultFault diagnosti diagnosti •Gearbox Gearbox conversions •Gearbox conversions conversions • •Purchase Purchase advice advice • paintwork Chassis• and paintwork • •Chassis Chassis and and paintwork •Braking Braking upgrades •Braking upgrades upgrades • • •Air on conditi Air conditi oning oning • •Transportati Transportati on• on Transportati •Power Power •Power steering steeringsteering

Servicing enquiries tel: Servicing Servicing enquiries enquiries tel: tel: Parts & online store enquiries Parts Parts & online & online store store enquiries enquiries tel: tel: tel: Parts enquiries email: Parts Parts enquiries enquiries email: email: Online parts store enquiries email: Online Online parts parts store store enquiries enquiries email: email:

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Concours preparation Insurance valuations Handling kits Purchase advice Air conditioning

+44 (0) 1483 211899 +44+44 (0) 1483 (0) 1483 211899 211899 +44 (0) 1483 211289 +44+44 (0) 1483 (0) 1483 211289 211289 parts@trinityaston.co.uk parts@trinityaston.co.ukparts@trinityaston.co.uk partsstore@trinityaston.co.uk partsstore@trinityaston.co.uk partsstore@trinityaston.co.uk

10/09/2020

10/09/2020 10/09/2020 15:13 15:13

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ASM hand build bespoke versions of the R1 roadster, inspired by the Aston Martin race cars that won Le Mans and the world Sportscar championship in 1959.

Contact us for details of commission builds and stock.

Poplar Farm, Bressingham, Diss, Norfolk, IP22 2AP

Tel: 01379688356 • Mob: 07909531816 Web: www.asmotorsport.co.uk Email: info@asmotorsport.co.uk

Hayward & Scott

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ASM R1 Stirling Moss tribute car enjoying track time at Goodwood.

ASM hand build bespoke versions of the R1 roadster, inspired by the Aston Martin Stainless Steel Manufacture Very Competitive Prices • Excellent Workmanship race cars that won Le Mans and the world Sportscar championship in 1959.

Contact us for details of commission builds and stock.

Lifetime Guarantee • Bespoke and Competition Requirements are our speciality READY TO WEAR AND BESPOKE COVERS FOR ALL CAR MODELS READY READYTO TO TOWEAR WEAR WEARAND AND ANDBESPOKE BESPOKE BESPOKECOVERS MODELS READY READY TO WEAR AND BESPOKE COVERSFOR FORA AL LLLCAR CARMODELS

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Complete over the frame side exit exhaust on a lightweight low drag E-Type Jaguar

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F I A T

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S P E C I A L I S T S ESTABLISHED 1987

MBG specialises in both parts and engineering for all classic MBG specialises in both parts and engineering for all classic Fiats and Abarths.We can supply most parts and our workshop Fiats and Abarths. We can supply most parts and our workshop undertakes and restoration restorationofofallall models. undertakesservicing, servicing, repairs, repairs, and models.

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Suite 4, Burgess Farm Industrial Estate, Farthinghoe Road, Middleton Cheney, Banbury, Northants, OX17 2NE T: ++44 (0)1869 345766 • carsandparts@middlebartongarage.com www.middlebartongarage.com

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Mobile 07836 222111 Established 1978

1959 Aston Martin DB MkIII finished in original Snow Shadow Grey with dark blue hide interior and sitting on dark blue painted wire wheels.

This late model MkIII left the Feltham Factory sometime after the DB4 was already in production, making it to be one of the final MkIII’s to be built.

It has been the subject of huge expenditure in recent years including a complete engine rebuild with photographic evidence.

Fitted with the essential overdrive, this car is a delight to drive and comes with a detailed history file and original build sheet .

Completely ready to be used and enjoyed £185,000

1997 Daimler V12 Majestic 6.0 litre in fabulous condition throughout and probably the very best of this model currently available.

Finished in Brooklands green with parchment hide interior, best quality Wilton Carpet and Lambswool over-rugs.

It has covered only 25,000 from new and is in “as New” condition and comes with detailed service history and a Heritage certificate.

Exceptionally good value at £18,950

1966 Jaguar 3.8 MkII finished in Opalescent dark blue with contrasting burgundy hide interior. Far from being a standard car, improvements have included a full engine rebuild with 9-1 compression, lightened and balanced crank & flywheel, 2” SU carbs, tubular stainless exhaust manifolds, electronic ignition, adjustable electric power steering, a Harvey Bailey Handling kit, chrome wire wheels and a 5 speed Tremac Gearbox.

Fabulous to drive and much improved from the original. Not expensive for one in this condition at £49,950

Email: martinrunnymedemotorcompany.com | www.runnymedemotorcompany.com

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Autobiography Interview by Stephen Dobie

Andrea Zagato The grandson of founder Ugo Zagato talks us through his path to saving the illustrious coachbuilder

I DIDN’T IMAGINE I’d work for this company. When I was young I thought I’d be a vet, I was completely focused on animals. I wanted to move to Canada and build a farm.

My mother and father divorced when I was four and so I didn’t know my father well. He tempted me to Zagato by saying ‘If you come and work with me, we’ll get to know each other.’ That’s why I came to work here, but when you become part of this company you get an illness I call Zagatoness. You start being involved in the history of each model; you discover a passion you didn’t know you had.

I learned how to drive at the company with the Zagato ZELE [an electric microcar] in 1972 when I was 11 or 12; then with my mother’s Triumph Toledo in our garden until I got my driving licence in 1978. My first car was a Fiat 500 Giardiniera, which I used for a famous treasure hunt in Milan. The first trial on the startline at the San Siro Stadium was to remove a wheel and reassemble it. We were the fastest to complete this trial and gained 15 minutes against the other competitors, so that was a memorable moment!

Before I settled down in life I drove a few Italian cars. An Autobianchi A112, Lancia Delta Turbo and Thema Plus and an Alfa Romeo SZ, which is the first car I worked on when I joined Zagato aged 25. Since having a family I’ve had several Volvos, a BMW M8 Gran Coupé and now a Land Rover. I have a new Defender V8 for everyday, plus three old

ones we keep in Sicily and on Lake Maggiore.

I studied finance and economics at Bocconi in Milan. When my father started tempting me to Zagato, I did examinations in architecture to understand design and then a final examination combining marketing and design. It meant when I came to Zagato, I had an idea of what a company like this should be.

I was the project manager of SZ after graduating from university. The company was in the middle of a crisis. The Japanese had invented the lean production line so the message to all coachbuilders was ‘You’re dead’.

They were going to produce their coupés, spiders and special models themselves. That was my challenge on joining. We stopped building the cars, focused on their design and we survived. We are now 105 years old.

We returned to our origin, creating collectable cars, not consumables – not aiming for high sales figures but building the minimum possible number to survive. I was invited to Pebble Beach as a judge in 1994 and I saw so many clients enthusiastic for coachbuilding who were already prepared to pay a lot of money for restoration and who wanted bespoke quality cars.

In 2000, we were approached by Aston Martin to create a car based on the DB7. We worked with a new design language to diversify the collectable from the consumable.

The Aston Martin lean production line made it possible. We produced 200 cars in total, coupé and spider. The coachbuilder as an assembly company had disappeared, but the industry has survived thanks to the support of OEMs. That was the revolution.

We’ve continued to work with OEMs and recently collaborated with La Squadra on the AGTZ Twin Tail, which celebrates the Alpine A220 racing car. Our next project at Zagato will be a ground-up car free of turbos and electrical assists. We want to prove it’s possible to enjoy yourself on the track like in the 1950s and get all the thrills without going top speed.

My favourite Zagato design? Of course, I should say the Fiat Otto Vu because it was the car my father Elio had such a bond with. He was a very successful racer in the Otto Vu, winning several GT championships. But then I am also proud of the cars I’ve overseen in the last 30 years. I’ll go for the diplomatic answer: the Zagato I like the most is the next one.

The art of coachbuilding is 500 years old while automotive is only around 150. We’ve already survived all possible technological shifts and we are living through a war between EVs and ICE cars. If electric motors win, the standardisation in the industry will be maximised – design may become the main element of differentiation. We survived a crisis, so why not a change of technology?

Octane (ISSN 1740-0023, USPS 024-187) is published monthly by Hothouse Publishing Ltd, UK. Airfreight and mailing in the USA by agent named World Container INC 150-15, 183rd St, Jamaica, NY 11413, USA. Periodicals postage paid at Brooklyn, NY 11256.

US Postmaster: send address changes to Octane, WORLD CONTAINER INC 150-15, 183rd St, Jamaica, NY 11413, USA.

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T H E

H A I R P I N

C O M P A N Y

1973 PORSCHE 911 2.4S UK RHD. Original factory spec and matching numbers. Great history and just lovely.

1997 PORSCHE 993 CARRERA 2S UK RHD. 6 speed manual. Perfect specification. 34,000 miles. Full comprehensive history, immaculate condition.

2012 PORSCHE 997 CARRERA 4 GTS UK RHD. One of 21 manual examples. Great spec inc factory Aerokit and Ceramic Brakes. 9,000 miles. FPSH. Perfection.

T E L : 0124 9 76 0 6 8 6 • T H E H A I R P I N C O M PA N Y. C O . U K T H E H A I R P I N C O M PA N Y C O M P T O N B A S S E T T W I LT S H I R E S N11 8 R H

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HM8 MARK 2 Supercar-inspired drivers’ watch in titanium and sapphire crystal, body panels in CarbonMacrolon Automatic movement, lateral display Jumping hours and trailing minutes Reflective sapphire crystal prisms 247 components