ROUND UP ’70s GRAND TOURERS

MERCEDES-BENZ SLC

Mercedes has always offered an S-Class sized coupe, for plutocrats not in need of regular rear seat access. But for the 1970s, it changed its tune. The new supercoupe would not be based on the S-Class, as with the W108 series and subsequent SEC

final FF III model. Instead, Jensen’s party piece from 1971 was the SP – or Six Pack, so named because it used the Six Pack version of the Chrysler 7.2 litre engine with a trio of twin barrel Holleys atop an Edelbrock manifold. 385bhp and almost 500lb. ft of torque was the result – though carburation problems mean few survive in their original form. A short lived coupe model joined the saloon and convertible for 1975, though only a handful were made before the receivers were called. An attempt to revive the car as the S4 in the late 1980s ultimately failed after a handful of cars, and modern iterations have taken the form of restomods rather than wholly new cars. Gone are the days of cheap Interceptors – what fifteen years ago might have sold for £10,000 now sells for nearer five times that figure – and the market’s stable, so it’s one for enthusiasts rather than investors today.

JAGUAR XJ-S

When it came to replacing the E-type, Jaguar had a difficult job on its hands. Not least because the E-type had been one of the world’s best loved sports cars, but because it had evolved so much in its life that if it were to be replaced, the new car would be a very different car to the E as launched in 1961. And when the XJ-S was launched in 1975, it divided enthusiasts. The lack of walnut trim and the sharp, angular body were a world away from what enthusiasts thought they knew and loved about Jaguar, even if the 5.3-litre V12 and the chassis were known to them from the XJ12 saloon.

In a bid to attract people to its new model, Jaguar first discontinued the XJC coupe, then began a process of applying changes to its XJ-S into the 1980s to make it more appealing to traditional clientele. Wood trim made a return, as did the option of a six-cylinder engine, as did bumpers with chrome blades like those of the Series 3 saloon. And over time the car gained wider acceptance, showing that if a formula isn’t broken then fixing it isn’t a wise move. And yet those early XJ-S models are now among the most desirable and valuable, the pre-HE cars with the 1970s specification V12, black infill panels on the bootlids and austere interiors have a 1970s appeal all of their own to collectors. You’ll not find a pre HE for under £10,000, and you won’t find one you want without at least half as much again to spend.

BRISTOL 603

models, but on the R107 SL. Launched in October 1971, six months after the SL, the SLC sat on a wheelbase 14 inches longer than the roadster. Many panels were new, including the doors, rear wings, and even – though few would notice – the bootlid. Not only was the SLC bootlid shorter, but it had a convex profile where the roadster’s was slightly concave to mimic the hardtop.

Launched as a 3.5 V8 350SLC, in 1974 the 2.8-litre six-cylinder 280SLC joined the range. Later models would include the 450SLC and the 450SLC 5.0, for homologation purposes. The very last cars were badged 380SLC and 500SLC, following a light facelift for 1980. These would be short-lived, as in 1981 Mercedes would revert to type and introduce the S-Class based SEC coupes as a replacement for the SLC models. Mercedes would return to the SLC name in 2016, using it for the replacement for the smaller SLK sports car.

ASTON MARTIN V8

The Aston Martin name is one of the most revered in motoring – and fans of the grand tourer can’t fail to have one eye on what Astons their budget might allow. And we think that the almost all Aston Martins of the 1970s and 1980s – siring not only the first of the Aston Martin Lagondas, but also an open Volante, a high powered Vantage, and a restyled variant by Zagato suitable for Thatcher’s redbrace Britain of the 1980s. But it’s in original V8 saloon guide that this car makes its most compelling case as a grand tourer – with compliant suspension, comfortable armchairs, and loads of torque, it was made for the continental crossing. Today V8s – particularly later ‘Oscar India’ models with revised bodywork and walnut trimmings – are fiercely prized, and the days when they were the most affordable route into Aston ownership are long gone. But while it might not be the best value car on our list, there’s a certain amount of cachet to claiming you drive a classic Aston – and that might well be enough to justify the price today.

best iteration is the V8 saloon – as Aston termed the replacement for its DBS. It used much of the same shell as the DBS, albeit with a revised nose in the manner of a lightly Aston-ised 1964 Mustang. It also used the same engine – and like the DBS, there was briefly a six-cylinder variant of the new car called the Vantage in the early 1970s – not to be confused with the later high performance V8 Vantage models.

This car would form the basis of Britsol had been a single model company for much of its life – though there was a brief period where the 404 and 405 would be available concurrently. In the 1970s this situation resumed, with the replacement of the 411 with two models. The 412 was the first; styled by Zagato and offering a convertible with rollover hoop in the manner of the Triumph Stag, while the more conventional two-door saloon role was filled by the 603 of 1976 – the car which would underpin almost all new

The School Garage EST.1979

PRESTIGE AND CLASSIC CAR SPECIALISTS

1953 MG TD. RHD matching numbers UK car. Black with red leather trim and black weather equipment. A superb rust free Ex show example. SOLD. 1989 Mercedes 300SL W107. Silver with blue leather/cloth tooth trim. Flat face alloys, hard and soft tops, blue hood, full electric pack, 93,000 miles with FSH, all books tools and full documentation. Stunning mint and original. £34,950. 1921 Wolseley model 20 C8 Colonial Tourer (6 cylinder). Only known driving example of this model. Restored to a very high standard by its last long term owner, spent 70 years overseas. Very rare and stunning motorcar. £79,950. 1960/61 Citroen 2CV Crinkle Bonnet With rare long boot. Matching numbers 32,000 Klms miles. Stored 45 years before original restoration. Many show wins and absolutely stunning. £19,950.

1976 Rolls Royce Silver Shadow 1. One of the very last Shadow 1’s with flared wheel arches. Walnut with London tan and 2,900 miles only. REPEAT 2,900 miles only from new. Unique and the best available. P.O.A.

1992 Mercedes 500SL R129. Bornite with grey leather trim. Hard and soft tops and power hood. 8 hole alloys massive factory spec aircond, cruise, full electric pack, 51,000 miles only with perfect Mercedes history. Last owner 20 years. One of the finest available £24,950. 1986 Mercedes 300SL W107. Artic white black/dog tooth trim, Charcoal hood, flat face alloys. 74,000 miles with full service history. Every MOT cert from the first. Concours winning standards. One of the Best available. £34,950.

2002 Bentley Arnage T. Silver storm with black quilted leather. Anthracite alloys, massive factory spec, known to me and owned by me since 2006. 43,000 miles with full Bentley history. Possibly the best in existence. £32,950. 1984 Rolls Royce Silver Spirit. One of the finest ever seen and finished in Richmond blue with magnolia leather piped dark blue. Alloys, burr walnut veneers 3 owners and full Rolls Royce history a major part with P&A wood. Stunning. £24,950.

1971 Mercedes 600 Grosser W100. Very rare RHD example in Dark Olive Green with Cognac leather. One of only 273 RHD examples. Please view our website for full details.Magnificent. £119,950. 1975 Bentley T1. Very rare and finished in Seychelles blue with blue leather and burr walnut trim. 75,000 miles with excellent comprehensive service history, original books, tools, bill of sale etc, magnificent original example. £34,950.

1980 Rolls Royce Silver Shadow 2. RHD example in white with tan Everflex roof and tan leather trim with brown carpets edged in tan. 37,000 miles with comprehensive service history, has been in long term storage and is currently being fully recommissioned in our workshops. £34,950.

1954/55 Austin Healey 100M LHD. Genuine original “Dealer” upgrade to M spec. 4 speed gearbox with overdrive, front disc brakes, sports exhaust, Lemans kit, FIVA papers. healey Blue with Blue leather Truly magnificent. £89,950 c1955 Riley Hamilton 2.5 Ltr Twin Cam. One of 5 believed Built. Aluminium body, XK gearbox and running gear. Riley 2.5 Ltr twin cam engine, beautifully engineered body and chassis, uprated suspension and very fast for its period, extremely rare and eligible for many classic events. P.O.A. 2007 Porsche 997 Carrera S 3.8 Coupe. Rare 6 speed manual in Silver with Blue leather. Electric sunroof, alloys, aircond, rear W/W 48,000 miles only with full porsche and leading specialist history, mint original example with cherished plate ( can separate) stunning £39,950. 1972 Jensen SP. A very rare factory Six Pack in reef blue with black leather trim. 54,000 miles from new, a superb and original rust free specimen. SOLD.

UP TO 50 VEHICLES IN STOCK… Please view our website www.classiccarshop.co.uk

WHALEY BRIDGE, DERBYSHIRE SK23 7DQ Telephone: 01663 733209 • Mobile: 07767 617507

Bristol models to the launch of the Fighter.

Looking like a slightly overweight Ford Capri, the 603 was available in a choice of two specifications. The primary model was the 603S, complete with 5.9-litre Chrysler V8. For those affected by the oil crisis, Bristol also offered the 5.2-litre 603E as an economy variant. Electric seats and air conditioning were standard, but the cabin retained the same ambience as Bristols of old. When the S2 was launched in 1978, the 603E was dropped and all models became 5.9-litre models. Subsequent models from 1982 would include the Britannia and turbocharged Brigand, while the Blenheim of 1994 would revise the concept further. It was in Blenheim form that the model would continue well into the 2000s. The 603 remains one of the best value Bristol models today, and is an excellent starter car for enthusiasts of that marque.

CITROËN SM

Rather less grand than many on this list in that it only has six cylinders, credibility is restored for the Citroën SM in the fact that those six cylinders come courtesy of Maserati. And while the SM is also front wheel drive, it’s one of the best front wheel drive chassis for long distance touring that its generation could offer. For underneath the bodyshell of the SM lurks what is effectively a Citroën DS with a Maserati engine, and if that combination doesn’t stir something deep within you then it’s entirely possible you have no soul.

Launched in 1970, the SM was one of two cars to use that amounted to the same mechanical package; the other being the short-lived Maserati Quattroporte II. In the Citroën, there were also seats with upholstered blocks in one of the most fantastic wastes of leather seen in a car, lifted straight from the M35 experimental car, and on many there were composite wheels which bore a resemblance to Fuchs alloys seen on 911s. The SM’s greatest strength has always been that it’s a niche car and that the mainstream audience doesn’t really get it, and that’s why it’s such good value today when shown alongside cars like the Interceptor

Citroën did things differently with front-drive and a Maserati V6.

and the 603. But buy a bad one and it’s one of the most expensive cars on our list to restore properly – it’s the perfect car for the argument of buying the best you can afford.

DE TOMASO LONGCHAMP

Like the Citroën there is an element of Maserati linking to the Longchamp – fitted with Maserati’s V8 and a light reskin, the Longchamp became the Maserati Kyalami for the 1980s and its floorpan would underpin the Quattroporte III following the failed link with Citroën. But we’re looking at the original here, which is more closely linked to the firm’s four door Deauville. Based on a shorter version of the Deauville floorpan, the De Tomaso Longchamp shared its Ford Cleveland V8 engines and its gearbox options with the four-door variant. Styled by Tom Tjaarda at Ghia, the 5.8-litre Longchamp was DeTomaso’s only front-engined grand tourer, and came with a choice of three-speed automatic or five-speed manual transmissions – though just 17 were built with the latter.

Built from 1972 to 1989, a sporting GTS version with fat arches and wide wheels was produced, alongside an open version. When Ford USA stopped producing the Cleveland De Tomaso began sourcing engines from Australia, tuned in Switzerland before installation. Just 409 Longchamps were produced over a 17-year life – with just one or two produced annually in the model’s latter years.

Porsche's 928 was intended to replace the 911, but failed to do so.

PORSCHE 928

Replacing a legend is difficult, as Jaguar found out when introducing the XJ-S to a crowd awaiting a new E-Type with bated breath. And Porsche had a similar problem at a similar time; replacing its flagship 911 with something more in tune wth the era. Especially when the 911 hadn’t evolved in quite the same way as the Jag – it hadn’t got fat, nor had it lost its sporting nature. And when Porsche introduced the 928 in 1977, it felt like it had got the mood drastically wrong. Gone was everything that made the 911 what it was – the rear engined layout, the air cooled engine, the lithe and sporting nature – the 928 was a V8-powered watercooled grand tourer, and most would be sold as automatics.

That V8 initially displaced 4.5 litres and produced 237bhp, though later versions would grow to 5.4 litres and 345bhp in GTS trim.

Porsche decided not to cancel 911 production – and this is a good thing, because it means we can view the 928 not as a failed replacement but as the world-beating halo car that it really was. Still looking modern when production ceased two decades later, its integrated and painted bumpers and low, slightly bulbous look fitted the mood perfectly, and few things are more of their era than a Lime Green Metallic 928 on teledial wheels.

ROLLS-ROYCE CAMARGUE

Rolls-Royce wasn’t necessarily trying to produce a grand tourer with the Camargue, though it was inevitable that this would be the car’s eventual strength. It was trying to produce the most exclusive variant of the best car in the world.

Initially planned as a Corniche replacement but pitched above it owing to development costs, the Camargue was styled by Pininfarina and was a first in many respects for Rolls-Royce. The first model to use curved side glass. The first to be designed to metric measurements. And – had the original plan been followed – it would have been he first forced-induction car from Crewe. The plan was to launch the Camargue as a Bentley range topper with a turbocharged engine and – it’s believed – Continental badging, but development on the engine hadn’t finished by the time the car was ready so in went the naturally aspirated version and on went a RollsRoyce grille. There was never officially a Bentley Camargue, though one example was built for a special client in 1985.

Inside the theme was inspired by private planes, with surrounds to gauges and larger, more sculpted seats than in lesser Royces.

Sadly for many when new the Camargue was just too expensive, and as a classic many find it too big. For those who can afford and house it, however, there is no finer way to cross a continent.

DECISIONS

If you can afford to buy or fuel any of these cars, then you’re in a position many enthusiasts would find enviable and you have a difficult choice ahead. But whether you choose the sensibility of the Mercedes or the eccentricity of the Citroen, the simplicity of the De Tomaso drivetrain or the style of the Jensen, there’s a 70s grand tourer for everybody with the means to join what is an exclusive club.

As to which is best – that’s a subjective choice. Everyone has a favourite. CCM

the shells for the early Speke-built cars used better quality British steel instead of the Italian metal used by Pressed Steel to make the later shells.

As usual, the sills are critical and on the TR7 they run behind the front wings, meaning that a proper repair means removing the welded-on front wings. A quick repair with the dreaded ‘over sills’ may have left rust hiding in that critical area and lifting the carpets to check the inside can give a better idea of the car’s solidity, but since they were glued down originally this isn’t always possible.

Elsewhere, check the strut tops under the bonnet carefully and at the rear, examine the boot floor and spare wheel well. On coupes water can run in through the plastic B-post grille and sit in the join between pillar and sill, rotting it from the inside.

All panel edges need a look, while rust between floor and sills will indicate problems and bubbling in the seam along the top of the rear wings can also be expensive to fix, as can rot in the joint between sill and rear wing. Inner arches can also let go, but less obvious is a corroded screen surround. This can get costly to repair but isn’t always obvious, and can cause other issues when it starts to leak. Check for bulging or distorted rubber seals and chrome inserts.

While inside the car, pull the carpet off the rear bulkhead if possible and look for stress cracks which can indicate rot where the trailing arms mount to the body. If in doubt, get underneath and have a look too.

Don’t be alarmed to see paint peeling off the headlamps as they’re aluminium. Panel supply isn’t as good as it once was, but the TR Drivers’ Club has commissioned a run of headlamp panels. Luckily, repair sections are available for most of the areas you’ll need to repair and reproduction fibreglass bumpers can be made to look good enough.

ENGINE

The slant-four Triumph motor is a well-known unit and generally pretty long lived when maintained properly. The stumbling block of course being that many weren’t looked after at all in the years when values were very low.

Aside from the obvious oil leaks which are common in any case, the biggest issue with the engine will be a warped cylinder head due to

Canley and Solihull-built cars got the five-speed box. Tartan trim was used from 1977. differential expansion between the iron block and alloy head – not helped if owners have neglected to keep up the anti-freeze concentration, vital for its corrosion-inhibiting properties. Before long this will manifest itself in head gasket issues and a serious problem will be easy to spot via the oil and water mixing. Like the MGF though, the head gasket issue is something of an overblown myth.

Although it’s not a complex engine by modern standards, head removal can be tricky thanks to the steel studs tending to corrode into the alloy head. They’re also fitted at an angle which makes removal of the head impossible with the studs in place.

Many owners will have fitted an electric fan as a preventative measure so don’t be suspicious of a car which has one fitted. Radiators tend to clog up easily, especially since many TR7s today sit still for long periods – back flushing it is a good preventative measure.

Elsewhere, timing chains can get noisy although they will carry on perfectly well for many miles but the factory’s recommended change interval was 25,000 miles.

In recent times, tricky-to-diagnose engine issues have been traced to water in the fuel, something encouraged by the location of the filler cap which tends to gather water in the recess. In time the problem will be bad enough for the tank to rust out and replacement involves dropping the rear axle.

Usefully, the TR7 engine was fitted with hardened valve seats from the factory, meaning the cars can run on unleaded fuels without additives.

TRANSMISSION

On both four and five-speed boxes the synchromesh can become weak in old age but most owners simply live with it. Triumph specified automatic gearbox (ATF) fluid for the five-speed boxes which improves the shift quality.

Parts for the five-speed box are generally available through the usual specialists, while a clunk on hard