GTi VS GT TURBO GT
ROVER P5
ICONIC GOLF GT GTi OR FEISTY RENAULT 5?
BUYING GUIDE
100s
OF CARS FOR SALE
BUY A NEW CLASSIC FO R SUMMER
Vol.27 No.08 August 2021
16 PAGE JAGUAR SPECIAL:
A CLASSIC CAT FOR EVERYONE FROM £1000 TO £50,000
PORSCHE FACTFILE: 924/944/968 RETRO RIVALS
MASERATI 3200/4200
MG’S Z CARS
HOT VOLVOS
BUYING GUIDE
ENDANGERED SPECIES
THE MARKET
August 2021 Vol.27 No.08 £4.70
20-PAGE BONUS SECTION CELEBRATING THE CARS FROM THE ’80s,’90s AND 2000s
MERCEDES SL VS BMW 6-SERIES
KIM CAIRNS - Established 1972 Quality is remembered long after price is forgotten
1967 DAIMLER 250 V8 Complete restoration to a very high standard. Finished in unmarked Old English White, interior is Jaguar/Daimler old red with original hide seats with very light patina. New carpets and new headlining. All the wood veneers have been restored to a very high standard. If you are looking for a Daimler 250 and only want the best don’t miss this one. ................................................................ £36,995
1977 JAGUAR XJC 4.2 AUTO. Finished in British Racing Green with black everflex roof. The Cinnamon Velour trim is virtually as new. Only 3 owners and 47,000 miles with documented History File. Often referred to as the most elegant of all Jaguars. Certainly a wise investment. ............................................. £34,995
1954 MG TF First year of production original RHD car sold to one of the colonial countries and repatriated back to the UK in 1958. Finished in MG Red with Red Leather, had a full restoration some years ago and still looks superb and drives as good as it looks. Very sensibly priced at. ................................................................ £28,495
1990 ROLLS ROYCE SILVER SPIRIT II. Immaculate Graphite, Black Everflex roof unmarked, Silverstone Hide piped in Slate, Grey Wilton Carpets and Dark Grey Lambswool rugs. Only 35,000 miles and 2 owners. Service book stamped by P & A Wood. Recently recommissioned by Silverlady Brentwood. Stunning looking car in exceptional condition. .......£25,995
1967 JAGUAR MK 10. Originally Jaguar Main Dealer Demo from Feb 1967 to Nov 1967 when sold to a lady who had owned it until we purchased it recently following her husband’s passing. Finished in BRG with Suede Green Hide and a recorded mileage of 33,000 miles. Stunning for ............................................ £24,995
1966 JAGUAR MK10 4.2 AUTO. Finished in Opalescent Blue with Dark Blue Hide and excellent Walnut Veneers. Ony 3 owners from new and 58,000 miles. Restored in the nineties and very light use since. Comes with original sale brochure, log book, book pack and hand books etc. MOT’s dating back to 1991 and complete tool kit. ..............................................................£24,995
2003 JAGUAR XJ6 3.0 PETROL AUTO. One owner virtually as New XJ6 only 8600 miles from new and unmarked in Platinum Silver with sand Hide. Supplied by H.A Fox of Norwich with options of metallic paint, front park control, electric rear blind, chrome grill & mirror covers. New car invoice with the car. Unique opportunity to acquire one of the last real XJ Jaguars in as New Condition. ........................................£19,995
1975 MGB GT JUBILEE. A unique opportunity to own a very special MBG Jubilee 20,000 miles only. History includes copies of features in 6 different classic car magazines, Rosettes for various Concourse events and event score cards. This stunning Jubilee comes with all original books, service history, MOT's, letters from previous owners and 2 sets of keys. Must be the best for sale in the UK. .............................£18,995
1983 DAIMLER SOVEREIGN SERVICES III VERY RARE MANUAL Immaculate grosvenor brown with biscuit hide. Very rare, 5 speed manual gearbox, electric sunroof/windows and mirrors. Only 29,000 miles. Letters confirming this. Original log book, letters from the 1st and 2nd owners confirming mileage and history, old MOT’s, book pack and complete tool kit. ........................£18,995
1961 HUMBER SUPER SNIPE. Finished in immaculate Dark Blue with Pale Blue roof and Grey Hide. Lots of chrome walnut dash and picnic tables. Only 57,000 miles recorded. Comes with the original sales brochure, lots of invoices for work done over the years. Very original and has power steering, column change manual gearbox and ivory steering wheel. Must be one of the best on the market. ...........................................£16,995
1970 MGB ROADSTER Finished in Mineral Blue with Black Trim, only 53,000 miles recorded. Early toggle switch and alloy bonnet model. Comes complete with tools and tonneau cover. Perfect for summer shows. ..................................£16,995
1971 TRIUMPH 13/60. This time warp car has only covered 22,000 miles. First lady owner kept the car from when she worked at the British Embassy in Germany, Supplied by German Triumph distributed in RHD format, WALTER HAGEB GMBH until 1990. It was then sold to an English collector at 22,000 miles. Original purchase invoices, document service history. Must be one of the best and most original on the market ................................£14,995
2012 MERCEDES SLK 250 CDI AMG. Finished in immaculate Calcite White with Black Hide. Only covered 18,000 miles by its two owners. AMG body kit, 18inch AMG wheels, black hide with red stitching, air scarf and parktronic. Complete book pack and Mercedes Service History. Immaculate low mileage car in mint condition..................................................£14,995
1983 MERCEDES 240D Finished in immaculate Ivory Pearl with Henna Red interior. Totally original never been painted or welded. Only 3 owners from new and 82,000 miles. Comes with MOT’s from 1988 to present. Stunning example of a genuine Mercedes W123. ............... £13,995
1972 VANDEN PLAS 1300 PRINCESS. Finished in immaculate Damask Red with unmarked dark blue leather. Automatic Transmission, only 23,000 miles and only 4 owners from new. In time warp condition and remarkably original. Very hard to find one like this ......................... £13,995
1979 MGB GT ONLY 16,000 MILES. Only 16,000 miles finished in immaculate Russet Brown with Black Leather upgraded seats. MOT and service invoices confirm the very low mileage. Comes with hand books and 2 sets of keys etc. Hard to find in this condition and mileage........... £12,995
1966 HILLMAN MINX 1725 AUTO. Only 18,000 miles from new. MOT certificates 1997 to 2000. Has been part of the Jaguar Land Rover collection. Finished in its original colour of green with all original green interior, a real time warp car. Perfect show car.............................. £12,995
2006 JAGUAR XJ 350 3.0 EXECUTIVE. Immaculate British Racing Green with Heritage Tan hide. Only one owner from New with FSH 6 main dealers and 3 specialists, last at 39,000 miles. Only covered 44,000 miles. All the usual Jaguar refinements and more Climate control, Sat Nav, electric windows/seats. Original books, unused spare wheel and tool kit. Immaculate low mileage one owner car, last of the classic XJ Jaguars. ..... £11,995
1992 MERCEDES 190E AUTO. Finished in 1959 TRIUMPH SPEEDTWIN 500CC Restored Mercedes Brilliant Silver with grey checked a few years ago and has had very little use since. trim. Very high spec includes sunroof, electric Ready to ride or show. ............................. £6,495 windows, flat face alloys and Radio CD player. Full Service History and 78,000 miles. Comes with Large file of invoices and old MOTs.. £5,495
FINANCE CAN BE ARRANGED ON ALL OF THE ABOVE
Incorporating
Welcome...
www.classic-car-mart.co.uk CLASSIC CAR MART Kelsey Media, 5 Yalding Hill, Downs Court Yalding, ME18 6AL EDITORIAL Group Editor: Paul Wager Features Editor: Jeff Ruggles Production Editor: Jack Grover ccm.ed@kelsey.co.uk Art Editor: Paul Sander paul@panda-media.co.uk CONTRIBUTORS Nigel Clark, Paul Guinness, Gerard Hughes, Jeff Ruggles, Sam Skelton, Matt Woods ADVERTISEMENT SALES & PRODUCTION Tandem Media Limited Managing Director: Catherine Rowe 01233 228750 catherine.rowe@tandemmedia.co.uk Account Managers: Jasmine Bundock: 01233 228751 jasmine@tandemmedia.co.uk Perianne Smith: 01233 228753 perianne@tandemmedia.co.uk Ad Production Manager: Andy Welch 01233 220245 ccm@tandemmedia.co.uk MANAGEMENT Chief Operating Officer: Phil Weeden Retail Director: Steve Brown Chief Executive: Steve Wright Print Production Controller: Georgina Harris Audience Development Manager: Andy Cotton Events Manager: Kat Chappell Subscription Marketing Director: Gill Lambert Subscription Marketing Manager: Rochelle Gyer-Smith SUBSCRIPTIONS 12 issues of Classic Car Mart are published per annum UK annual subscription price: £55.25 Europe annual subscription price: £69 USA annual subscription price: £69 Rest of World annual subscription price: £75 CONTACT US UK subscription and back issue orderline: : 01959 543 747 Overseas subscription orderline: 0044 (0) 1959 543 747 Toll free USA subscription orderline: 1-888-777-0275 UK customer service team: 01959 543 747 Customer service email address: subs@kelsey.co.uk Customer service and subscription postal address: Classic Car Mart Customer Service Team Kelsey Media, 5 Yalding Hill, Downs Court Yalding, ME18 6AL, United Kingdom WEBSITE Find current subscription offers and buy back issues at shop.kelsey.co.uk/mart ALREADY A SUBSCRIBER? Manage your subscription online at shop.kelsey.co.uk/myaccount FREE ADS Tel: 0906 802 0279 (premium rate line, operated by Kelsey Media. Calls cost 65p per minute from a BT landline; other networks and mobiles may vary. Lines open Monday-Friday, 10am-4pm) Email address: cars@kelseyclassifieds.co.uk Kelsey Classifieds, PO Box 13, Cudham, Westerham TN16 3WT DISTRIBUTION IN THE UK Marketforce (UK), 2nd Floor, 5 Churchill Place, Canary Wharf, London, E14 5HU. Tel: 020 3787 9001 DISTRIBUTION IN NORTHERN IRELAND AND THE REPUBLIC OF IRELAND Newspread Tel: +353 23 886 3850 PRINTING William Gibbons & Sons Ltd, Willenhall, West Midlands
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FROM MILAN TO COVENTRY
I
t’s been said before in motoring circles (and long before Clarkson repeated it) that everyone should own an Alfa Romeo at least once, but lately I’ve been thinking that everyone should in fact own a Jaguar at least once. Stop and think about it and the two brands have more similarities than might immediately be obvious: both were built on style and performance and both endured periods of nationalisation, while both brands even had their share of controversial platform sharing ventures: if you need a parallel to the the Mondeo-based X-Type, then what about the Nissan Cherry-derived Arna? Both were in fact far better products than their detractors will tell you, although good luck tracking down an Arna if you want to find out for yourself. Both brands are also facing uncertain futures, Alfa fighting for its very survival under Stellantis and Jaguar trying to reinvent itself as a premium EV maker. The reason for this train of thought is that for the first time in a very long time I don’t have a single Alfa on the premises, but I do have a Jaguar. Admittedly, it’s not yet an accepted classic and so you won’t find the XF in this month’s special feature on buying Jaguars, but I can’t help thinking it’s just as significant to the brand as the E-Type which is capturing all the attention this year. After all, the chiselled lines of the XF, ‘vodka bar’ interior lighting and very
modern dynamics were the abrupt change which tore Jaguar away from its Ford-imposed retro era and forward to a new age where it could stand head-to-head with the similarly restyled BMWs. And speaking of which, my previous experience of the XF has been largely with brand new press demonstrators, so it warms the heart to see that our auction-sourced 3-litre diesel in Premium Luxury trim has worn its 12 years and 109,000 miles just as well as a contemporary BMW 530d. It also rides infinitely better and to my mind is more elegantly styled. Everyone should try one. Paul Wager Group Editor
Part of the Classics World Family www.classicsworld.co.uk
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Classic Car Mart August 2021 3
CONTENTS 6
AUGUST 2021
PLUGS & LEADS
A new classic industry body is formed, Britons are driving older cars and Morgan opens a new museum.
12 AUCTION NEWS Reviewing the latest classic sales.
26
16 MARKET TRENDS Tracking the values of the Triumph TR7.
20 ROAD TEST: BENTLEY MkVI The first of the standard factory-bodied cars is a great way to get into a 1950s Bentley.
ON THE COVER
26 TWIN TEST: VW GOLF GTI v RENAULT 5 GT TURBO The junior relation back in the day, current values have put the fast but flimsy Renault on a par with the blue chip VW.
ON THE COVER
35 JAGUAR BUYING SPECIAL From £3000 to £50,000 there’s a classic or modern classic Jaguar out there for everyone.
60 ROUND UP: CLASSIC VANS Fancy a tax-free promotional classic which can earn its keep? We suggest some favourites.
ON THE COVER
66 BUYING GUIDE: ROVER P5 The quiet class of the traditional Rover appeals both in Three-Litre and V8 forms.
72 DATABASE: PORSCHE 924/944/968 Facts, figures and history on the car which saved Porsche long before the Boxster or Cayenne saw the light.
66
WWW.CLASSICSWORLD.CO.UK
35
60 60
86
86
MARKET TRENDS: VOLVO T5
Tracking the values of hot five-pot Volvos.
88
ENDANGERED SPECIES: MG Z CARS
The swansong MG saloons are dwindling daily.
92
RETRO PROJECTS
Checking in on our staff cars, from Turbo R to CRX.
94
BUYING GUIDE: MASERATI 3200
Fancy a Maserati for just ten grand? Of course you do, but tread carefully.
98
88
RETRO RIVALS: BMW v MERCEDES
The controversial 6-Series from BMW’s Bangle period meets the R230 generation of SL.
130 TAILGATE Considering just how appropriate or not the term ‘modern classic’ has become. GTi VS GT TURBO
ROVER P5
ICONIC GOLF GTi OR FEISTY RENAULT 5?
BUYING GUIDE
100s
OF CA FOR SARS LE
BUY A NEW CLASSIC FOR SUMMER
Vol.27 No.08 August 2021
16 PAGE JAGUAR SPECIAL:
A CLASSIC CAT FOR EVERYONE FROM £1000 TO £50,000
94 SUBSCRIBE TODAY! P144 RETRO RIVALS
20-PAGE BONUS SECTION
CELEBRATING THE CARS FROM THE ’80s,’90s AND 2000s
MASERATI 3200/4200 BUYING GUIDE 1 August cover PS.indd 1
MERCEDES SL VS BMW 6-SERIES
MG’S Z CARS ENDANGERED SPECIES
HOT VOLVOS THE MARKET
August 2021 Vol.27 No.08 £4.70
SAVE CASH! PLUS RECEIVE A FREE GIFT
PORSCHE FACTFILE: 924/944/968
CHECK OUT LOADS MORE NEWS AT WWW.CLASSICSWORLD.CO.UK
PLUGS&LEADS INDUSTRY BODY AIMS TO PROTECT CLASSIC SECTOR
A
new trade association has been set up to protect Britain's classic vehicle industry and secure its long-term future from uncertainty caused by red tape and environmental legislation. The Historic and Classic Vehicles Alliance (HCVA) is a not-for-profit organisation that intends to campaign on behalf of individuals and companies in the classic vehicle sector, as well as instilling accountability, common standards and a code of conduct to the members who sign up. The group says that complex new rules around exporting and importing cars and parts to and from the EU, along with widespread misconceptions surrounding of the environmental impact of vintage motoring, is damaging owners’ confidence and enthusiasm. It believes that this is putting 113,000 jobs in peril and is calling on British politicians and regulators to use their post-Brexit independence to help grow the industry. To demonstrate the sector’s worth, the alliance quotes figures from HERO-ERA’s 60page report published last December. This puts the industry’s annual turnover at £18.3bn, with the 3m-strong British classic fleet valued at over £12bn and annual tax revenue generated for the exchequer is close to £3bn. It also highlights how the industry is spread across the country, with only five per cent of activity based in London, and how the industry gives opportunities to young people by providing training places and apprenticeship schemes. As well as finding solutions to the red tape around vehicle movements, the alliance aims to educate the public, politicians and regulators on environmental issues. Thanks to its research, the alliance says that it can demonstrate that classic vehicles only have a relatively modest impact on the environment
and that the industry’s repair culture is the epitome of sustainability. The 15-strong HCVA team is drawn from senior positions inside and outside the industry, and includes SNG Barratt CEO Julian Barratt, Classic Oils director Guy Lachlan, Eagle E-Types founder Henry Pearman and HERO-ERA chairman and co-founder, Tomas de Vargas Machuca. Joining Pearman as an HCVA director is Harry Whale of Silverstone Auctions (above right). “In a world of mindboggling bureaucracy, with environmental and other legislation looming, we need to ensure the voice of the industry and owners is heard and understood by regulators and those in power,” he said. “We’re taking the initiative now to address current challenges, clear up confusion and grasp opportunities to find solutions.” Advisory board member Emma Crickmay, who
STRATFORD AUTOJUMBLE RETURNS The popular Stratford Autojumble is back on the event calendar for 2021 and took place at Stratford Racecourse on June 13 with the next event scheduled for September 5. Sponsored by RH Insurance and run by a friendly and experienced team of event staff from Mortons Media Group Ltd, the autojumble takes pride of place in the centre field at the Warwickshire venue and offers a vast array of parts, restoration services and related products for a variety of vehicles. If you’re after a certain part, piece or tool for a motoring project, then you’re likely to find it here. Classic car owners are being encouraged to bring along their pride and joy to receive £1 off the regular £5 entry fee, with their cars forming part of the spectacular display inside the main ring at the showground for all to admire. There is no booking needed; you can just turn up in your classic and enjoy the day at a discounted price. For advance tickets and more information, see www.stratfordautojumble.co.uk or call 01507 529529.
6 Classic Car Mart August 2021
is joint MD at Rolls-Royce and Bentley specialists Frank Dale and Stepsons, added: “It is absolutely vital we take steps to preserve jobs and encourage new generations into pursuing fulfilling careers in our industry. It is so important that conditions are created that allow us to develop training programmes, support skills transfer and boost diversity. We are very keen to see a boost in apprenticeships – it’s investment in the future.” Sympathetic supporters of the new alliance include prominent politicians such as former DfT Parliamentary under-secretary and East Sussex MP Nus Ghani, Chair of the Environmental Audit Committee, Philip Dunne, and legendary Formula One designer, Professor Gordon Murray. HCVA membership is open to businesses and individuals from across the sector. For more information see www.hcva.co.uk.
MORE CLASSIC NEWS IN CLASSIC CAR BUYER ON SALE EVERY WEDNESDAY Have you got a plug or a lead you’d like to promote through Classic Car Mart? These pages can provide valuable FREE publicity for you, your company, your club or your organisation. Send full details to: Plugs & Leads, Classic Car Mart, Kelsey Media, Downs Court, Yalding, Kent ME16 8AL. Or email: news@kelsey.co.uk
BRITAIN’S CARS GETTING OLDER C
ars on Britain’s roads are getting older, according to Motorparc data released by the Society of Motor Manufacturers and Traders (SMMT), with vehicles from 2008 and earlier making up the largest percentage. For the second year running, there were more than 35m cars registered on UK roads (35,082,800), although that figure represents a modest 0.2 per cent dip as the pandemic stifled new vehicle uptake. The average age of a car in the UK has risen to 8.4 years, which is the oldest since records began 20 years ago and is considerably up from 6.3 years in 2003. The average car in the UK was built in 2011. Perhaps most remarkable is almost 10 million of the UK’s cars are more than 12 years old, accounting for 27.9 per cent of the total fleet – the most of any age group. The top three most common cars in use in 2020 were the Ford Fiesta (1.6m), Ford Focus (1.2m) and Vauxhall Corsa (1.1m), which are exactly the same models as a decade earlier in 2010 and show that a perceived changing market isn’t changing that fast at all. Indeed, the number of electric and hybrid cars has increased, but make up just 1.3 per cent of the fleet.
Other interesting figures reveal that seven out of ten cars have manual gearboxes, and that black is now the most popular colour. The date also revealed that outside of central London, residents of Worcester are the most likely to ‘drive British’, with UK-built cars accounting for 19 per cent of all registrations. Research from the FBHVC release late in
2020 backs up the notion that vehicles are getting older. The number of historic vehicles on DVLA’s database was 1.04m in 2016 but that figure had risen considerably to 1.5m in 2020. It remains to be seen whether the increasing age of the UK’s cars – and the impending ban on sales of new petrol and diesel cars in 2030 – will see more cars survive to historic status.
NEW MORGAN MUSEUM OPENS T
he Morgan Motor Company has opened an interactive museum experience, The Archive Room, housed within the redeveloped Morgan Experience Centre in Malvern, Worcestershire. The Archive Room contains artefacts, documents, photographs and footage that chart the brand’s 112-year history. The centrepiece is a full-length cabinet housing individual items of historical significance, each with its own audiovisual story, and there are also five large-scale projectors situated around the room displaying rotating content. The remaining walls are adorned with artwork, Morgan parts and trophies, while in the centre, seven display cars represent all eras and models. What’s more, a ‘Design Your Morgan’ feature allows budding designers to express their imaginations on paper. The Archive Room builds upon the Morgan Experience, which offers of factory tours, sports car hire and experience drives. The centre itself underwent a full refurbishment in 2020, and now includes a retail showroom, a new restaurant and a gift and lifestyle shop.
Classic Car Mart August 2021 7
CHECK OUT LOADS MORE NEWS AT WWW.CLASSICSWORLD.CO.UK
REPLICA CASE RUMBLES ON he furore surrounding a Jaguar C-Type copyright infringement case rumbles on, with the case to be heard in the Swedish Court of Appeal during the first half of 2022. Last December, Jaguar Land Rover won a landmark copyright infringement case at the High Court in Sweden, giving the brand copyright protection over the C-type’s external shape in a case it brought against a retired Swedish company which had built a replica of the iconic model, and supposedly had plans for their company to make more. It led to the defendants Karl and AnnChristine Magnusson hitting back with their side of the story, branding Jaguar “the unacceptable face of capitalism” and setting up a crowdfunding page to help support a challenge to the ruling. The Swedish Court of Appeal granted the Magnussons leave to appeal in March, meaning that the case will proceed to the court next year. The Magnussons claim that, in April, JLR demanded payment of the £450,000 in legal costs that they had been awarded in the initial court process. In a case that could have much wider implications for the replica industry, we await to see what happens next.
T
UNIQUE ‘AVENGER’ SELLS FOR £13k North American variant of the Rootes Avenger that never made it across the Atlantic has achieved an impressive £13,000 at auction. Sold via the Car and Classic platform, the 30,000-mile example is the only known righthand-drive Plymouth Cricket in existence. It was apparently bought by its first owner from a UK garage that was known for dealing with and disposing of test cars and development models. Built in the UK but to full US specification, it features side marker lights, quad headlights from the GT and 9.5-inch disc brakes as standard. Unusually, this one has the later optional twin carbs but is fitted with US-market
A
emissions gear. It was fully restored by its most recent owner, who had access to piles of NOS parts, meaning this 1500 Cricket looks superb and is ready to use.
Classic Crossword 187 Clues Across 1 Sporty General Motors coupé made between 1968 and 1973 (4,2) 7 Skoda coupé from the 1980s (5) 9 How Fiat’s 131 was also known (9) 10 _ cars, exhibition models like the famous Docker Daimlers (4) 11 Makers of the Khamsin (8) 13 How four-star petrol was also known (6) 14 Left the car in a spot (6) 17 Engineering firm synonymous with performance Sierras and Escorts (8) 19 SEAT hatch brought out in the late 1990s (4) 21 The Panther Rio was re-skinned with this metal (9) 22 The nationality of coachbuilders, Graber (5) 23 The W116 range formed part of this acclaimed MercedesBenz series (1-5) Clues Down 2 A Proton model introduced in 1993 (7) 3 _ hand drive, non-UK spec (4) 4 They made the Courier after Elva (6) 5 Nissan Bluebird successors (8) 6 Follow-up to the Lancia Ardea (5) 8 Close cousin of the Renault 12 from Romania (5,5) 9 Vehicles with brawn like Plymouth Road Runners! (6,4) 12 Makers of the Deauville (2,6) 15 Rover engine once under the Lotus Elise’s bonnet (1-6) 16 MacPherson components (6) 18 Get down to the bare bones of car restoration or maintenance (5) 20 Area of the car below each door opening (4)
Answers to Crossword 186 Across: 1. Broadspeed 7. Trident 8. Reid 9. Plas 10. Wolseley 13. Sintra 14. Picnic 17. Flat-four 19. Base 21. Tico 22. Eventer 23. Studebaker Down: 1. Britannia 2. Opel 3. Dutton 4. Parts bin 5. Dodge 6. R-Types 11. Lancaster 12. Trafford 15. Cherry 16. Superb 18. Lotus 20. Leak
8 Classic Car Mart August 2021
Online Classic Auction 28th -29th July
Lot 954 - 1920 Studebaker Big Six Limousine
If you have a classic or vintage car / bike / campervan / bus / truck that you are thinking of selling please get in touch.Your vehicle will be advertised on our website and in the national press* and viewed by thousands of potential buyers from all over the country and beyond - maximising your chance of *Press advertising subject to availability achieving the best possible sale price for your car! Details of how to enter a vehicle for auction, viewing dates and how to register and bid online can be found at: www.hobbsparker.co.uk/cars Got a classic to sell? Call me to enter your classic vehicle at auction and the sale price we could hope to achieve for you.
Contact James Johnson
Classic Car Auctions
01233 506266 Ashford Market | Orbital Park | Ashford | Kent TN24 0HB
www.hobbsparker.co.uk/cars
*Auction dates & viewing times will comply with any current local government restrictions and may be subject to change or cancellation without notice.
07786 927557 classiccars@hobbsparker.co.uk
Heavily modified British classics felt very much at home at Goodwood. Naturally they were more than eager to play on the track too.
JOHN SPRINZEL:1930-2021
otorsport legend John Sprinzel sadly passed away at the age of 90 last month following a brief illness. Born in Berlin in October 1930, he enjoyed a long and varied career that included stints as a rally driver, racing driver, event organiser, engineer, businessman, author, commentator and even a windsurfer. Sprinzel came to prominence for his motorsport exploits in the late 1950s. He finished third overall in 1958’s inaugural British Saloon Car Championship driving his own Team Speedwell Austin A35, and in 1959 won the British Rally Championship in an Austin-Healey Sprite, navigated by future BMC and Ford competitions boss Stuart Turner. Together they also won the 1959 BTRDA Rally Championship. Earlier, in 1957, Sprinzel and future Formula One Champion Graham Hill founded tuning firm Speedwell Performance Conversions Ltd, where he helped develop an alloy-bodied coupe version of the Sprite known as the Speedwell GT. Sprinzel later sold his shares to Hill and joined the Donald Healey Motor Co to set up a Special Tuning division in London, where he was instrumental in creating the Sebring Sprite – a car he raced to a class win at the 12-Hours of Sebring and then to second place overall in both the LiegeRome-Liege and RAC rallies, all in 1960. Later in the decade, Sprinzel opened his garage in trendy Lancaster Mews, Bayswater, whilst continuing to compete in high-profile rallies. These included the 1968 London to Sydney Marathon in an MG Midget alongside Roy Fidler, but a broken stub axle forced their retirement whilst leading the privateers. In 1973, Sprinzel retired from motorsport to concentrate on his expanding car dealership network across the northern home counties. He would later pursue an alternative career in sailing, crewing on ocean-going racers and representing Greece for three years in the World Windsurfing Championships from 1982-1984. As an author, he also wrote three books and a tuning manual for BMC cars, and spent his later decades in Hawaii with his wife Caryl. Renowned for his friendly personality, he will be sadly missed.
M
WEEKENDER UNITES DIVERSE CLASSICS U
ntil very recently, the idea of congregating at Goodwood for a large-scale automotive event seemed like pie-in-the-sky. And yet, over the sunny weekend of May 29-30, the stars aligned to bring a car show back to the iconic West Sussex circuit. The event in question was the Retro Rides Weekender. For the uninitiated, Retro Rides is a forum that’s catered for a particular type of enthusiast for a couple of decades – those with an interest in modified classics (and frequently these days, modern classics). The scope is broad; if it’s cool, it’s cool. The forum’s flagship event, the Gathering, has been running for many years, and in 2018 it launched a sister show, the Weekender, down at Goodwood. Naturally nothing happened in 2020, but the tiny silver lining to the massive Covid cloud is that, in terms of car shows, people are more eager than ever to get out there. A lot of folks have been very busy in their garages, as the Weekender demonstrated: we spied a rotary-
Retro Rides is a broad church spanning the eras; high-end Autodelta Alfas rub shoulders with homebuilt track cars and modified classics. powered Mk3 Escort, a Bonneville-style Audi A2, a 205 CTI with a turbo’d Honda engine and a bike-engined 2CV – diversity is the watchword at Retro Rides. And best of all, everyone was wearing a huge smile. This show had been a long time coming.
A keen representation of what Retro Rides is all about, taking surprising base cars to build outlandish customs. In this instance, an Audi A2 has been reimagined as a Bonneville salt racer. Inset: There’s a particular affection for Japanese classics at Retro Rides. This Toyota was modified in New Zealand and imported.
10 Classic Car Mart August 2021
1950s to late 1990’s, Absolutely Anything and Everything Considered, Polite friendly service
Modified, Close Ratios, Heavy Duty 50 Years of Experience Complete Boxes and Parts Mail Order or Collection
Best of the Best, Daily drivers, Restorations projects, Barn finds, ££ Nationwide collection ££
Telephone: 01580 714114 bghgeartech@btconnect.com www.bghgeartech.co.uk Kent, TN17 3LE
AUCTION NEWS REVIEW: HISTORICS, ASCOT RACECOURSE, MAY 15 aving twice rescheduled its April sale, firstly due to the pandemic and subsequently The Duke of Edinburgh’s funeral, Historics was keen to return to its planned auction calendar. Hence, less than a month after its April sale, the doors of Ascot Racecourse opened once again on May 15 for a sale of 166 consignments from a record 47 different marques. Over 800 visitors attended the three viewing days, with some 1200 gathering during sale day while respecting Covid-19 health and safety requirements. In addition, over 800 online bidders from 24 countries added to the spectacle, accounting for 40 per cent of all sales. The entries spanned an entire century, with the oldest lot sold a 1906 De Dion-Bouton AL2 at £39,620 and the youngest a 2020 Chevrolet Corvette C8 Z51 Stingray Coupe at £101,920. As usual, there were cars to suit all tastes and pockets; a 1960 Aston Martin DB4 Series II was the highest value entry at a whopping £385,000, but at the other end of the scale, £1680 was enough to net a 2001 MG Rover ZS 180. As we’ve come to expect from Historics, Mercedes-Benz was very well represented, with no fewer than 20 examples of the marque on offer. These included a partially-completed 1971 Mercedes-Benz 230 SL Pagoda, which completely trounced its £29,000-£36,000
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This right-hand-drive 1975 BMW 3.0 CSi had recently had £100,000 spent on its bare-metal restoration, which included an interior retrim. Estimated at £42,000-£46,000, it went on to sell for £52,640 – still good value given the vendor’s investment. estimate to sell for an astonishing £94,080. Elsewhere, a brace of restoration project Alfa Romeos offered at no reserve also sold strongly, with a 1967 Spider 1600 Duetto reaching £35,092 and a 1960 Giulietta Sprint Speciale soaring to £78,400. By the close of proceedings, 127 of the 166 entries had passed to new owners, returning a
sale rate of 76 per cent. Interestingly, 1990s classics proved to be the strongest sale category, with the 28 entries returning a sale rate of 87.5 per cent. Historics’ next sale will take place at its Windsorview Lakes venue near Datchet on July 17. In the meantime, the full list of results from the May sale can be found at www.historics.co.uk.
This rare right-hand-drive 1967 Fiat 850 Idromatic showed a mere 22,100 miles and was offered with no reserve. At £2912, it looked an excellent buy.
Another no reserve entry, this bodykitted 1985 Mk3 Ford Escort XR3i showing a mere 34,599 miles sold for £11,093.
This 1960 Alfa Romeo Giulietta Sprint Speciale is a former multiple concours winner but now in need of restoration. It went on to sell for £78,400.
This partially-completed 1971 MercedesBenz 230 SL Pagoda restoration project was estimated at £29,000-£36,000, but went on to sell for a remarkable £94,080.
This ultra rare 1998 Porsche 993 Turbo S sold for an impressive £279,000 – close-on the midway point of its £250,000-£300,000 estimate.
This genuine 1965 Mustang GT Fastback boasted factory-fit manual transmission and air conditioning. It sold above its £33,000£42,000 estimate at £51,520.
12 Classic Car Mart August 2021
OR MAYBE...
H&H, £11,550
H&H, £26,250
600
MORRIS LESLIE
HISTORICS, £61,
, £1200
REVIEW: MORRIS LESLIE, ONLINE, MAY 22
This 1983 Mk1 GTI was running a later engine but came with its original. Despite some paintwork issues, it still made £7200.
Ready-to-use MGB GT represented great value at a hammer price of £3100.
ike many of the classic auction houses, Morris Leslie elected to retain the online format for its May 22 sale during which some 106 lots were efficiently despatched complete with a live YouTube video stream. The catalogue included everything from a 1935 Wolseley Nine to a 2017 Bentley GTC, with plenty of ’70s and ’80s fare in between. Perhaps the star performer was the 1993 Jaguar XJS coupe, a lovely late-model
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example estimated at £4000-£6000 which was hammered away for £12,250 showing the sustained demand for these later cars. Meanwhile, a 1989 Porsche 911 with a lower estimate of £25,000 didn’t stop until the hammer dropped at £35,800. Older classics doing well included a 1961 Hillman Minx, estimated at £3000-£3500 which made £5300 under the hammer, while a 1967 Austin-Healey Sprite cruised past its
£8000 upper estimate to sell for £11,200. One unlikely performer was a basket case Mk2 Golf GTI estimated at a mere £250 which was bid up to £1200, while the Mk1 GTI we all had our eyes on made £7200. We’ve picked our favourites from the sale here and the next outing at Morris Leslie will be on August 21. More details at www.morrisleslie.com/ auctions/classic-cars.
At £3000, this charming Austin A35 intriguingly fitted from new with A30 running gear neatly reached its upper estimate.
The hammer fell on this 1989 Porsche 911 Carrera 2 some £10,000 above its lower estimate, showing the demand for the 964 generation.
This 37,000-mile Vauxhall Viva HB dating from 1973 made a credible £5100.
Top-spec Allegro – or Vanden Plas 1500 to use the proper name – made £5300, thanks to its unusually solid bodywork which had Ziebart rustproofing from new.
A late-model coupe with the 6-litre V12, this 1993 XJS looked stunning and the hammer dropped at £12,250 – more than double the upper estimate.
Well-presented 1983 Fiesta XR2 was hammered away for £13,250.
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REVIEW: H&H, DUXFORD, MAY 26
O
ver 120 cars were on offer at H&H Classics’ first ‘in person’ auction since the pandemic restrictions started to ease. Held at the Imperial War Museum, Duxford, a total of 99 cars changed hands for a selling rate of 80 per cent, with the gross sales amounting to £2.8 million. The auction house reported strong and positive responses from clients to the return to the more traditional form of auction, suggesting that there may be less widespread appetite for online-only auctions to continue once restrictions are loosened. Headline results include the £100,000 paid for a 1952 Bentley MkVI with Park Ward drophead coupe bodywork – one of five Bentley MkVIs in the sale. An equally glamorous Daimler DB8 Special Sports Drophead sold for £44,850, which is a record for the model and over twice its estimate. A Ferrari 360 Modena from the turn of the millennium and formerly owned by F1 driver Martin Brundle went for £63,250 while a
One of only 57 Bentley MkVIs built with Park Ward ‘No.99’ drophead coupe bodywork (which included a power-operated hood), this 1952 example had been treated to a full restoration and retrim as well as some mechanical upgrades. It sold for £98,333 including premiums. stately 1929 Rolls-Royce 20/25 with a non-original tourer body changed hands for £94,300.
Here are some other results which caught our eye. Full results can be viewed at www.handh.co.uk. CCM
Restored 15 years ago and sold with a large history file, this Austin A90 Atlantic Sports Saloon sold for £13,781 including premium.
This Surrey-topped TR4 stood out on steel wheels. Useful upgrades meant that the hammer price was a worthy £22,500
Ex Martin Brundle Ferrari Modena with the rare six-speed manual gearbox came in at a price of £61,875.
This 1998 Aston Martin DB7 showed 47,000 miles and over £25,000 worth of receipts, helping it to achieve £29,250.
This low-mileage 280SLC came with a recent haul of concours trophies for £25,875 including premium.
Mk2 Ford Capri 2.0S was Ziebarted when new and had covered only 48,000 miles which helped the sale price up to £11,250.
This 1972 MGB had been extensively restored and ‘backdated’. The hammer fell at a very healthy £21,375.
This 1975 Lincoln Continental MkIV Versailles Edition with 7.5-litre V8 sold for £16,312 including buyer’s premium.
This Austin Seven Chummy with pram-hood roof from very early in the life of the ‘Baby Austin’ changed hands for £21,375.
14 Classic Car Mart August 2021
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MARKET TRENDS WEDGE FUND After a slow start, the TR7 is becoming an increasingly appreciated classic Words: Jeff Ruggles
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or so many years, the Triumph TR7 was something of a poor relation. It was frowned upon by enthusiasts of the older TR models, with the poor reliability reputation of the earliest cars causing lasting damage to its image and the wedgy Harris Mann styling caught in the uncomfortable abyss between classic and modern. But time has increasingly become a healer and the TR7 is now looked upon with much more of a nostalgic fondness – with prices rising in accordance. Radically different from its six-cylinder, opentop TR6 predecessor with its separate chassis, the TR7 was launched into the USA in 1975 as a two-seater monocoque coupe with a 2-litre ‘slant four’ motor, MacPherson strut front end and four-linked rear axle. UK buyers had to wait until May 1976 to get their hands on the new car, which was produced initially at the Speke facility on Merseyside. However, Speke was troubled by industrial action and its cars suffered from indifferent build quality, leading to the facility’s closure in 1978. Production moved to Canley instead, which brought about higher quality assembly and the introduction of a five-speed gearbox. An eagerlyawaited convertible was introduced in early 1979, once again in the USA before the UK,
Late-model coupes are now rising in value.
16 Classic Car Mart August 2021
Convertibles were first to attract strong money. with right-hand drive deliveries beginning in early 1980. The Rover V8-engined TR8, meanwhile was only marketed in left-hand drive form, with the majority going to the USA. A few right-hand drive examples managed to escape, but many TR7s have subsequently been retrofitted with V8 motors. Late in the summer of 1980, production went on the move again, this time to the Rover site at Solihull. However sports cars no longer figured in the company’s plans, and production finally ended in October 1981. ROLE REVERSAL Back in the day the convertible was the car to have and in later production it’s though as many as ten convertibles were produced to every
coupe. As the cars got older, the convertible remained in favour as the classic of choice, carrying a premium over the coupe. Back in 2015, a tidy convertible would have set you back around £3500, with only the exceptional cars topping £5000 and coupes around 25 per cent cheaper. By 2019 though, you needed around £5500 to get a decent TR7, and around £8500 for one of the best. It also seems that the gap between convertibles and coupes has diminished, and in a few cases, reversed. The early Speke-built fourspeed coupes have become more appreciated for their all important rarity factor, boosting their appeal, but the later coupes are also rare nowadays and have also been commanding strong prices. In recent months, we’ve seen some significant sales that have served to really bring overall values up. In May, a 1981 convertible sold for almost £18,000 at Historics, though that was perhaps an anomaly as it had only covered 2101 miles from new. More interesting is the £10,080 commanded by a very late coupe, with another low mileage example at CCA selling for £12,000. Out of the top five auction sales for standard cars in the last two years, three have been coupes. In addition, two good usable coupes have also sold in the last year for just over £5000, while comparable convertibles have tended to be a little lower in price. Spend over £10,000 and you’ll find V8converted cars and the odd example with Sprint running gear too. Whichever model you choose, a TR7 remains easy to own. Panels and early trim can be hard to find, but specialist support is excellent and there’s not much else you can’t get hold of. When combined with looks that will now turn more heads than many a more traditional TR, it’s no surprise that once-maligned wedge is finally on the up. CCM
32 2021 WANTED, Your Triumph, Cash waiting
Robsportint
CLASSIC ROAD TEST: BENTLEY MkVI
STANDARD FARE We revisit a real survivor from the era which took Rolls-Royce and Bentley into a brave new postwar world and introduced the standard steel body. Words and photography: Paul Wager ou’ve no doubt been reading a great deal about Sir William Lyons this year, courtesy of the E-Type’s 60th anniversary, but brilliant though the Jaguar founder clearly was, the world still judged him hopelessly optimistic when he went straight from MkV to MkVII, never marketing a car badged as MkVI purely on the grounds that Bentley was already selling one. It may be just a little quirk of automotive history, but that one nugget of information tells you all about the direction Rolls-Royce was taking its Bentley subsidiary in the immediate postwar period. Lyons may have had ideas above his station if he thought buyers might confuse his cheaply made products with the hand-built Crewe range, but it was obvious to R-R management that the times were rapidly changing and that a new direction was needed. As the war drew to a close, Rolls-Royce’s Chief Engineer W A Robotham and Dr F Llewellyn Smith, head of the car-making division expressed the view that when peace returned a new approach would be needed. Not only would the expected postwar austerity make the sheer cost of the firm’s lavish coachbuilt cars less attainable but it would also render them less socially acceptable. The newlyinstalled Labour government’s heavy tax regime
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didn’t help matters either, with the wartime Purchase Tax remaining in place even after the return of peace and nearly doubling the price of a top-end coachbuilt car. There was also the very real possibility that a postwar skills shortage might cripple the traditional coachbuilding industry in any case. The solution seems obvious with hindsight: instead of selling rolling chassis to be despatched to a customer’s chosen coachbuilder, simply provide fully-built cars from the factory. This was, after all, what other car makers were doing but it was a big step for Crewe, not made any easier by the firm’s tiny production volumes. Usefully, coachbuilder Park Ward – by then a Rolls-Royce subsidiary – had been offering all-steel bodies on Rolls-Royce chassis since the mid 1930s and it was this expertise which was used to develop the new body. The basic body shape had been worked up during the final days of the conflict and John Blatchley as Chief Styling Engineer (and later to head up RollsRoyce’s newly established styling department) did a neat job of refining the final style. The bodyshells were constructed by Pressed Steel on the section of the Cowley site which today churns out the modern MINI for BMW. It’s said that the production volumes were so small by the standards of Pressed Steel’s normal
The lighter weight of the factory steel bodywork over coachbuilt cars aided performance.
20 Classic Car Mart August 2021
Bentley's ‘F head’ straight-six is good for around 130bhp.
business that they initially questioned the order, but presumably the prestige of the contract won the day. The MkVI may have been conceived in the name of rationalisation and what in modern parlance we’d refer to as downsizing, but the standard steel body was nevertheless a model of elegance, its neatly judged proportions the equal of any high-end coachbuilt creation. No doubt this car’s original owner, hotelier Charles Winslow-Taylor was hoping to fly under the radar in the austere postwar world when he specified his new Bentley in what can only be described as battleship grey, but even such a low-key colour can’t disguise the car’s elegant lines. Taylor at the time owned London’s Basil Street Hotel and no doubt the MkVI served as suitably upmarket yet understated transport for its wealthy clientele, remaining in the ownership of the hotel for a good decade. A frosty winter morning in a business park in rural Herefordshire might be a world away from 1950s Knightsbridge, but even with the patina
Classic Car Mart August 2021 21
Standard steel body is elegantly proportioned. The unassuming grey would have been in keeping with ’50s asuterity. it’s acquired over its seven decades on the road this MkVI still exudes a quiet class today. It still feels like something special too, with details like the rear-hinged ‘suicide’ doors reminding you of its 1940s origins and little details making the point that even if Crewe had made the move to a factory-bodied car, it still wasn’t going to follow the herd. That’s why anyone new to the MkVI and its descendants will invariably trip over the gearlever as they get behind the wheel. As with the MkV, right-hand drive models of the MkVI positioned the manual shift to the right of the
driver – something which might have permitted a full-width bench seat but which isn’t the most convenient feature and explains why regular drivers develop the habit of leaving these cars in reverse to tuck the lever out of the way. The MkVI initially carried over the 4257cc ‘F head’ straight-six powerplant from the MkV, although it received suitable upgrades including a rubber drivebelt to reduce the number of timing gears in the front casing. The earlier cars featured a 6.4:1 compression ratio to cope with the poor quality of postwar fuel, but with twin 1.5” HS6 SU carburettors proved powerful
Interior is full of Fifties charm. The radio would have been a real extravagance.
22 Classic Car Mart August 2021
enough to make the car lively, assisted by the standard steel body being noticeably lighter at 1800kg than traditional hand-built coachwork. The ‘F head’ engine combines a sidevalve layout for the exhaust valves with overhead inlet valves and although relatively unusual was a layout which would persist into the 1950s – indeed, Rover would be using a similar ‘inlet over exhaust’ approach in its P5 until the early 1970s. In the case of Rolls-Royce though, it was chosen as a means of allowing larger valves without impacting on mechanical noise from the engine bay. When seeking to improve the power output of the old prewar ‘L-head’ units, it had been discovered that the cylinder bores couldn’t be enlarged without impacting on the space required for sufficient water cooling passages, but by losing the pushrods, space could be created within the casting. Moving to a full overhead-camshaft layout however was regarded as being too noisy for a Rolls-Royce product and so a compromise was achieved: losing just one set of pushrods created enough space to enlarge the bores to 3.5 inches, while the separation of inlet and exhaust valves allowed both to be usefully enlarged. The move would also facilitate a further stretch to a 3.625-inch bore from 1951 to arrive at a 4566cc capacity, although this 1950 example uses the original ‘small bore’ unit. Firing up the MkVI involves the traditional combination of key switch and starter button, with a manual choke being located on the steering wheel in the form of a mixture control.
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The focus on smooth running and perceived mechanical refinement clearly paid off, with the MkVI sounding remarkably smooth at idle, the gentle exhaust woofle more prominent than mechanical clatter. Manoeuvring out of a parking space immediately shows the car’s age, the low-geared steering needing a good deal of muscle at parking speeds despite what urban rumour once suggested was the largest steering wheel fitted to a production car at 18 inches diameter, but once at walking pace it lightens up and the car feels recognisably familiar, no harder to pilot than a ’50s Morris Minor for example. That is, apart from the right-hand shift which will catch you out every so often, needing a glance down when a flailing hand fails to connect with the lever. On the subject of which, R-R and Bentley aficionados have often claimed that the threesynchro four-speed box in these cars was one of the marque’s high points and although it lacks the precision of a modern shift, by the standards of the era it’s easy to master: a light shift action is allied to a positive gate and it’s seldom you find yourself wrong-slotting it. Interestingly, at the time owners were advised to use second gear from standstill under normal conditions, which must have shortened clutch life considerably despite the engine feeling usefully torquey. This was of course the era when Rolls-Royce declined to mention power outputs, although estimates have since placed it at around 130bhp and it feels lively with a delightful bark from the exhaust when it’s asked to deliver. Having driven the R-Type Continental recently, it’s interesting to feel the similarities between the two generations of the same powerplant and while the MkVI may be some way off the pace of the Continental, it’s still more sprightly than the average postwar car of this size. Crucially, it was some way quicker than the Jaguars of the era which in the days before the XK engine was added to the saloon range were criticised for their leisurely performance. Certainly it was enough to propel the MkVI to a top speed just shy of 100mph which was strong stuff in the early ’50s and would have made drivers grateful for the powerful braking system. A drum system naturally, it’s intriguing in the details, combining hydraulic actuation for the front wheels with a mechanical rear system yet adding a servo to the mix. A signature feature of Rolls-Royce and Bentley models from this era, the mechanical servo (effectively an oil pump) is driven from the propshaft and although it primarily assists the
front brakes, it’s arranged so that it also helps out with the rears. It may sound complicated but it works well and gives the MkVI surprisingly modern levels of stopping power when everything is adjusted up properly. As for the rest of the driving experience, the MkVI’s chassis was derived essentially from that of the MkV, which means independent front end courtesy of coil springs and wishbones, paired with a leaf-sprung live rear axle. It’s a common layout from bigger cars of the period, but the Bentley goes one further with one of the earliest adjustable ride systems, dubbed ‘ride control’. A pump driven from the propshaft provides a pressurised oil supply to the double-acting rear dampers which moves metal bellows inside the units to either compress or release the pressure on the damping oil. Impressively for the ’50s, the system is operated from a steering wheel control and although it might not be as subtle as today’s electronic active systems it’s a measure of the MkVI’s positioning in the market of the day. Indeed, even a short spell at the wheel of a MkVI can’t fail to instil an affection for the car, especially one with a timeworn patina like this: no show queen, it’s very much a usable car and offers a sufficiently modern driving experience to be a very
practical proposition – you could use this daily in the summer months and enjoy every minute of it. It’s this mixture of traditional attention to engineering detail, quality of construction and the modern features the company knew it was expected to embrace that makes the MkVI a significant classic – and it remains an affordable prospect, too. We sampled this car before it sold in the Brightwells auction for £13,200 and for a usable 1950s car of this quality that suddenly looks like a great bargain... enough in fact to tempt me away from something more modern like a Turbo R or Arnage. CCM DAWN OF THE NEW ERA The move to a standard-bodied factory-built car was inevitable, but such was the trepidation felt by Rolls-Royce management at such a significant change that the new concept was introduced cautiously with the Bentley brand first – something which would be repeated with the first of the turbocharged cars in the 1980s. As a result, the standard steel-bodied RollsRoyce wouldn’t appear until three years after the Bentley, with the Silver Dawn being launched in 1949. The Dawn would share the same body as the MkVI, remaining in production until 1955.
ON YOUR MARKS The world may have judged Lyons to be getting above himself when he avoided marketing a Jaguar MkVI on the grounds that people may confuse it with the Bentley, but by the time Crewe came round to developing the big-booted successor to the MkVII Jaguar had become a more credible competitor. The Jaguar MkVII was in production from 1950 to 1954 and it was naturally assumed that it would be followed
24 Classic Car Mart August 2021
by a MkVIII. As a result, Crewe had already developed its own new car under the name MkVII but when the facelifted Jaguar continued with the MkVII designation (it’s commonly known as the MkVII M in Jaguar circles), there was much consternation at Crewe: handbooks had to be reprinted and the model was hastily renamed the R-Type after its chassis designation RT.
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TWIN TEST: RENAULT 5 GT TURBO v GOLF GTI Mk2
CLASS WARS The stars have aligned to make the Renault 5 GT Turbo and Mk2 Golf GTI rivals for a nostalgic hot hatch fix, but which offers the best experience? WORDS AND PHOTOGRAPHY: JEFF RUGGLES
et’s get the elephant out of the room first of all. By 1990, the Renault 5 GT Turbo and the Volkswagen Golf GTI were not quite direct competitors. The frantic and sometimes flimsy Renault had a small carb-fed pushrod engine with a turbo strapped on, while the Golf was a more grownup, more expensive affair with the option of five doors and an injected 1.8 motor. And yet, with supply of ’80s and ’90s hot hatches outstripping demand, there’s been a real levelling up. It’s a seller’s market these days, and that means both of this cars will likely be on the radar for nostalgia-fuelled buyers. Fortunately, we
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26 Classic Car Mart August 2021
were able to get hold of a pair of last-of-the-line examples to help decide between the two. In any case, these cars have a lot more in common than is first apparent – especially if you go back to the beginning. Back in the formative years of the hot hatch, long before the term entered the mainstream, both VW and Renault were early pioneers. The Golf GTI is almost universally recognised as the daddy, but Renault got the jump on its German rival by a couple of months when it launched a hotted up version of its 5 supermini in 1976. Known as the Alpine, the sporty 5 was fitted with a 1397cc Cléon pushrod engine with a twin-
choke Weber, which despite tracing its roots back to the early ’60s, was good for 93bhp – twice that of a stock 1108cc car. Also endowed with a five-speed gearbox, the Renault could hit 60mph in 9.7 seconds and manage nearly 105mph. Exterior-wise it really looked the part, distinguishable by deep dish Fergat steel wheels or polished alloys, front fog lights and neat stripes, while inside you got smart high-back seats and a sporty steering wheel. Despite being beaten to the first punch, however, the Golf was more advanced than the Renault. Development began with VW engineers working out of hours on a ‘Sport Golf’, raiding the
VAG parts bin and fitting a 1588cc OHC engine that had been developed for the Audi 80GT. The car was later renamed the Golf GTI and fitted with Bosch K-Jetronic fuel injection instead of carbs, which not only made it good for 108bhp and a 9-second 0-60mph time, but made it turn-key reliable too. Meanwhile, the pretty Giugiaropenned exterior was given its trademark red pinstriped grille, extended arch lips, a chin spoiler and wide steel wheels, resulting in a great-looking car that could do 110mph. The GTI was originally sold exclusively in West Germany but in 1977 Volkswagen began importing left-hand drive versions to the UK.
However, it wasn’t until 1979 that VW finally started building right-hand drive models. Once again though, it was beaten by Renault. The right-hand drive version of the Alpine was shown at the British Motor Show in 1978 and was officially on sale from April 1979 – still months before a right-hook Golf GTI arrived. It was sold in the UK as the Renault 5 Gordini because Chrysler Europe was already using the Alpine name for the UK-market version of the Simca 1307. Development for both cars continued, to the extent that an early Mk1 GTI with its two headlights, four-speed box and metal bumpers
is a quite a different beast from a late-model one with quad front lamps, alloys, a five-speed box and the larger 1781cc motor. The bigger engine only boosted power by 2bhp, but with a useful additional slug of mid-range torque. Changes were afoot for the 5 too. Renault was at the forefront of turbo technology in Formula One in the late ’70s, debuting its 1.5-litre V6 turbo-engined RS 01 at the British Grand Prix at Silverstone in July 1977, and would filter some of that know-how down to its road cars. It launched the 160bhp homologation special mid-engined 5 Turbo in 1980, but by 1982, the Gordini version had also been
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turbocharged courtesy of a Garrett T3 blower. Replacing the naturally-aspirated model, it produced 110bhp and was good for 112mph. That handily made it a match for the Golf. GROWING UP Volkswagen didn’t stand still though, and soon after the Golf grew up considerably. Arriving in the UK in March 1984, the new Mk2 Golf was the result of a £500m investment and boasted some far-reaching engineering changes to make it a much more complete car than the outgoing Mkl. Although the basic platform was that of the Mk1, its replacement Mk2 featured a two-inch wider track and three-inch longer wheelbase plus a bodyshell larger in all dimensions. This allowed for more interior space, and made the Golf more family-friendly. It also made it heavier, at around 920kg compared to the Mk1’s 840kg. However, the Mk2 focused on efficiency, with details like integrated rain gutters and flush-fitting quarter lights enabling it to post a drag coefficient of just 0.34 – a significant improvement on the 0.42 of the Mk1. So while the GTI continued with the 112bhp 1781cc powerplant, it had a slightly higher top speed of 118mph rather than 114mph and got to 60mph almost half a second quicker – at least, according to the heavily-contested figures of the period.
Underneath, the chassis design used the same concept but wheel travel was increased, while the rear axle gained a kid of passivesteer in the guise of V-shaped toe-correcting bushes which allowed even more capable handling. It also stopped a lot better; the Mk1’s brakes were always an Achilles’ heel thanks to the brake master cylinder remaining on the left-hand side and being operated by a crude cross linkage. There was none of that kind of compromise for the Mk2 though, which was properly engineered for right-hand-drive, and in any case, had discs all round. In the spring of 1985, the GTI’s versatility and shift upmarket was further emphasised by the availability of a five-door version. It was otherwise identical to the three-door except for the extra doors and standard-fit alloys, while both models gained a twin-tailpipe exhaust. A year later, the 137bhp 16-valve GTI arrived too, which was a response both to Ford’s turbocharged Escorts and the greater pace of Vauxhall/Opel’s Astra GTE with its 2-litre engine. From here the Golf continued relatively little changed apart from a facelift in August 1987 that brought in wider grille slats and the removal of the front quarterlight windows. Then, for the 1989 model year, the GTI gained chunky colour-coded plastic bumpers which have since given these cars the nickname ‘Big
Bumper’ – as exhibited by the example we see on these pages. To continue the parallels between the pairing, the Renault 5 was also considerably updated with the arrival of the new ‘Supercinq’ model, which arrived in the UK in 1985. This was an even bigger rework than the Golf, with a completely new bodyshell styled by Marcello Gandini to retain the aesthetic of the original 5, and a platform based on that of the larger Renault 9 and 11. As with the Golf, the new body was wider and longer, with 20 per cent more glass area, more interior space and a lower drag coefficient – this time of 0.35. Another huge change was the engine position; the original 5 had a longitudinally-mounted engine, but the new cars had their engines mounted transversely, as well as the addition of MacPherson strut front suspension. There was a new forced-induction version too, known as the 5 GT Turbo. Once again it used the ageing, carb-fed 1397cc pushrod motor, but with a smaller Garrett T2 turbocharger. Weighing a mere 850kg, the 113bhp GT Turbo was a rapid performer for the time, reaching 60 in under eight seconds on its way to a top speed of 123mph. Suspension upgrades included lowered ride height and a special ‘four bar’ torsion beam at the rear, together with anti-roll bars at both ends. You also got discs all around that were ventilated at
“The new cars had their engines mounted transversely, as well as the addition of MacPherson strut front suspension”
The late-model ‘Big bumper’ car is something of a Holy Grail on the VW scene.
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Although effectively a facelift of the Mk1, the Mk2 Golf was larger in all dimensions.
Quad lamps, BBS cross-spokes and red pinstripe are all enduring signature GTI features. Cabin is more sober than the Renault but is also more civilised on long trips.
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the front. Fitted with a chunky bodykit and alloys, the 5GTT really looked the part, too. It wasn’t without its problems, however. The car’s reputation for hot-start hissy fits was eased by a 1987 facelift that included water cooling for the Garrett T2 turbo, ignition changes to boost power to 118hp and a painted bodykit. In this guise, 125mph and a 0-60 sprint in 7.5 seconds were possible. Both cars would depart in 1991, with the GTI replaced by the bulkier Mk3 model and the 5 GTT by the Renault Clio 16v. Both of our cars here are from the final year of production, with a black three-door Golf GTI 8-valve guise lining up alongside a Renault 5 GT Turbo in Tungsten Grey. They are extremely well kept examples belonging to the same owner, Ben De Grouchy, and as such they offer an excellent opportunity to sample both cars on a level playing field. Exterior-wise, it’s the Renault that shouts loudest and evokes the greatest degree of nostalgia. That’s in part due to its bodykit with its squared-off arch extensions and bold graphics, but also due to its rarity. Fewer than 300 are thought to remain on our roads, with many modified beyond recognition with Max Power-era bodykits and Ali-G style letterbox exhausts. To see one in its original form on its tiny 13-inch wheels is both refreshing and pleasing.
The big-bumpered Golf wears sporty 15-inch BBS alloys and boasts trademark red detailing around the grille and on its rubbing strips, but it was never as exciting to look at in period as some of its rivals, and is still familiar enough to go under the radar today. On the whole, the Golf boasts a more mature, premium appearance that can blend in and do discreet in a way the Renault can’t. It’s always been a more classless car than the Renault, suitable for city slickers and families alike, while the 5 hasn’t managed to completely shake its boy-racer image. The more mature feel of the Golf continues inside. At around 14 inches longer and four inches wider, the VW is naturally bigger and more practical than the Renault. It also lives up to the German efficiency stereotype in that it feels solid and well-built without being too brave or exciting – the dimpled golf-ball inspired gearknob is about as thrilling as it gets. Climb in the Renault though, and things reverse. You’re immediately looking at funky orange on black dials through a much sportier Momo-style three-spoke steering wheel, while the seats are softer but more sculpted to wedge the driver in place. The quirky shelf-shaped dash is also more adventurous in its design, but it’s immediately apparent that the quality is not on the same level. While the Golf’s soft-touch trim is strong and sturdy, the 5’s is made of plastic
more akin to a microwave meal tray. Squeaks and rattles are just par for the course for the 5, with Ben informing us that some trim parts have become unobtainable. A glance under the bonnet also illustrates the difference – the Golf is clean and simple, while the turbo’d Renault is myriad of pipes and clutter. The flimsiness-meets-turbocharged nature of the Renault may lead folk to believe it’ll be completely unhinged on the road, but this example was a pleasant surprise. There’s more turbo lag than you’d find from a modern Ecoboost engine for example, but this only adds to the character and it’s not exactly an on-off switch. Remarkably, the boost is delivered without too much torque steer, either. OK, the little Renault is not fast by today’s standards but there’s more than enough grunt there to keep you entertained and it feels quicker than the figures suggest. Besides, the engine is just a facilitator anyway, for it’s the car’s chassis that makes it so fun. The unassisted steering is a joy, being brilliantly weighted and offering plenty of feedback. The turn-in is also impressive, and while not wishing to push this cherished example too hard, it felt a lot more predictable to drive hard than a Peugeot 205 GTI with its notorious lift-off oversteer. It’s a live-wire that seems to thrive on maximum attack, but can be tootled around easy enough off-boost, too.
“The Golf boasts a more mature, premium appearance that can blend in and do discreet in a way the Renault can’t”
It's a long time since we’ve seen a standard-looking Renault 5 GT Turbo.
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The GT Turbo was based on the Mk2 ‘Supercinq’ version of the R5, with transverse engine and MacPherson strut front end.
Underbonnet layout is best described as busy. Interior is definitely more funky than the Golf, even if the plastics quality and general solidity can’t quite match the German car.
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The conclusion is perhaps a surprising one and very much the opposite of period road tests. Criticisms? Well it does give off the occasional whiff of smoke when hot starting, suggesting that it will be fun for a while, but won’t do it for 200,000 miles without issue like the Golf probably would. Its light, flimsy feel also shows how far cars have come in three decades, and with its thin metal and minimal crash protection you certainly wouldn’t want to hit anything in it. Predictably, the fuel-injected Golf starts on the first turn of the key, with no grumbles even when hot. Out on the road though, it becomes apparent that the engine is not as exciting as the Renault in the way it delivers its power. It’s an entirely linear power delivery so you just keep accelerating, but there’s no shove in the back or sense of theatre like you get with the 5. The trade-off is the flexibility you’d expect of a larger capacity engine, being happy in fourth or fifth gear at 30mph or so but still able to accelerate cleanly. A 16-valve Golf would no doubt nudge the excitement up, but the eightvalve has a more useable spread of torque. Besides, back in 1990 the 16-valve was over £4000 more expensive than the Renault, while the 8-valve carried a more modest premium of around £1100. All things considered, the eight-valve is still unmistakably an excellent hot hatch. It’s superbly stable when pushing on, with sharp but safe and predictable handling. The experience is a little more sanitised then the Renault, but get it on the boil and you feel brilliantly connected to the Golf. It’s still hugely entertaining, and there’s the bonus of being able to thrash it all day long. The Renault, on the other hand, requires you – and it – to be in the right mood. And as this is a later Golf with power steering, it’s also a lot easier to
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manoeuvre at low speeds, whereas the Renault can become tiresome. VERDICT The whole appeal of a hot hatch has always been about mixing two personalities; blending practicality with the kind of sporting ability usually the preserve of much more specialist machinery. The decision between the two depends on how far along the sliding scale between sanity and madness you want to be. The Golf undoubtedly does a better job in balancing these parameters, and as such, is the more holistic choice. It’s easier to live with, more reliable, better built, longer lasting, safer and easier to own. The relative rarity of the Renault also means that an equivalent Golf will be a couple of grand cheaper, too. If you want to use one of these cars everyday, then the Golf is surely the one to have. But, the likelihood is that you won’t be doing that these days, which tends to leave the Golf a little shorn of what it does best. And while it doubtless is a joy to own, it’s a little too clinical
to take you to the heights that the flawed but fun Renault occasionally can. If you’re not going to drive it everyday, then why not have a classic that can turn things up to 11? The Renault is clearly not the sensible choice and if you’re not in the right frame of mind its rattling trim may well drive you mad, but its foibles are easier to forgive if you’re not relying on it for the commute. In days gone by, it would have been easy to conclude by saying that the Renault is the car you want to drive and the Golf is the one to own, but these days it’s more dependent on your circumstances and levels of bravery. The VW has long been hot hatch royalty, but the fact that the GT Turbo has us thinking twice is testament to how well Renault did to challenge the mighty GTI with just a 1400 pushrod motor and a carburettor. CCM THANKS TO: Ben de Grouchy for letting us loose in his two prized hot hatches, and for the photo location.
SPECIFICATION MODEL
RENAULT 5 GT TURBO
VW GOLF GTI 8V
ENGINE
1397cc
1781cc
TRANSMISSION
5 spd man
5 spd man
MAX POWER
118bhp
112bhp
MAX SPEED
125mph
118mph
0-60 MPH
7.5secs
8.3secs
LENGTH
3.59m
4.04m
WEIGHT
853kg
920kg
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JAGUAR SPECIAL BUMPER BUYING GUIDE A CLASSIC JAGUAR FOR EVERYONE FROM £1000 TO £50,000
Classic Car Mart August 2021 35
JAGUAR SPECIAL: £1000-£2500
£1000-£2500 This may be entry level money, but it’s still possible to buy a perfectly serviceable classic Jaguar on a shoestring budget. The X300 and X308 generation of XJ saloon are both as affordable as they’ll ever be right now and if you buy the right one it can be a surprisingly easy car to live with, thanks to Ford input in production which improved quality of the XJ40-based models significantly.
X300 XJ With Ford funding, Jaguar was able to update the XJ40 into the car industry onlookers reckoned it could have been from the start and when the V8 engines were added, even the Germans started to worry. Today the ‘X300’ and ‘X308’ generation of XJ saloons make practical, easy-to-own modern classics. The X300 itself came about as an alternative to an ambitious all-new car which Ford cancelled on cost grounds, the alternative being a more classically Jaguar nose and tail essentially grafted on to the XJ40’s centre section. With improved production quality and the AJ16 engines, the result was a winner and would remain in production for four years, until replaced by the V8-powered X308 generation. BODY Check the sills along their full length and the rear wheelarches. Front wings can rust, but are bolt-on. Underneath, check the condition of the radiator support panel and the rear subframe; both can corrode through alarming consequences. Lacquer can peel and will look ugly. ENGINE All X300 six cylinders use variants of Jaguar’s near bulletproof AJ16 engine range, in either 3.2 or 4.0 guise. The coil packs are a known problem on these as they can degrade over time – beware cheap replacements! Timing chain tensioners can wear too; if your car ‘moos’ when you start it, you’re likely to need a top hydraulic tensioner, which isn’t an expensive or complicated job but equally isn’t worth putting off. The XJ12 uses the time honoured Jaguar V12 – a far more complex proposition which in real terms offers little over a 4.0.
The X300: the car the XJ40 could have been. top mount bushes – a notorious weak spot owing to the car’s age and weight. Jags can be heavy on bushes, but all barring the rear top mounts are relatively easy and cheap to get at and replace. A clonk from the back suggesting these haven’t been done isn’t the end of the world, but make sure it’s not the differential. With age and mileage, diffs can wear, and it’s not a small job to replace it. Speed sensitive power steering can fail electrically – which will be down to either wiring damage or a dead relay. WHAT TO PAY The X300 used to be the cheap Jaguar, but values in the last twelve months have really
started to take off. You’ll not find anything of note for under £1500 these days, and realistically you’ll need to spend £2500-£3000 to buy anything really nice. The pick of the bunch is the 4.0 Sovereign as it combines performance, economy and equipment levels vastly in excess of the average 3.2 XJ6. But the 3.2 Executive offers most of the equipment you expect of a Jaguar, and prices on the used market are typically lower. V12s command a premium – you’ll be looking to start from around £3000 and pay perhaps £5500-£6000 for a tidy one. Daimlers also seem to command a 100% premium over equivalent Jaguar specs.
TRANSMISSION Gearboxes are all fairly hardy, whether you have a Getrag 265 manual or one of the automatic options. Six-cylinders use a ZF four-speed, with the 4.0 featuring a Sport mode. As long as the fluid is regularly changed, none of these gearboxes is likely to cause any serious trouble. XJ12 models use the same GM gearbox as the XJR. BRAKES Nothing to worry about here – a fairly simple setup with discs all round and dual circuits. All the parts are available, and the only thing we’d advise you to check is whether the handbrake works. STEERING/SUSPENSION Knocking from the front or rear is likely to be the
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Just £2500 should be enough to source a nice example.
OR WHAT ABOUT..?
An XK8 gamble
The X308 built on the X300’s strengths by adding V8 power.
X308 XJ Created by installing the new AJ-V8 engine into the X300 saloon, the X308 also finally dispensed with the XJ40-derived interior and the result was another step up in credibility against the German opposition. As the ultimate evolution of the XJ40 design, it’s a sought-after car among Jaguar enthusiasts and offers very modern standards of performance. Launched in 1998, the car would bow out in 2003 when it was replaced by the aluminium X350 generation. BODY Bodily, the average X308 is an improvement on the average X300, but there are still areas that warrant close attention. The inner sills rust out fairly easily and front arches can corrode badly. The rear subframes and their mountings can corrode, to a dangerous extent in extreme cases. ENGINE Jaguar’s first V8 was plagued with niggles from new – including premature bore wear caused by fuel degrading the Nikasil bore coatings, timing chain failure through a sheared plastic tensioner, and cooling issues as the thermostat housing – again plastic – could crack. The majority of cars which may present Nikasil faults have long been cured, though, and the parts are available to convert to a metal timing chain tensioner and thermostat housing. With this work done, an XJ8 need present no significant concerns. Throttle position sensors can fail too – which is fixed by changing the whole throttle body. TRANSMISSION The ZF 5HP24 used in these cars is supposedly sealed for life, which means nobody ever changes the fluid. As the fluid degrades, it can lead to drum failure, which means a bill of close to £2000 from a specialist to rebuild the box. If the transmission fault light is on or seems to be stuck in a single high gear, walk away and find another one.
BRAKES Brakes are a fairly standard setup with discs all round, not dissimilar to those on the earlier X300. As long as the brake fluid’s been changed regularly, the handbrake is well adjusted, and they’re not right down to the metal, there’s nothing here that need worry you. STEERING/SUSPENSION Like the X300 and the XJ40 before it, the X308 is fairly hard on suspension bushes. The odd clonk is normal for a used XJ but not right, and you should have the bushes replaced as soon as possible. The only ones which can be problematic are the rear top mount bushes, as access requires the dropping of the rear subframe, but on a good car, it’s worth the time and effort. WHAT TO PAY Avoid cars advertised for just a few hundred quid; they will have issues that will come back to bite you. The very least we’d want to spend would be £1500, at which point we’d book the car in for the metal timing chain tensioner and thermostat housing. Nicer cars could cost up to £4000 – or £9000-£10,000 if they wear Daimler badges. But for our £2500 budget you should be able to get a perfectly decent example of most Jaguar branded specifications with plenty of history and around 100,000 miles.
For the money you might spend on a reasonable X300 or decent X308, you could be ambitious. We’ve seen XK8s sell for as little as £1500 on the right day and yes, they might have been to the moon and back and the interior will be tired at best. But when you’re buying that level of style for such a low price, it’s easy to overlook the issues. Check sills, rear wings, and the undercarriage thoroughly. Don’t even consider a convertible at this price point and expect to find some issues but they’re quite likely to be things that can be rectified with time and patience.
THE REAL ENTRY LEVEL The really affordable Jaguars are the modern classics, the X-Type and S-Type which are both available for just a few hundred pounds. Both have tendency to rust in the sills which are hidden behind plastic covers but assuming you find a solid one, they’re astounding value as an interesting daily driver. Remember, all the early X-Types were four-wheel drive and in a snowy winter will get you to work when your BMW-driving neighbours are still wheelspinning helplessly in the driveway. In both cases, go for the petrol V6 and you’ll find it’s largely bulletproof as long as it’s full of oil and water. Other niggles will mainly be things a DIY-minded owner can sort at home with sufficient patience.
YOU COULD HAVE BOUGHT... £1854
1997 XJ8 Sport Mathewsons, Feb 2021
£1600
1999 S-Type 3.0 SWVA, March 2021
Classic Car Mart August 2021 37
JAGUAR SPECIAL: £3000-£8000
£3000-£8000 It doesn’t take a massive increase in budget to find yourself in the market for something a big step up in performance and the supercharged XJRs are a genuine match for their contemporary generations of BMW M5. Indeed, there are many who prefer the Jaguar’s more civilised ride and understated demeanour as well as its very practical running costs.
X300 XJR Adding an Eaton supercharger to the AJ16 engine liberated 326bhp with a commendably flat power curve and a delightful if discreet whine which revitalised Jaguar’s performance image. Ironically, the XJR was expected to be a niche model selling just a couple of hundred but between 1994 and 1997, 6547 were sold. BODY There’s no bodily difference between an X300 XJR and any other X300, so the trouble spots are the same. Check the sills and wheelarches for any signs of corrosion, as these are the worst areas. They can rot in the bulkhead too, but this is relatively rare. If you can get underneath, check the condition of the rear subframe mountings and the radiator mount panel, as these can corrode away to nothing alarmingly quickly. ENGINE It’s an AJ16, which means it’s one of Britain’s most reliable engines – and the supercharger doesn’t compromise that. Make sure the supercharger oil has been changed, and check the condition of the MAF sensor as these are no longer available new for the XJR. Throttle bodies can accumulate gunge, leading to throttles
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sticking partially open and raising the revs. They can be cleaned, but it’s a far more intense job than on a naturally aspirated example. Coil packs can also degrade over time, causing rough running. TRANSMISSION Most came with the GM 4L80E automatic transmission. Aggressive starts can sometimes confuse the shift solenoids, but these are still available and shouldn’t be too difficult to fit. Otherwise, this is a hardy and long-lived gearbox with regular fluid changes and shouldn’t cause issues. Getrag 290-equipped manual cars are equally hardy, though far rarer. BRAKES There’s nothing complicated here; they’re the same discs and pads as every other X300. STEERING/SUSPENSION Like any X300, strut top mounting bushes can be an issue, as can most other bushings – remember it’s a heavy car, and gets driven hard. XJRs tend to tramline on the 17” wheels, and although 18s will physically fit, they’ll put more load on the suspension. Heavy steering indicates an issue with the electronic speed sensitivity, either wiring or relay.
WHAT TO PAY While you can still get bargains for under £2000, these cars will have high miles and possible corrosion issues. We’d look to spend more like £4500-£6000 and try to find something tidy, with under 120,000 miles and a decent chunk of history. Premiums are paid for cars in Aquamarine metallic, especially if they have black leather, often in the region of 2030%. You can add up to 75% for a rare factory manual. People have converted autos to manual, but these attract a smaller premium.
X308 XJR Launched in 1997 as a regular part of the range, the X308 XJR added the Eaton supercharger to the V8 and boasted 370bhp. In 1999, it gained a new engine management system with a ‘drive by wire’ throttle and 18-inch alloys, with the XJR100 limited edition produced in 2001 to celebrate Jaguar founder Sir William Lyons’ centenary. BODY Bodily, these cars are identical to the standard X308 XJ saloons, so the advice is identical. ENGINE It’s the same AJ V8 as the naturally aspirated cars, albeit modified with a lower compression
Supercharged straight-six in the X300 boasts 326bhp.
ratio to suit the Eaton M112 supercharger. This means that early cars came as new with Nikasil coating for the cylinders but this shouldn’t remain a concern today. You also want to check the condition of the plastic timing chain tensioner. If it can be proven that this has been upgraded to a metal equivalent, it will add value and desirability to the car. If not, budget for the work to be done.
STEERING/SUSPENSION They can get clonky with age – bank on the majority of issues being the strut top mount bushes. While the front set is easy to change, the rears can be a more involved job – don’t be surprised to find the back making more noise than the front. Do check to ensure it is bushing, though, and not a worn differential.
TRANSMISSION The gearbox in the XJR is the Mercedes 722.6 – also known as its 5G-Tronic box. It’s a fivespeed electronically-controlled automatic and is a long-lived box, though as with the ZF, its a sealed-for-life unit. However the fluid can still be changed and it’s reckoned to prolong its life.
WHAT TO PAY You’ll find ropey examples for under two grand still, but avoid these like the plague. We’d be looking to spend £4000-£6000 on something very tidy with history, in a good colour scheme. If you want exclusivity, you could spend nearer to £10,000 on an XJR100 special edition. This came with red seat stitching, Brembo brakes, 19” alloys, and Jaguar built only 100 to commemorate the centenary of the birth of Sir William Lyons.
BRAKES Many came fitted with the uprated braking kit as part of the R1 package, which used larger Brembo rotors and callipers. Be aware that these use different pads to the standard cars and could be harder to source, so check which brakes your car has upon purchase. It should be noted that they are a desirable extra nonetheless and do increase stopping power.
X350 XJ The XJ model unveiled in 2002 may have looked traditional but under the skin it was a state-ofthe-art design. Market demand for increased interior space meant moving to a 3034mm
wheelbase but to avoid ballooning weight, the decision was taken to go with an advanced lightweight aluminium construction. At the time only Audi and Honda had volume-produced aluminium cars, so this was a bold move for Jaguar but the result was that the big car weighed just 1600kg – on a par with a Mondeo. Offered with the 3-litre V6 and the V8 in 3.5 or 4.2-litre flavour, the X350 was also the first diesel-powered XJ in history with the 2.7-litre V6 TDVi. In 4.2-litre V8 form it’s good for 300bhp and is a real wolf in sheep’s clothing as well as being a very affordable ownership proposition. BODY Although the aluminium outer panels won’t rust, the X350 does suffer from reactive corrosion at panel edges which looks similarly unsightly, while the front subframe is steel and can corrode. Additionally, crash damage has to be repaired using a specific process so check panel gaps for evidence of major impacts. The aluminium panels are also easily damaged, so take a step back and check for shopping trolley dings down the sides. ENGINE The petrol engines are the way to go, with both V6 and V8 being very reliable if serviced regularly. V8 knock sensors can fail and replacement involves manifold removal, while V6 oxygen sensors can be hard to change. The diesel offers a great blend of performance and reliability with the reliability issues largely exaggerated. Over-filling the sump can cause it to run on its own oil, while contaminated or diluted oil is thought to have caused main bearing issues. If correctly maintained though, it can be robust.
The supercharged V8 in the X308 XJR is good for 370bhp.
TRANSMISSION The X350 came with no manual option and the life of the ZF automatic can be extended by oil and filter changes, which is also an opportunity to sort out any oil leaks from where the electrical wiring enters the unit.
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The X350 generation is an advanced car behind the retro style.
BRAKES It’s a conventional system, with problems generally obvious like sticking calipers. The rear parking brake is electric, so needs the special tool to retract the pads for servicing. ABS sensors are easy to swap, but at the rear end issues can often be caused by the sensor ring which is part of the driveshaft. SUSPENSION An Achilles’ Heel for this car is the standard-fit air suspension which can be hard work if it starts to become troublesome, but need not be too costly for a keen DIY owner. Height sensors are an easy DIY swap, as is the compressor which is around £150 for a used part. Used air springs can be hand for under £200 a corner, although it’s a labour-intensive job to fit them. Bushes are generally straightforward to replace, with a complete arm being the simple fix. Wheel bearings need a press to replace, although a complete used hub assembly with good bearing is the DIY option. INTERIOR The cabin is a step up in quality from previous XJ generations and wears the years well. Door locks can be troublesome and it’s recommended to sort troublesome locks before they fail with the door deadlocked. An erratic heater fan can be fixed by replacing the resistor but misbehaving dual-zone climate control can require dismantling most of the dash to reach the matrix. WHAT TO PAY The V6 models are your entry ticket: think just under £2000 for a 3.0 SE showing 165,000 miles, rising to around £4000 for a nicely specced example showing 80,000 miles. You can expect to pick up an early 4.2-litre V8 for around £3000 with a few dashboard warning lights to keep you busy and 100,000 miles
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showing, rising to £4000 for the nicer cars and £5000 if you want to see fewer than 100,000 miles. The diesel starts at around £3000 for miley examples, rising to around £7000 for sub-100k miles and closer to £9000 for the lowmileage examples.
OR WHAT ABOUT..? S-Type: A good S-Type, perhaps with the V8 or the superb V6 diesel option makes for a great alternative to the XJ, being more modern than the XJ40-based cars and smaller than the X350. You’re looking for a nice example with good service history and low mileage at this price. X-Type: The same goes for X Types – at this price point, you’ll be looking at facelifted late examples, or very good 3.0 V6s with excellent service history and very few miles; cars to cosset and cherish for the future. You’ll also get the very practical estate at this money and the last-of-the-line X-Types were extensively improved over the earlier cars. XK8: You’ll be looking for a nice example toward the top of our budget if after an XK8 or an average example for an XKR. Focus on coupes – you might find a nice XK8 convertible within budget, but an XKR convertible at this level is likely to need some work to make it spot on.
THE CLASSIC XJ Once the hidden gem of the classic Jaguar world, the Series 1 XJ is now out of reach at this budget and the Series 2 is a real rarity in decent condition, which leaves the Series 3 XJ and the XJ40 as your two choices. The ultimate evolution of the original XJ platform, Pininfarina's restyle gave the Series 3 more head and legroom while appearing even more sleek. Engine options were the XK straight-six in 3.4 and 4.2-litre guise, plus the 5.3-litre V12 and we'd advise going for the six-cylinder, buying on condition rather than engine size. Parts support isn't bad for these cars but complete body panels can be tricky, meaning repair panels are the way to go. Budget on £4000 for a nice usable XJ6, rising to £9000-£11,000 for exceptional or low-mileage cars. Meanwhile, the XJ40 may have taken its time but now boasts fully fledged classic appeal. So many of the tattier cars have already disappeared, meaning that the survivors are mostly of a much higher quality than would have been the case just a few years ago. Budget on £5000 for a presentable example, with low-milers at around the £10,000 mark.
YOU COULD HAVE BOUGHT... £5600
1995 XJR Brightwells, May 2021
£3510
2001 XJR Anglia, May 2021
WELCOMES YOU TO BREXIT AND ONE OF THE GREAT BRITISH INVENTIONS: THE JAGUAR CAR GRACEFUL, POWERFUL, QUALITY, LOVED BY ALL, SOMETIMES TEMPERAMENTAL! The cars of: Professionals, pop & rock stars and gangsters! And then passed onto us - the humble enthusiast to keep the dream of many alive through good skilled businesses with passion. PLEASE NOTE SOME ITEMS OF INTEREST FOR SALE XJS Cabriolet rear hardtop XJS very early on front and rear bumper bars 2 MkII Daimlers 1966’s - both runners 2 V12 Series III - all stored 1 Vanden Plas - in good condition 2001 Jaguar XJR in black (full paramount performance kit) 45,000 miles only 1989 XJS for sale - needs MOT - nice runner Plenty of spares for 60s to 2007
Ring for details: 01977 617450 Sole Proprietor Les: 07710 612800 www.jagcatsackworth.webs.com
JAGUAR SPECIAL: £8000-£12,000
£8000-£12,000 Jumping up another step in budget starts to bring the Sixties cars within reach and although you won’t be getting into an E-Type, the affordable end of the Mk2 range is still within reach in the shape of the S-Type. Meanwhile, if it’s E-Type performance you’re after, your twelve grand also buys the seriously capable XKR.
XJS Rather than looking back towards the E-Type era, the XJ-S brief was to create a modernlooking car in the Italian style, low and wide and using the platform of the original XJ saloon shortened by six inches with the front suspension moved forwards to keep the proportions neat. Launched in 1975, the XJ-S was offered initially with just the Lucas-injected V12 engine, in either manual or automatic form. Although some onlookers were surprised at the modern new style, one thing nobody questioned was the car’s performance. The V12 in launch spec was good for 150mph, making it faster than the last of the E-Types. The oil crises of the era hit the V12 hard, which is why the May ‘fireball’ head was fitted from 1980 to create the ‘HE’ (for High Efficiency) model, offering a 57% economy boost. The 3.6-litre straight-six was added in 1986, initially in the short-lived XJ-SC cabriolet which was replaced by the full convertible in 1988. In 1989 the six-cylinder engine was enlarged to four litres and under Ford ownership, an extensively re-engineered facelift model was launched in 1991, badged simply XJS. The V12 would grow to six litres in 1993, and the car would be produced until 1996. BODY Although post-1991 body panels are zinccoated, all cars will need checking for rot. Early cars can rot anywhere, from the sills to the roof but even on presentable examples check arches, wings and valances as well as sills and panel edges. The front-end panels are largely bolt-on but much of the rear is double-skinned and expensive to fix. On convertibles, check the floors for rust as this is where water pools when the roof leaks. ENGINE With either engine, service history is critical but problems should be obvious. The six-cylinders are largely reliable and issues will generally be minor, related to sensors, thermostats and ignition parts. The V12 is similarly reliable but potentially more troublesome simply because there’s more of it. Access is so tricky that spark plug changes are often skimped and since it’s so smooth, owners often don’t realise if it’s down a cylinder or two. Keeping the coolant system up to scratch is vital on both engines, especially the V12. You want to see proper anti-freeze and no signs of previous overheating.
42 Classic Car Mart August 2021
The XJS: yours from around £6000 and doesn’t it suddenly make an E-Type look ordinary? TRANSMISSION The V12 uses a GM box, the six-cylinder cars a ZF unit but both should engage drive smartly and change smoothly without slipping. Dip the fluid and check its condition. Both boxes can have the fluid changed to extend their life. SUSPENSION Dampers need to be in good condition on these heavy cars, while worn suspension bushes can also take the edge off the handling, especially the rear radius arms and the V-mounts for the subframe. Failed anti-roll bar bushes will cause a clonking, while sloppy steering may be down to worn rack mounting bushes. BRAKES Pre-1993 cars used inboard rear discs which can be a pain to service and can be affected by oil leaks from the diff. Driving with the fly-off handbrake on can overheat the rear calipers to the point where they seize and removal of the entire subframe is required to fix it.
On cars with ABS, make sure the warning light comes on with the key and goes off with the engine running. INTERIOR Sagging headliners are common, although it can be a satisfying DIY job to retrim it in the correct fabric. Non-functioning air con can require dismantling of the dash. Otherwise, check all the switches work, especially on early cars from the BL era. WHAT TO PAY You’ll find a good facelift coupe for around £6000, with nicer cars at £10,000-£12,000. The Celebration run-out models are particularly sought-after and run up to £20,000 with the convertibles reaching £30,000 and more.
XK8 & XKR In contrast to the XJ-S, the XK8 was a return to a more traditional style for Jaguar, its svelte curves a nod to the E-Type. Under the skin
Meanwhile, the XKR offers blistering performance with traditional Jaguar curves.
though, it was anything but retro and it needed no excuses making for it thanks to the state-ofthe-art AJ-V8 engine, offering 290bhp in the XK8 and 370bhp in the supercharged XK8. In 2003, the engine grew to 4.2 litres, providing 300bhp and 400bhp, with the car facelifted in 2000 and again in 2002 before being replaced by the aluminium X150 generation named simply XK from 2005. ENGINE Early 4-litre engines used the Nikasil cylinder coating but most will either have escaped the problems associated with it or will have been replaced long ago under warranty. The major issue today will be the plastic impeller on early water pumps and the fragile plastic timing chain tensioner guide, both of which can be replaced with updated parts. Throttle position sensors can also be troublesome on pre-2003 cars. TRANSMISSION The XK8 was only offered in automatic form and although the gearboxes (ZF on XK8 and Mercedes on XKR) are ‘sealed for life’ a workshop can still change the fluid. SUSPENSION Front wishbone bushes and lower damper bushes can wear after around 60,000 miles. Subframe mounts are also a known weak point. Cars with the CATS adaptive damping can be identified by wiring to the top of the struts and the dampers can be costly to fix when they fail. BRAKES The standard set-up is familiar, but Brembo brakes were an option, then standard on the XKR from 2003. Replacement discs and pads can be costly for these. BODY Sills and arches can suffer with road dirt and winter salt, especially those running 20-inch wheels without arch spats while a common rot spot on the floor relates to a production fixture which acts as a dirt trap and is often simply removed. It’s reckoned that post-2002 models are better protected. INTERIOR The interior is largely derived from the contemporary XJ and as such is pretty robust if well cared for. DVD-based sat navs will generally be obsolete these days but otherwise it’s generally a case of checking that all the buttons and switches do what they’re supposed to. As with so many of the other Jaguars of the era, check the climate control produces even temperature on each side and that the air con blows cold. WHAT TO PAY As little as £3000 will get you into an XK8 from
44 Classic Car Mart August 2021
an auction, but for an enjoyable ownership experience stump up £8000 or so for a nicely preserved early coupe or £10,000 for an equivalent convertible. Add another couple of grand for the later 4.2-litre cars and for the very late XKR convertibles, expect to pay £12,000-£15,000. There’s not a huge gulf in price between XK8 and XKR, with most buyers choosing on condition.
OR WHAT ABOUT..? Mk2 WITHIN REACH We all know that the S Type is a better car than the Mk2, courtesy of its improved cabin space and its independent rear suspension. But you can also afford a Mk2 for S-Type money if you’re willing to compromise. It won’t be in quite the same condition as an equivalent S Type, and most within this budget will be the pared-down 240 and 340 models with the slimmer bumpers and vinyl upholstery. But the good news is that the 240 and 340 had engine improvements, too, making each quicker than the equivalent Mk2. You’ll face most of the same issues as the S Type, particularly rust and water ingress. NEW ERA If you fancy something more modern than a Mk2, you could get yourself into the lower level X150 XK ownership at this price point. V8 supercoupes with aluminium bodies, they’re quick and surprisingly economical to own.
Check that all the electronics and electrics work well, and make sure there’s no corrosion. Aluminium might not rust, but it oxidises all the same – this can lead to bubbling or flaking paint. AFFORDABLE Mk2 Created by grafting the newly-developed independent rear suspension from the E-Type/MkX on to the Jaguar Mk2, the S-Type was technically the better car and won praise back in the day for its combination of performance and handling. The elongated rear-end styling – necessary to accommodate the new suspension and its different stresses – was generally considered not to be Lyons’ finest hour but that is to your advantage as a buyer today since it gives the S-Type a useful price advantage over the regular Mk2. It’s also a very usable classic: the 3.8S was good for 120mph and could crack 60mph in 10.2 seconds – by no means a slow car.
Fancy something more classic? The Mk2derived S-Type comes within reach at this price.
YOU COULD HAVE BOUGHT... £10,125
£10,528
1988 XJS Convertible H&H, May 2021
2003 XKR Historics, May 2021
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JAGUAR SPECIAL: £15,000-£20,000
£15,000-£20,000 If your idea of a classic Jaguar is the firm’s 1960s heyday then it’s the Mk2 you want, the car which really put Jaguar on the map for compact performance saloons. You don’t need a megabucks budget for that market-topping 3.8 manual on wires, though: the Mk2 was produced in many different guises ranging from the entry-level 2.4-litre to the Daimler V8 and the later 240/340. And if you want a clever sideways entry into the Mk2 market, then there’s always the S-Type which many regard as the better car.
Mk2 Jaguar’s first monocoque car had been the Mk1 but this was very much a learning curve for the young firm and lasted just four years in the market before being replaced by the Mk2 in 1959. Essentially taking the successful parts of the Mk1 and improving it, the Mk2 addressed the few weaknesses of its predecessor, notably tricky high-speed handling. Visually, the biggest change was the enlarged glass area, courtesy of the experience in unitary construction which had been gained since the car’s introduction in 1955 and which allowed the pillars to be less prominent. Alongside a revised interior and the wider track, the XK engine was retained, with the 2.4-litre uprated to 120bhp and the 3.4-litre to 210bhp, but the big change was the addition of the 3.8-litre engine developed for the XK150. Rated at 220 bhp and 240 lbf.ft torque, the 3.8 was seriously fast in manual form: top speed was 125 mph and 0-60 mph took just 8.8 seconds courtesy of the standard-fit Powr-Lok LSD. The Mk2 would also appear with the Daimler V8 under the bonnet from 1962, most of these cars sold in automatic form and offering a quieter, less flashy option to the Mk2. Even after the launch of the S-Type, the Mk2 was kept in the range as an entry-level option, badged as 240 (2.4-litre) and 340 (3.4-litre), both featuring cheaper trim and a lower price. The revolutionary XJ saloon would effectively replace all Jaguar’s other saloon models shortly after its launch in 1968 and the Mk2-based cars would all be gone by 1969. BODY Unitary construction was in its infancy when these cars were designed and there are plenty of complex double-skinned areas providing strength. Critical areas are generally underneath: the box sections and ‘chassis legs’, suspension mounting points and the front crossmember. This last is often preserved by a coating of oil but is critical to the strength of the car. Experts also advise that door alignment can tell you a whole lot about the general solidity of the shell and the quality of any previous work. It goes without saying that the usual areas like wheelarches, door bottoms and sills all need a careful check. The good news is that all the panels you’ll need are available, but the bad news is that the cost can mount up. For example, a complete front wing from Martin Robey is £1869 which reflects the huge amount of work which goes
46 Classic Car Mart August 2021
The classic Jaguar everyone wants: a 3.8 manual on wires.
ENGINE The XK engine is a known quantity and is also usefully robust but even the youngest Mk2 is a very old car today so there’s plenty of scope for neglect. Most problems will be obvious, although smoking can simply be a blocked breather. Potentially more expensive is a rattling timing chain, more obvious when it’s started from cold. Oil leaks aren’t unusual and shouldn’t be a concern unless they’re dramatic, usual culprits are the rear crank seal and the cam covers. The alloy-headed V8 engine found in Daimlerbadged cars is similarly robust but can suffer when coolant is neglected and the unit runs hot.
to it and which had no synchro on first. It’s not the quietest unit in use but it is pretty tough. Later cars used the Jaguar synchro fourspeed box which many drivers will prefer and it’s generally as robust as the Moss box. On all the manual cars, be aware that clutch replacement is an engine-out job. If the overdrive won’t engage, it’s generally an electrical issue. The Borg Warner automatic is generally reliable, but perform the usual checks. A limitedslip diff was only standard on the 3.8 but all rear ends should be acceptably quiet if not silent. If you find a V8 with manual transmission, check whether it’s original as very few manual cars were made but plenty have been converted. The same goes with the Jaguars, especially the 3.8.
TRANSMISSION Early Mk2s used the Moss-built four-speed unit which can be awkward to use until you get used
BRAKES The Mk2 boasted the then-newfangled disc brakes at all four corners and the Dunlop-made
into it, although in most cases repair sections can be used.
Interior can be costly to revive, especially if it’s incomplete.
system will be familiar even if you’ve only worked on more modern disc set-ups. Little-used cars can suffer from seized calipers, while a failed servo can be costly to replace. SUSPENSION & STEERING If the steering doesn’t feel right, the first thing to check is the location of the column itself which can be improved by replacing the bushes. The Mk2 should offer a decent ride but still feel taut under cornering, so any slop suggests the bushes and balljoints in the front wishbone set-up are past their best. A rear-steer effect can be caused from a broken Panhard rod and you'll hear it knocking. INTERIOR There’s no reason why even the tattiest interior can’t be revived... but the cost can be alarming if the wood needs re-veneering and the seats retrimming. Check the condition of the seats and dashboard carefully before assessing what work is needed.
S-Type By the early ’60s the Mk2 was beginning to look old-fashioned in places, especially against Jaguar’s own newer products. The MkX was launched in 1961 and its use of the E-Type derived independent rear suspension gave it handling belying its vast bulk which made the Mk2’s live rear end look unsophisticated. The solution was to apply the modern suspension set-up to the Mk2 and the car known internally as ‘XJ3’ was styled by Sir William Lyons himself but it wasn’t regarded at the time as being one of his better efforts, essentially combining the front end of the Mk2 with an elongated rear to house the new suspension. Inside, the MkX interior style was adapted to suit the narrower Mk2 cabin. The re-engineering of the bodyshell did create a noticeable weight gain which took the edge off the performance compared to the Mk2 but the improved handling and ride comfort made the S-Type a formidably capable car for high-speed long distance driving, the car being offered with the 3.4 and 3.8-litre engines. Buying the S-Type involves much of the same knowledge as the Mk2, since the front end and running gear are the same. At the rear end however, the two are clearly very different and it’s essential to ensure that the Metalastic mountings for the suspension cradle are sound, as well as the bodywork where they attach. It’s important to check the front and rear mounting points of the radius arms, while the arms themselves can corrode badly too. The S-Type also uses inboard rear brakes, easily contaminated by a leaky differential.
The S-Type is an affordable entry into the Mk2 scene and technically the better car. for around £10,000, with the automatic being something of a bargain. A similar sum will buy you a usable Daimler V8 ripe for improvement and running restoration. Moving up to the £18,000 level the 3.4-litre versions of both S-Type and Mk2 are in reach and bear in mind that the manual 3.4 isn’t far off the 3.8 auto.
OR WHAT ABOUT..? Mk1 The Mk1 may lack the glamour of the Mk2 and is harder to drive fast, but it does have a distinctly more classic Jaguar feel and is of course the rarer car. This budget is enough to secure a nicely presented 3.4-litre example. That E-Type dream Be prepared to finish somebody else’s project, but an E-Type is tantalisingly within reach. Get lucky and you’ll even find 2+2 Series 3 automatic coupes running and driving for your £20,000. You may be sitting on the left, but you will have no less than 12 cylinders.
big MkX, with the short-lived 420 added to the mix from ’66. Within a year of the radical new XJ being launched though, they were all gone and the Jaguar saloon range was reduced to a single car, something which would persist incredibly until 1999 when the S-Type appeared. The original XJ was overlooked for many years until finding its feet as a classic relatively recently and a well-preserved example offers a great combination of ’60s style and very modern driving dynamics. In black with red interior it looks every bit as arresting as an XK150. There's a huge gulf in values between projects and nice original or restored cars, with runners going from just £3000 but presentable, usable cars from £8000-£10,000 and top-end examples at £18,000-£20,000-plus.
Series 1 XJ In the late ’60s Jaguar could offer a big range of saloons stretching from Mk2 to S-Type and the
YOU COULD HAVE BOUGHT... £15,848
£19,544
WHAT TO PAY You won’t get a usable example of the soughtafter 3.8 manual for this budget, but you can get yourself into a nice, presentable 2.4 or 240
1968 3.4 manual Historics, December 2020
1965 V8 250 Brightwells, April 2021
Classic Car Mart August 2021 47
JAGUAR SPECIAL: £20,000-£25,000
£20,000-£25,000 A slight jump in budget and suddenly we’re in proper blue chip territory. Yes, a bit of luck, a bigger helping of optimism and a well-stocked tool box could even see you jumping on to the bottom of the E-Type ladder. Yes, it’ll be a V12-engined Series 3 car and yes, it’ll probably be an automatic but when that green light for travel comes on you’ll find that left-hand drive perfect for sweeping across Europe in style.
E-Type By the late ’60s, the E-Type was showing its age as the competition caught up and with the XJ-S already in development, Jaguar was set to leapfrog them once again with a V12-engined tour de force as modern as the E-Type weas classical. But until then, the E-Type needed a final push to keep it ahead of the curve and the simple idea was to slot in the newly developed V12. Not only would this give the E-Type an exotic appeal only the Italian exotics could match but it would provide a handy low-volume test bed for the new engine which was scheduled to appear in the XJ saloon. The Series 3 appeared in 1971, based on the longer-wheelbase bodyshell of the 2+2 model and featuring flared arches to accommodate the wider track. Offered as both coupe and roadster in either automatic or manual form, the result was an accomplished machine but until recently has been behind the earlier cars in terms of values. That’s changing now of course but they remain the most affordable of all the models. BODY Like the earlier E-Types, rust will be your biggest fears. Check the sills, floors, door bottoms and the tubular front-end framework which supports the engine. This is easily damaged in front-end impacts so is a good clue to any hidden history.
48 Classic Car Mart August 2021
Panels are all available but they can get mighty costly: the scuttle/bulkhead will set you back around £1200 and the bonnet assembly is a killer: £1500 for the centre panel, £1500 for each wing or £8000 for the complete assembly. ENGINE The single-cam V12 is an understressed unit but major problems will generally cost twice as much as the XK. Cooling system maintenance is crucial on these cars, ideally with the coolant changed regularly to avoid any internal silting.
XXXXX XXXXX XXXXX XXXXX XXXXX XXXXX
Timing chain tensioners can wear and replacement is labour-intensive. Setting up the four carbs can be tricky but if you see fuel injection, you’re probably looking at a transplanted XJ-S engine. Check for misfires as often owners don’t notice if the V12 is a cylinder down. Low mileage isn’t always the blessing you might think, since little-used cars can end up with the crank oil seal leaking and the piston rings seizing up. Better to find a car which has been regularly but sympathetically used.
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TRANSMISSION Don’t dismiss the automatic car as the threespeed self-shifter is well suited to the lazy V12 and makes for a very usable car, at home in city traffic yet with a relentless shove when the road clears. Try one and you might be surprised. As ever, check the fluid of the automatic and the clutch action of the four-speeder. A clutch kit is £300 but labour will bring the job to £1000.
OR WHAT ABOUT..?
SUSPENSION The torsion bar and wishbone front end is relatively simple, with the rear using the Jaguar IRS where the driveshaft serves as the upper location. Tired bushes throughout can make it feel vague, but uprated poly bushes are available. BRAKES The greatest issue here is likely to be seized calipers through lack of use, obvious if one wheel is getting hot or the car pulls up unevenly. The fronts are easy to change, but the rear brakes are inboard, meaning it’s an involved job. INTERIOR Unlike the older ’60s Jaguars, a shabby E-Type interior doesn’t have to cost the earth to tidy up. There’s no veneer to worry about and a carpet set will cost around £500 with a pair of replacement OE-style seat covers for £800. The roadster hood is surprisingly affordable: around £300 for a PVC cover is MGB money. WHAT TO PAY Don’t expect perfection at this level, but you’ll find ex-USA coupes ripe for improvement from around £15,000-£20,000, with more presentable cars at £35,000 upwards. Moving up to £25,000 should secure a UK car, but the roadsters start above our £25,000 ceiling at around £35,000.
50 Classic Car Mart August 2021
E-TYPE FOR THE ’80s A really good late model XJS could be yours for similar money and you’re looking at the very best coupes or very good convertibles, all with low mileage and plenty of history. MORE Mk2 You could bag a 3.4 or nice 2.4-litre Mk2, or one of the very nicest S-Types. You might be very lucky and find a 3.8 auto, but these are rarer.
FIFTIES STYLE But if you want to be more adventurous, why not try a bit saloon from the 1950s? The MkV and MkVIII (There was no MkVI) are true Jaguars created by Sir William Lyons as budget alternatives to cars like big Daimlers. Mechanically they’re well-served courtesy of the XK engine family, bodily you might have greater difficulty than 1960s cars, but nothing is beyond a talented bodywork expert.
YOU COULD HAVE BOUGHT... £11,042
1971 E-Type v12 coupe Classic Car Auctions, May 2019
£26,950
1971 E-Type V12 manual Barons, Dec 2020
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£25,000-£30,000 Moving up to the £25,000-£30,000 point brings you more of the same – an E-Type needing less work, a nicer Mk2 – or the chance to go back to the early Jaguar history with the 1950s cars which made the company’s name. The XKs might still be out of reach, but their saloon equivalents, the MkV and MkVII offer a great alternative and space for all the family.
MkV AND MkVII The MkV and MkVII are at once very similar and entirely different. The MkV was the continuation of the prewar cars, powered by the ex-Standard pushrod engine. The saloon car debut of the XK powerplant would have to wait until the MkVII arrived in 1950, the skipping of a model named MkVI on the grounds that Bentley already sold its own MkVI showing the scale of Lyons’ ambition. Essentially the older car’s chassis with a new body style and the XK engine replacing the Standard unit, the MkVII was an XK120 with four doors and played a huge part in setting the template for the later saloons and their blend of refinement and performance. Parts support for the MkVII is in a different league from the MkV and so it makes the better choice today for someone new to these cars. BODY The MkVII uses a body-on-frame design and although the cars were assembled by hand, the saloons used a pressed steel body, making them more modern than they appear. This does mean that the structure is complex though. Check the usual suspects: sills, pillars, floors and the rear wheel spats. Panels are unavailable for both models, although repair panels for the usual areas are available for the MkVII.
52 Classic Car Mart August 2021
Don’t overlook the condition of the external brightwork, since heavily corroded or pitted bumpers can be too far gone for replating. ENGINE The XK engine is very much a known quantity and everything from a service kit to a full rebuild can be had at a cost. It’s worth checking that the car has its original engine but beyond that, the usual checks apply. Ensure
that the cooling system is up to scratch, as lack of anti-freeze will corrode the alloy head, but a few puffs of oily exhaust smoke need not be cause for concern. TRANSMISSION The four-speed gearbox is hard work by modern standards and can be noisy, but to many that’s part of the appeal. It also gives the car unlikely performance for such a big beast.
Despite its traditional appearance, the MkVII uses a pressed steel body.
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At this price level, the fabled Mk2 3.8 manual is in reach. The MkVII was the first Jaguar to be offered with an automatic option and the Borg Warner unit is generally reckoned to be reliable, but check that the manual selection for low and intermediate gears works. SUSPENSION The front end uses the torsion bar and wishbone set-up which Jaguar continued into the E-Type era, while the rear is a leaf-sprung live axle. Problems will generally be caused by ageing bushes and will be obvious from vague handling. Failed lever arm dampers can be rebuilt or converted to telescopics. STEERING The MkVII was the first Jaguar to be offered with power steering and the system isn’t what you’d expect after driving more modern cars. Vague in operation, it can feel strangely weighted and many owners upgrade to modern electric PAS. BRAKES It’s an all-drum system on the MkVII and unless it’s been rebuilt recently, be prepared to go through it replacing wheel cylinders and lines. Luckily, parts are available as are linings.
YOU COULD HAVE BOUGHT... £33,188
1961 Mk2 3.4 Silverstone Auctions, May 2021
£28,000
1995 XJS Celebration Anglia Car Auctions, May 2021
OR WHAT ABOUT..? Mk2 If a big saloon isn’t your thing, relax because, at this money, you can afford nice examples of Jaguars with a far more widespread appeal. £25,000-£30,000 will get you into one of the best Mk2 3.4s or a really nice 3.8 manual. CELEBRATION If you want something newer, brace yourself – the XJS is now into this price bracket at the top end. The best low mileage Celebration convertibles are
already highly collectable, and as E Type prices soar, they’re pulling XJS prices up to fill the gap. For this money, you’ll be looking at sub-50,000mile cars with every piece of paper from day one onwards – and cars like this will always be worth the money. In ten years, you’ll be very glad you bought it. Equivalent coupes would be £5000£10,000 less, though you might find yourself very lucky and happen upon a usable Lynx Eventer. Now there’s a car that, if in top condition, will always fetch big bucks.
INTERIOR There’s a lot of it, which is why it can get costly. Budget on over £1000 for a set of rear seat covers and £1200 for a pair of fronts, with a set of four door panels at another £500. WHAT TO PAY Just £12,000 is enough to get your hands on a MkVII but although it may be a runner, it won’t be perfect. If you want a sparkling example, budget on closer to £20,000 with the very best commanding £25,000.
54 Classic Car Mart August 2021
The Celebration convertible is the top of the XJS tree.
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JAGUAR SPECIAL: £50,000+
THE SKY’S THE LIMIT When it comes to high-end Jaguars, there’s really no upper ceiling and a budget of £50,000 and more is your entry ticket to the sports cars which made the company’s reputation.
XK120 Having developed a brand new engine in the dying days of WW2, William Lyons was keen to make its public debut in something rather more glamorous than the old-fashioned MkV and needed something to attract people to the newly-renamed Jaguar stand at the first British postwar motor show. The answer was the XK120, its style Lyons would later admit was worked up in just a couple of weeks. The aluminium-bodied creation sat on a shortened MkV chassis and was the company’s first sports car since the SS100. Its name of course referenced the new twincam six-cylinder engine and the car’s supposed top speed. The car was a sensation and also offered exotic performance to the merely wealthy rather than millionaires. In a rare error of judgement, Lyons underestimated demand for his new sports car, expecting to sell only 200 or so but before the show had even finished, he was planning a steelbodied full production version. This would be produced from April 1950 and it’s at this point that the XK story begins. Produced as a coupe, basic open two seater (‘OTS’) and the more luxurious Drop Head Coupe, the XK120 would eventually rise to 180bhp in SE guise. BUYING ONE The XK120 isn’t a cheap proposition even as a project. For usable, presentable cars the
56 Classic Car Mart August 2021
entry ticket is around £70,000, rising to over £100,000 for show-ready cars.
XK140 In modern terms, the XK140 can be considered the mid-life facelift of the original. Debuted in 1954, substantial changes were made to the structure, providing more legroom by moving the engine and bulkhead forward, which together with B-pillar revisions allowed small rear seats to be added.
The car gained a Mk1-style grille and mechanical changes included telescopic rear dampers, rack-and-pinion steering and engine upgrades giving the 3.4 model 190bhp, or 210bhp in SE guise with the C-Type head. BUYING ONE Values for the 140 broadly mirror those of the XK120, although with the car being made for just three years there are fewer to choose from. Again, the entry ticket is around the £60,000
The XK140 was the XK120’s mid-life facelift and is more practical than the original.
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mark, rising to over £100,000 but these are very usable cars and more practical than the XK120.
XK150 The ultimate evolution of the XK120, the XK150 is identified by its one-piece windscreen. In the pursuit of more interior space, the bodyshell was widened further and the scuttle raised. Slimmer pillars allowed a larger class area and the result was a car with useful interior space which looked a whole lot more modern and streamlined. Mechanical changes included all-round disc brakes and in 1959 the S model added a straightport head which on triple SUs was good for 250bhp. When the 3.8 engine was made available from October, the bigger engine was good for 265bhp, providing very modern performance. It was a quick car, but would be rendered obsolete overnight in 1961 by the E-Type. BUYING ONE Expect to pay even £20,000 or more for somebody else’s abandoned project, with the entry ticket for usable 3.4 cars being around £45,000 and presentable examples at around the £55,000 mark. For the 3.8 or drophead models, budget closer to £70,000 with showcondition or restored cars at £100,000.
The civilised XK150 was the ultimate evolution of the XK120.
YOU COULD HAVE BOUGHT... £81,000
£67,500
E-TYPE The E-Type needs no introduction, but so far in this feature we’ve only touched on the more affordable V12. If budgets are more lavish, then the six-cylinder cars are within reach and although the purists favour the early Series 1, if you’re planning on living with it and using the car regularly, the Series 1½ with its greater legroom is the more practical bet, especially the 4.2 model which is more relaxing to drive in traffic. BUYING ONE Even at this level the choice of roadster or coupe will depend largely on budget but to many enthusiasts the coupe is the E-Type at its purest. It also comes with a useful price advantage: budget on £33,000 for a usable 2+2 coupe at auction, with Series 1 coupes from £60,000 and roadsters starting at around £65,000. From here, prices rise to the £125,000-plus commanded by early Series 1 roadsters, with late Series 2 cars at around the £80,000 mark.
1970 Series 2 E-Type Silverstone, March 2021
1955 XK150 project Silverstone, March 2021
Budget from £60,000 for a Series 1 E-Type.
C-TYPE The missing link between XK and E-Type, the C-Type was developed as a racer, using aerodynamic bodywork by Malcolm Sayer, a tubular chassis and the XK engine. For a genuine C-Type, your budget needs to be measured in millions, but there are plenty of replicas – sorry, recreations – out there. They range from clumsy fibreglass bodyshells built out of tired XJ6s to accurate evocations of the original using a tubular chassis and aluminium bodywork. These don’t come cheap: £50,000 is the lower level, rising to £90,00 or more for the best CCM
58 Classic Car Mart August 2021
High-end C-Type replicas like this Proteus command strong money.
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ROUND UP: CLASSIC VANS
VAN ORDINAIRE These vans could soon be coming back to traders near you. ehicle of Historic Interest. It’s a bit of a mouthful, isn’t it? But it’s a useful status to attain; once your car or car-based van reaches 40 years old, it can be registered as exempt from MoT and tax. While we would advise people to think very carefully about utilising the former exemption for road use, the exemption from tax certainly makes them an appealing prospect. And if they’re only going to sit idle at the side of the road, MoT exemption does at least permit on street parking for vehicles which perhaps might not be up to regular use. And this makes classic vans ideal for advertising your business. Butcher, baker or candlestick maker, even if you don’t want to use your twee little mobile advert as transport it’s not going to cost you money to have it sitting outside the shop any more. But which van should you choose? We’ve rounded up some of the best ways to boost your business.
V
not be ideal. It’s one of the smallest vans here, and while it has height on its side length would be an issue. But that’s tempered by a thriving club and excellent spares availability, third only on this list to the Morris Minor and the Mini. Van production continued until 1968 – some nine years after the saloon was discontinued. Alongside the original 803cc and 948cc variants were a 1098cc from 1962, and a special 848cc variant using the Mini’s engine and far shorter gearing. Most desirable is the 1098 – unless you find a pickup. Produced for just two years from 1956-1957, only a handful survive.
WORDS: SAM SKELTON
Morris Minor Larger and more practical than the Austin A35 van was this, the Morris Minor. Unsurprisingly, it’s just as well served with spare parts, courtesy of its A-Series engine and large amount of parts commonality with the Morris Minor saloon (though interestingly, even the bonnet is a different pressing). Produced from Series 2 right up to the end of production under the Morris and (for late models) Austin brands, the Minor van was as much a part of life in mid-century Britain as the Routemaster bus or the black cab
Austin A30/A35 We couldn’t do this list without the Austin A35. Even before it became the four-wheeled transport of choice for Wigan inventor Wallace and his trusty beagle Gromit, it summed up all that was twee and picture postcard about Britain in the 1950s. Children point at it and say awww, mothers want to take it home and cuddle it. Even if you’re not a car person, you simply cannot ignore an A35. Granted, if you’re in the business of regularly delivering 8x4 sheets of plywood the A35 might
60 Classic Car Mart August 2021
Tiny A35 is supremely practical for city centre deliveries.
And their ubiquity new means that there are plenty around today to choose from. More desirable for serious lugging work are the late 8cwt variants with uprated springs, but most of the work these vans might be expected to do today will be light. There’s no real difference in values between a Morris and the equivalent Austin, the primary difference being the grille and badging – but curiosity value might make an Austin a more unusual choice. We’d try to get as late an example as possible; while the panel fit may now have been as good new owing to tooling wear, they’re the most developed and the most usable in modern traffic.
Citroën 2CV It may look like it’s made of corrugated tin, but those ribs add strength to what is a very lightweight and efficient little van. And let’s be honest, if you’re considering a van with – at most – 602cc of engine, you’re not likely to be using it to transport anything of any serious weight. No, where the Citroen AK400 and conceptually similar Acadiane work best is as mobile advertisements for rustic businesses in pretty villages. Perhaps you run a sandwich shop in the Cotswolds, or a Lake District bakery? Maybe even a small coffee shop by Liverpool Marina? This will draw the eye and inevitably draw the crowds.
Corrugated-shed-on-wheels Citroën 2CV van is basic but surprisingly capacious.
And 2CVs are brilliantly simple to own and maintain. Everything is available, from a new chassis to replacement trim, courtesy of myriad 2CV specialists focused on maintaining the legacy of France’s greatest people’s car. Collectors will prize examples built in Slough during the 1950s, but French examples are far better value for money if you just want the look. And, if you can’t find the van for you, there are even glassfibre kits to convert a tired 2CV saloon into a replica of an AK400. A cheap and very cheerful way to promote a small business? We can’t think of many better.
Minivan Couple the cute twee appeal of the Mini with the practicality of a van, and you have the ultimate local delivery vehicle. That might now have been the exact justification BMC’s product planners used, but it works here and now in 21st century Britain. Then, the Minivan was seen as a replacement for the Austin A35 van in part; a small car-based commercial vehicle which would be economical to run, to repair, and for the corporation to produce. Technically, the Minivan was the cheapest car sold in Britain until the introduction of the Moke; retailing lower than the Mini saloon owing to the different in rates of taxation. Today it may not be the cheapest way into a Mini, but if you can offset it against tax as a business investment that’s not a big deal. Minivans as standard came with 848cc engines, though a 998cc option came in from 1967. Pre 1965 vans are most prized by collectors, but the later models are better value. BL, as it became, replaced the Minivan with the Metro van in 1983.
Classic Car Mart August 2021 61
Bedford HA There are few things more evocative of the 1970s than a bright yellow Bedford HA van. British Rail and British Telecom alike used the Vauxhall Viva based van, available not only during the life of its car equivalent but the lifespans of the next three models. Twenty years of commercial use means that there are few adults of a certain age who won’t think rose-tinted thoughts at the sight. With a choice of 1057, 1159 or 1256cc engines derived from the Viva and Chevette lines, the HA is never going to be quick, but as a step up in size from the Mini or A35 and a step forward in style from the Morris Minor the HA offers practicality in spades. 6cwt and 8cwt variants were available, the former so sparsely specified that only a driver’s seat was fitted as standard equipment. A folding rear seat was an optional extra often seen in conversions – a van with seats and windows was cheaper than an estate car owing to the difference in purchase tax. Rarer than the BMC alternatives listed, you may have to look hard to find a Bedford HA. But spray it yellow, and it’s more iconic than the other yellow favourite on our list, the Reliant Supervan III.
Minivan was once Britain's cheapest ‘car’.
Ford Thames 300E Shorter than the Prefect 100E saloon upon which it was based, the Ford Thames 300E was typical of Ford’s output in the 1950s. Like rivals Vauxhall and Rootes, Ford maintained a subbrand for commercial vehicles – this was not Britain’s only Ford Thames, it sat alongside the larger Thames 400E as part of a commercial range which until 1952 had traded under the Fordson name. From 1954, the 300E competed directly with the Morris Minor van, and the smaller Austin A30 van – A35 from 1956. Interestingly, the van used the front doors of the Prefect rather than the longer doors from the Anglia – this belies its origin as a commercial vehicle, and hampered use as an estate. But more importantly, it offered impressive space and payload for its size. Available with two payload options – 5cwt and 7cwt – and two standards of trim to accompany the higher payload, the 300E range offered 66 cubic feet in volume. Mechanically it shared almost everything with is sidevalve saloon siblings, and even sired the Squire and Escort vans. It was replaced in 1961 by the Thames 307E – based on the angular new Anglia 105E saloon, with a body different from that of the Anglia estate.
Bedford HA was based on the Viva.
Ford Escort Mk1 The Thames name didn’t survive to the Escort generation; Ford having discontinued the Thames 307E in favour of the Anglia Van in 1965. Identical barring the name it set the tone for future Ford vans, including the MK1 Escort which directly replaced it in 1968. The panelwork was clever, melding the nose of the
62 Classic Car Mart August 2021
Thames 300E was derived from the Ford 100E.
MK1 Escort saloon with the rear doors of the outgoing Anglia van, courtesy of some inspired styling to merge the two together. And with so many people having owned or ridden in MK1 Escorts in period, the nostalgia factor of seeing a van still operated by a local tradesman will be high. Powered by 1298cc Kent crossflow engines, Escort vans were available in both 6cwt and 8cwt variants making them ideal for most small businesses today. Values are high, carried by the wave of interest not only in 1970s Fords but Escorts in particular. But it’s an investment which, cared for, won’t lose money. Ford would replace the model with the MK2 Escort van in 1975, adding yet another era to the Escort’s anachronistic appearance. Like the Escort estate, Ford only fitted the new nose to the outgoing van rather than style a new generation. The Escort van used the Ford brand rather than Thames.
Morris Marina van
Marina van, more correctly known as an Austin-Morris was a capable load hauler.
Perhaps less iconic than most of the vans on our list, the Morris Marina makes the grade simply by being big enough and heavy enough to get the job done, while being recognisable to scores of passers-by. As much as it pains us to say this, the destructive path forged by Top Gear has put the Marina firmly at the forefront of the national psyche – even if people choose to remember them as hopeless on the say-so of a man down the pub who lived in the same street as a Marina owner. That modern sense of nostalgia means that people will notice a Marina on the streets – and if it’s a van with your details emblazoned upon the side, they’ll remember you. Fitted with a choice of 1098cc or 1275cc A-series engines, the Austin Morris 7cwt and 10cwt vans (to use their formal titles) have more than adequate payload for the local butcher to ferry produce from his suppliers and to his customers alike. Even local builders could conceivably continue to use Marinas, such is their carrying capacity. And the poor reputation the Marina’s hampered with counts in favour of purchase – it’s one of the cheaper options on this list.
Commer Imp
The Imp’s rear-engined layout hampered the space efficiency of the Commer.
Deemed far too fast for the postal service in period, the 875cc Commer Imp brought a degree of speed and style to the small van market. Not only was this more handsome than the Mini van, but the driving position was better, and it shared the Hillman Imp’s excellent handling characteristics. No wonder Postman Pat was tempted to joyride in GPO property. Introduced in 1965, it became the basis of the Hillman Husky estate of 1967, before being rebranded as the Hillman Imp Van the following year. Rear-engined, it kept the drivetrain under the floor allowing for additional storage in the nose – tools and the like needn’t interfere with the payload. Production ceased in 1970 after just five years, making it rarer than many of the
Classic Car Mart August 2021 63
alternatives on our list. But that rarity just makes for a more eye catching and unusual classic today. It might be harder to find than a Minivan, but it’s worth it to stand out when you’re trying to get your business noticed. It’s better suited to lighter payloads though – far easier to lift loaves of bread onto the high load bay floor than sides of beef!
Reliant Supervan II/III Ha ha, it’s Del Boy Trotter! Better watch out for Mr Bean and his Mini. Now we’ve got the obvious out of the way, let’s look at this van with a clear, sensible logical head. The fact remains that Reliant three wheelers have always been inordinately good fun to drive. And while a commercial vehicle needn’t be fun, it certainly makes it more appealing if you’re going to actually use the thing. Based on the Regal 3/25 and subsequent Regal 3/30 models, the Supervan II and Supervan III came with a 600 or later 701cc overhead valve four cylinder engine respectively; both from an all new engine family of Reliant design. Better still, the fibreglass body means that rust is unlikely to be an issue, despite the painted-on corrosion of the Trotter’s Independent Trading Supervan in Only Fools and Horses. Load space was an impressive 50 cubic feet, though given that the Supervan weighed less than the rated payload of a Marina van, you could only carry 250kg in the Reliant by law. While it might not make much sense for a butcher or greengrocer, 250kg is an awful lot of bread...
64 Classic Car Mart August 2021
Reliant has comedy value but a payload of 250kg will limit its usefulness.
CONCLUSION If you’re looking for a classic van to draw the eyes of your customers, or maybe considering combining future self employment with a classic car hobby, we say go for it. Not only will the customers smile, but you’ll save on maintenance costs if you’re handy with the spanners, and don’t forget that vehicles of historic interest are exempt from most clean
air zones. That puts you at an advantage compared with competitors in cheap Combos, as you’ll be saving money on city centre delivery work. The ten we’ve selected offer a wide range of choices both in size and appearance, and we’re sure each and every one would add appeal to an existing small business. Nostalgia sells, and there’s no better advert than a smiling customer.
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A 53 AA 487 AAA 592 AAE AAN 2G AAW 333 ABB 364M ABH 464C B741 ABH ABH 488C A824 GAL 804 ABK 24 BLE ABO 77T AB07 TTT AB07 TTS 477 ABU ABW 810D 8169 AC ACC 967A AAC 70N LAC 70N KAC 70N ADL 119X W866 ADW ADY 455D AEW 994A AFS 184 302 AFW AFW 709A AGO 751 AGU 35T AGW 59N 5640 AH 212 AHK 754 AHR 667 AJO JOA 14N 444 LAN HAL 4N RAL 41N 4 LFE JAL 150P A11 COT DAL 107T CAL 150P ALM 274B R29 ALY PAM 11D 465 AMJ AMJ 40L ANN 783H ANN 797H ANP 264A ANP 265A 4784 NT ANT 177A ANV 199A ANV 201A ANV 211A A417 WAR AOR 21V 6989 AP APA 13Y 547 APA APP 567J APP 13S APP 502J APY 227A ARA 122A ARB 592A ARC 116R ARF 80Y AR71 ZAN XAR 7X ARV 523 ARY 642B A5 FAD H15 HBY 973 ASM YGY 545S 741 ATD ATF 257 G151 ATL ATL 190A ATL 233A ATV 36Y AUD 135V AUD 151V AUD 145V 936 AUG AUS 77N AVG 358S AVG 990D 2433 AW 7864 AW 788 AWA AWF 732 AWG 400 720 AWN YEL 848S G84 CON
B BAD 57T BAG 935S BAG 909S 9 BAG 6 BAG BAG 913S BAH 778X BAH 192W BAH 77T B4 NEY K8 ANK BAR 123T BAR 77N BAR 121K BAR 121N BAR 120N BAR 71N B4 SET BBA 570N BAS 835 EBA 570N BAS 477 BAS 11L BBA 53Y 8 ATY 8 ATY YBA 73S 1 BAU 730 BAX BAZ 993
BAZ 996 BBC 929B 200 BBD BBH 703P BBK 69 BBM 628 74 BCE 555 BCJ 296 BCJ 82 BCJ BDK 85 49 BDL 555 BE 3333 BE R128 EAL R98 EAL B834 VER R108 EAL B6 ATY BEA 1T BEA 570N E8 ECK 9 BEE Y831 ONY ABE 17T 86 ND BEN 7T F83 RRY B3 REL E78 ERY EDB 35T TBE 57T F149 ETH BET 228 BF 7561 569 BFM 555 BFW BG 6372 3333 BG BGF 2H BGR 36 9301 BH BHA 77T BHD 24 BHO 74R BHW 529A BHW 517A BIG 8411 YEL 816S A81 GGS BIG 655 BIG 8115 B16 GER J81 GGS BIG 8115 81 MBO BNG 114M B125 TAL A81 RKE B15 CHO B55 HOP 913 BKE BKN 2T A959 BKU BLA 993Y E81 AKE KBL 41N B115 ETT 544 BLO BLO 77S 3333 BM YGY 320S YEL 820S Y840 ONY 830 BNG BNR 8Y 5555 BO 562 BOB BOB 805S BOC 891A BOD 56Y BOL 7T BOL 77S BOL 701V 751 BOL BOL 701N Y848 ONY Y828 ONY BON 533R 13 ONS K28 ONE B60 OTH BOO 856X BOO 853X VET 805S FAB 805S REE 805S ROT 80S SHT 805S PEE 805S ROT 80S BOB 805S CAB 805S SBO 55Y POW 805S 1305 S BOU 107H BOU 108H BOW 967E D80 WES BOW 36N LON 680X WWW 80X WAC 180X FUM 80Y 5018 BP 3722 BP 7334 BP 5061 BP 8713 BP BPR 681A 674 BPW 957 BPW BRA 17T BRA 991T BRA 99 BRA 550K BRA 7T BRA 77T BRD 996 BRE 14D BRE 70Y BRE 51N BRE 70T
BRE 770T BRE 78Y BRE 35Y BRE 771Y GBR 199S EBR 199S BBR 166S GBR 150N FBR 199S MB21 DGE AB21 GHT RB21 GHT PB21 DGE GB21 DGE PB21 GHT TB21 DGE 996 BRL 11 BRS BRU 119A BRU 116A BRU 3L BRU 115A BRY 110T B168 RYN BRY 417T CBR 750N BSB 8W 126 BTA BTM 92L 368 BTP BTW 756 31 BTW A18 UNK SBU 12R TBU 12R BUR 61S K13 URN B1 JST BBU 7T CBU 7T JBU 770N PBU 7S ABU 7T EBU 7T BVG 460E BVP 190 BVP 629 63 BVT 563 BWD BWP 888M BWP 953M 555 BXS 800 BYE AB19 BYK 5 BYLL
C CAB 608W CAB 135H CAB 50N HU11 CAB CAB 805S CAB 574R K28 CAB CAC 53Y CAD 50N CAE 110S WCA 10W XCA 10W CCA 116W C411 LOW BCA 10W CAL 110W C4 LEL CCA 118W K24 CAM CAN 1F C4 NES C412 SFE CAR 70N CAR 105K V8 OAR PCA 123Y DCA 120L CAR 14A CAR 15N C412 ONS C4 REN CAR 185T BCA 120L CAR 6N CAS 633A UCA 551D RCA 53Y CAS 11W PCA 50N C47 ONS K28 CAT CAV 380Y 542 CBK 952 CBK 353 CBK 567 CBM CBW 32V CCA 665M 536 CCE 401 CCE CCN 580B 7996 CD X389 CDA CDM 278M CEH 785Y 8888 CF 208 CFC C974 CFG C986 CFG CFM 112W CG 4844 CHA 210T RCH 41M RCH 45M RCH 33M RCH 34M CHN 430B CHO 74L C11 OKA CHR 930 CHU 88Y CIL 6575 CIL 7601 C12 RON 545 CJO 37 CKA CKE 188
2222 CL TCL 41R WCL 45S CLU 88S CMB 161S COA 57S COA 77S YEL 427S G6 COD COE 693 303 COJ COL 173R CON 311V CON 4V COO 165T COO 180X 333 COP KCO 2T COR 541R T38 COS COV 80S COV 800K COV 311S 976 COX COX 792C COX 576V COX 31V CPA 107T CPE 76 CRA 16L CRA 138L CRE 59Y CRE 3T CRE 4T CRE 45T CR15 PCO J985 CRM C959 CRU CSF 37B CSJ 215 CST 91A CSW 44D CTC 569M CUP 5S CUR 715E CUT 53T JCU 77S CVG 611F 17 CVJ CY 5241 CYB 46 CYN 700
D 222 DA 5833 DA 7 DAD DAH 107F DAJ 135Y DAK 117S A99 DAL DAL 113S E290 DAN E859 DAN OAN 16L 768 DAN DAN 316 DAN 373 DAR 7S DAR 12T OAS 70R D4 SSU M737 DAV DAV 135D DAV 3N DAV 135V DAV 135N DAV 15F DAV 15L DAW 17T DAW 54T 720 AWN DAY 5C 529 DAY DBC 766T DBJ 49 477 DBM DBR 23S J317 DCD DCK 231B DCK 92B DCM 94Y 8553 DD 2522 DD 7479 DD DDE 98P DEB 501V DEB 19S DEE 585L DEE 3L DEE 41L DEL 661T DEL 128Y M9 DEL DEM 953Y D111 ENT P733 DEP P678 DEP D111 ERY DES 1N DEV 3Y 2986 DF 6044 DF 9074 DF 8422 DF 46 DFC 2733 DG DGW 428B DH 9336 DHJ 880B DHK 499 Y359 DHN DHN 195T D34 BLO DIL 6646 DIL 4802 DJI 7757 DJO 946R DJO 918R 4859 DK 947 DK 3333 DL DMA 873 DN 3754
6462 DN E149 DNB DNG 34 DNP 481N DOD 580Y K23 DOG K21 DOG K27 DOG DOL 781 DOL 50N 443 DOL F636 DOM DON 875V DON 63V DON 42V 518 DOR DOR 668 454 DOR DOU 6K DOV 688 DOW 17S 5905 DP 5469 DP DRE 64N DRE 5S DRR 504B S90 DRU DSD 44 DSJ 852 DSU 378 DT 9695 8908 DT 3049 DT 872 DTP 671 DTT P598 DUD P253 DUD DUG 55S DUG 528C DUJ 240T DUR 120Y DUT 81C A896 DUX 45 DVB DVG 411G 60 DYB DYL 101V DYW 15
E XEA 7X R97 EAL EAM 518 F6 EAN F8 EAN M26 EAN K31 EAN EAS 153X JEA 501V SEA 701V J5 EAT GEA 70N E17 VES EAZ 7 EB 9035 153 EBK Y836 ONY 9 ECD 667 ECD 148 ECD B16 EDD EDD 17T EDD 11T EDD 171T AB19 EDD EDE 87R E6 ENS EE 9941 EE 9471 EEL 209T EFC 308A EFC 416 Y9 EFC 405 EFH 4 EFJ EFX 348C 509 EHA EHL 50 EHN 328H 548 EHR EJT 119C EKJ 348 6284 EL YEL 476S LEL 150N SEL 150N ELL 155X ELL 152J ELL 187T ELL 4Y ELS 16W SEL 50N ELW 15Y ELY 823C ELY 107T 5411 EM EMA 450K EMA 808X EMA 65K EMA 635S EMA 53X EMD 57B EMV 455T EMV 498T ENG 147D ENN 73 90 ENR ENR 38 EPD 59V ERE 3N ERG 73 Y905 ERH 999 ES ESE 536 E551 TON EST 116D 8361 ET 1306 ET ETA 18 ETH 914V EUI 20 8619 EV EVE 383 EVG 559H
EVG 616H EVL 505 EVN 241L 560 EVT 32 EWD 7 EYL
F 4428 F FAB 118S FAB 59S F46 ANS FAJ 53L FAJ 56L FAJ 51L 5 FAJ S499 FAJ FAK 13Y FAL 805S FAR 7Y TFA 12R FAS 77T FAT 80Y FAT 138Y FAX 11V FBR 83 2222 FC 533 FCG FCR 888 62 FCY 9229 FD 1 FDG F36 ANS HFE 1N FLE 517Y RCA 550B FET 332 FEY 308D FEZ 9999 FHH 348K 700 FL FL 3887 FLA 66S FLA 91T 91 FLA 645 FLD FLE 33T 86 FLF 179 FLY FLY 440T 8179 FM 3588 FM FMA 543F 441 FMC FMW 190J 2641 FN 7553 FN FNB 541C FON 6L FOO 711E FOO 71Y YGY 460S FOR 883S AFO 12D FOR 576R FOS 733R 572 FOT FOW 153X 7 FPP 361 FRH FRO 64T FRO 664T FRO 57T FRO 661T FRY 5V FRY 5S FUG 3Y SFU 110N FUR 70N FUR 12Y FUR 9Y 477 FUR F567 FVF FVG 570J A114 FVO 9999 FW
G 5555 GA 174 GAB LSG 41N T264 JAL GAL 73N GAM 811N A635 GAP A631 GAP GAR 1H GAR 1X G4 ROT GAR 501N GAR 16N GAR 1D GAR 189L TPG 4S T6 ASK GAS 809 GAS 601 GAT 3N GAV 117S GBA 69 GBH 185 GBR 499 GCN 254 GDE 444W D198 GDL GDR 46S 1111 GE GE 1414 2222 GE GEF 340V GEJ 20 GEN 77S 63 RRY 166 ERY GER 1A 68 GFR GFX 488D 3 GGJ GIL 15 GJI 4728 GJK 608 GJT 110D GJY 401 5555 GK
GKC 50 GL 5918 2222 GL GLA 231T GLE 350N H3 GLH GLZ 7777 4 GMT GNH 79B GNJ 63 GNR 74 GNT 261M Y49 OAL Y61 OAL Y106 OAL Y46 OAL GOB 58N GOB 5W GOB 81L OOO 560D T260 JAL 548 GOK GOL 50N GOL 81N NGO 1D 90 LF GOO 1E GOR 84N GOR 3Y GGO 55S GOV 88W GOW 9N 999 GP 8 GPR GRA 990N GRA 78N GRA 713V GRA 758N GRA 290V GRA 70N 624 CE GRD 23 ERE 3N GRE 610N HGR 33N GRE 950N GRE 169N 83 GRE GRE 16K GRE 50N GRE 609N GR69 VES 264 GRP 6 RUB 2222 GS GSK 337 GSK 741 GSK 535 GSL 734 GSU 933 76 GTG GTO 106D 772 GTW 55 GU GUI 1 GUN 58N GUR 111T GUS 74R 456 GUY GVG 618K GVG 619K GVG 803K 9999 GW 166 GWP T8 GYM
HEN 570N HEN 71N HEN 70N HER 56F HES 70N HES 46 HEW 377S HEW 177W HEX 3N G350 HEX 98 HFK 38 HGG HGU 889J ADH 188S AAH 188S S111 CKS 200 HKJ HL 8674 HLK 107T HLZ 5555 2222 HM HN 5141 HNM 5 HNO 8N HNZ 3333 HO 1234 HOB 85H HOB 85L HOB 135N HOB 850N JHO 850N HOB 50W HOD 635N HOL 101W HOL 70N HOL 78N HOL 7W HOL 73N NSX 352A HOO 50N HOO 531N F110 RNE HOR 702N HOR 53N HOR 58N HOR 733N HOR 701N 400 HOT HOT 70N 448 HOV HOW 477J HOW 117T HOY 733N 8927 HP 764 HPA 5555 HR HRT 81 HSH 934Y 222 HT HUB 42D HUG 637T HUG 35N HUG 637S HUI 19 HUM 813S HUM 33R HUN 7N HUN 71N HUP 1N HUR 7Y HUR 57T
JEY 516F JEY 522F C359 JGL 59 JGN JGU 662C JGU 678C JHC 454 JHL 508 JIW 1537 JIW 653 M9 JKC JKH 868L 641 JKO JKW 6 JLX 24 JM 8753 JM 4045 JMA 915K JMB 444C
JUD 68S JUF 648 JUK 5W JUL 104N JUL 106N JUL 113N JUL 16N 5 JUN JUV 176K JUX 508V JUX 351D JVG 757M 2604 JW 8783 JW JVV 896 JW 9206 JWO 96N JWU 94Y JY 632
CHOOSE YOUR INITIALS!! Prefix Plates 1. First pick letters with A-E, G, H, J-Y 2. Numbers 1-20 (higher numbers subject to availability) 3. Add your 3 letters (not I, Q or Z)
H57 ONE Current Style Plates 1. First pick 2 letters (not I, Q or Z) 2. Choose from 51, 02, 52, 03, 53 04, 54, 05, 55, 06, 56, 07, etc 3. Add 3 letters (not I or Q)
AR71 ZAN Most Initials available JAP 17N JAR 50N JAR 60N JAR 120N JAR 35Y JAR 450N J45 ONB NJA 50N GJA 50N JAS 500N JAT 117T JAT 140T
JMB 277T JMC 51 587 JMP JMR 702 JMW 693 JN 3773 4407 JN JOA 14N H825 LJO JOA 17P JDB 50N C233 JOE
JY 4635 JYC 25 JYW 59
K KAH 108M KAJ 69N KAL 550N KAR 317P KAR 317V KAR 12Y KAS 842
KCK 892F KCL 197 KCW 335 KDG 977 KDG 89 KEA 524 KEL 10G A445 KEL K21 VYN KEN 14P K3 NOC KEN 5S KEN 33P 402 KEW KFC 47 KFM 73 KFX 575F 111 KGE 58 KGG KGL 83 KGY 523V KGY 502V KGY 466V K1 DUM K25 NGS KJ 1673 KKH 798N KKL 915N N659 KLA N250 KLB KLJ 378N 342 KM 252 KMA 4 KNG 8 KNW 491 KOD KOR 12Y KOT 6Y 889 KOV 2258 KP KPR 41 KPW 558N 364 KRA 93 KRD KRG 99 F950 KRM KRU 25L KRW 724 KS 5531 KSA 178F KSC 226D KSL 137 KSP 3 KSV 777 700 KTF X572 KTG C559 KTH KTS 101G 90 KTW KUN 189 KUO 3 KV 4505 KWA 83 KWC 688 KYA 51N K77 KYD 84 KYD KYL 13S KYL 13M KYL 38K KYM 774X
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H 3207 HA 8473 HA 7629 HA HAB 86N HAB 18J HAB 18N HAB 84S HAB 40S HAB 40J HAG 3E HAH 610T HAH 562T 478 HAJ HAL 4N HAL 550N HAL 77S HAL 58N H417 SEN J114 NDS HAN 120W HAP 3N HRT 50N WHA 121S VHA 121S HAR 19Y HAR 7T HAR 153N HAR 87S KKH 778N HAT 58N H4 TAC GHA 770N KKH 776N HAV 80Y HAW 53Y HAW 50N HAY 796V HAY 733V 851 HBC HC 7831 HC 5726 HCK 144E HCK 345 HCT 58 HDS 733H HE 4948 6502 HE MHE 4P KHE 4P HEC 5 HED 63N HEG 50N HEL 317S HEL 317V HEL 41V HEL 31V HEM 58Y
JAB 81N JAC 687V A864 JAC JAC 680V JAC 946V JAC 58N JAD 35V TJA 941R JAG 163Y JAJ 305V T246 JAL JAL 53N JAM 53E 77 JAM E259 JAN B623 JAN JAN 35S JAN 35A JAO 4L
ALL £50
HVK 674C OCL 107V FVG 748J WGU 685F
X495 KTG T502 MAU
P872 LSM TJA 936R W866 ADW AFW 709A B741 ABH BBH 703P CFM 112W C915 CRU D198 GDL E149 DNB
EEL 603T EMV 498T A146 FVO A631 GAP HGU 889J R621 KAW KFX 565F KLJ 378N
HUR 57V 144 HUR WHU 770N HUT 701N HUT 76N HUT 71N HUT 10V CHU 770N HVG 840L HVK 677C HVS 58N HWR 110G HWW 74T 1004 HX HYE 28 9 HYE
I IIL 18 IIL 9999 K21 NCE 8596 IW
J JA 3638 JAA 15L JAB 98A TJA 881R
Y309 NAL N524 PVL
ALL £100
JAV 51W JAW 31V N3 JAW LOJ 4X JAY 51N A199 JAY A364 JAY JAY 833N JAZ 59 JBB 906 JBM 990F 860 JBM JBW 663Y JBX 472N JCC 152N JCR 999P JDK 228N JDY 200 JEL 50N JEM 41 JEP 35H JES 1W RJE 5S JES 53P JES 773R JEU 106 JEY 749Y
LCL 887A MFX 423G NTG 307P OGU 767D PTU 468B PGU 903K Y829 ONY C397 SFE
JOE 11T 92 JOF JOG 3R JOK 765N JON 49E JON 53N JON 1K 86 JON JOS 11L JOY 376N R26 JPA JPA 261V JR 8891 532 JRR 684 JRR JRS 971 JS 4835 JSA 228G JSK 204 A103 JSO A104 JSO JSR 640 JST 284N 552 JTA 326 JTB 469 JTO 232 JUB
KAS 839 KAS 802 KAS 136 KAS 160 K25 SON KAT 35V KAU 550N KAW 52N KAW 53N KAW 51N KAW 54N KAW 59N R621 KAW KAY 83V KAY 537V KBD 76 KBL 39N 817 KBM 87 KBP 73 KBP 742 KBP KBS 3 KBS 5 KCH 38N KCH 55N KCH 74N B16 KCH
Y366 RVU T106 MAU T658 NWL N179 WUP
S499 FAJ T710 TBD TRJ 651R UBD 339G T869 UEE VOY 214L WCU 846Y WWU 208J Y739 WFC XFX 712B
L LAB 377E LAB 37T N910 LAG LAL 14W LAM 85P LAW 59W BUY 14W LAZ 8 31 LBF LBF 57 LCC 663P LCK 348N LCL 628A LDD 87 89 LE LEE 5N LEE 366 LEG 6P LEG 785W LEG 37T YEL 499S LEN 297P LEN 941H LEP 84 LES 13R L355 TER YEL 377S
LEV 177Y LEV 177J LEV 177V LEW 307P LEW 847H 4 LFE LFM 380N D630 LFX 568 LHA 1 YMO L154 SAL LJ 5961 H660 LJO LKK 597B LKO 555 753 LKP 7777 LM LMO 51 LNB 269 LNH 979 LNO 901 LOC 41X LOM 45S LON 680X K31 ONG 630 LOO 708 LOP B10 PES LOR 3R LOU 158P B10 UTH LOU 153P LOV 3P 59 LOV LOW 312Y 12 LOW LOX 500 LRE 8P LRP 51M LRS 72 8888 LS LSA 425 LSD 578 LSD 823 LSG 48N P872 LSM 874 LUB LUC 180X LUE 5P LUE 7V LUG 70P LUR 4L LVA 11 LVG 910B LWG 66 LYB 11E LYC 3E LYL 3N E282 LYN LYN 78P LYN 87X
M MAB 837T MAB 813Y MAC 346V MAC 15S M24 CKS 832 MAE 938 MAE NMA 660T MAH 41P MAH 33D MAH 41E C701 MAK C737 MAK OMA 110Y MAL 338W MAL 261W MAL 357P MAL 980P C54 MAL MAP 55S MAR 647E MAR 63L MRR 10W MAR 771V MRR 19W M425 HAL MAR 63P MAR 437V MAR 9E MAS 6Y LFM 454N MAS 537 MAT 235S T506 MAU MAY 598P MAZ 399 MAZ 366 853 YMB MBH 31H MCV 4N MCW 95G MCW 84G MCW 94G MCY 92E MDG 371V MDM 687G 3511 ME MEL 154P MEL 15F MEL 145P NME 110R LFM 310N A873 MEL E390 MEL MEP 120A MEP 127A M23 RCS ME21 VYN MER 543 MES 53Y LFM 354N MFA 54 MFF 949 MFO 283 MFX 514W MFX 455G MGL 976 26 MH 222 MHY MIG 4444 CFM 115S
MIL 38 598 MM 6728 MM 1192 MM 5312 MM 167 MMT MNG 72L MNH 155K MNN 34D S41 MNP 1155 MO MOA 72X MOC 7P MOD 111A K21 MOD MOE 333X MOE 566X MOE 856P 985 MOE MOG 735X MOG 331P MOG 908P MOL 73N RMO 113R MOR 73R MOR 155R MOR 318Y MOS 55S MOS 51S MOT 3L CMO 713Y MOT 76Y MOV 13X MOW 9R MOW 3R MOW 13R MOY 124P 6 MPR N855 MPV 5555 MR MRR 45W C9 MRW MSA 27 B9 MSR MSV 878 MTU 41C MTW 555C MVG 740C MW 8743 R6 MWC MWJ 292 MWL 45 MWV 229F 777 MYC MYR 46X MYR 4P
N NAD 99M NAJ 18P NAJ 18W Y993 NAL NAL 332E Y996 NAL NAN 70N N934 NAP NAS 386 NAS 671 N45 EER NAS 628 NAS 54R NAS 70R NAS 13R NAS 385 NAT 11S NAV 309F NAV 306F NAV 300F NAV 330S N42 EEM 6506 NB NBD 52 NBN 50 96 NCG 6553 ND 86 ND W576 NDA NDD 958 4571 NE 8969 NE NED 87P NEE 42 EHN 335H NEJ 30R NEL 870 NEW 55S NEW 31P NEW 574R NFC 466S NIB 3333 N25 SAN NJ 4544 NJ 364 NJT 477H NJW 209P 204 NKE 840 NKR 1 NLG 9999 NM NMA 966T NMG 98 805 NNN 95 NNO NNW 5 NOB 13X 279 NOB NOB 80X NOB 56X NOH 712 NOM 88 JNO 74Y NOW 938 NPA 910 570 NPE NRG 71 H964 NRU H977 NRU NSX 346A 2222 NS NS 4570 NSX 390A NS 9999 NSJ 871 NST 270Y
NSX 368A NTG 307P 79 NTW 5180 NU NUS 7Y NUT 1E NUT 741S NUX 221W NV 9830 T658 NWL NWT 5 NWT 750A NWX 5 E6 NYC NYK 5Y 3748 NZ
O O 3012 OAK 7M OAK 3S Y52 OAL OAN 20 B1 OAP R348 OAY OBU 330P OCL 107V 693 OCV OD 620 ODE 117F ODE 139F OER 1M F912 OFG OGU 767D OK 9362 OLY 268P OMY 475P ONE 7L ONE 11H ONE 41L ONO 73V 13 ONS Y921 ONY Y814 ONY OO 3840 P50 OOC OVV 377P
P P20 000 PAD 260W PAD 63T PAD 1P PAG 33E S418 PAG PAL 70R 819 PAL 60 PAM PAM 153R E5 PAM PAM 14R PAM 11D PAM 222R D872 PAM PAO 105P PAO 165P PAR 37H PAR 53L PAS 5S PAS 533S E5 PAT E3 PAT PAT 18M S121 PAT PAT 34M D735 PAT A460 PAT PAT 31S A972 PAT PAU 144R PAV 62J PAZ 6 PAZ 1 PBE 39 PBJ 49 PBN 822 PCD 667 PCR 8M PCS 81R Y791 PDM PEA 73R PEE 805S PEG 5R PEG 555 PEG 199 PEN 155S PEN 677S PEP 3R PEP 53Y PER 121N PES 183M PET 80Y RPE 73R PET 73R RPE 76R 2620 PF PFB 112 PFE 792P 19 PFM PFN 25S 5695 PG 246 PG 9074 PG F11 PGH S6 PGJ 8 PGJ PGU 903K 1531 PH 748 PHA PHA 998 PHH 57P PHH 541P P111 LUK P111 LOK PHO 563 59 PHW PIA 9746 PIJ 3252 PIL 4 PIL 15 PIL 111 3588 PJ 7461 PJ 7612 PJ
655 PJH 701 PJH PKH 130P 3546 PL PL 5049 PLA 73R BPL 47T APL 47T PLE 888 PLM 69 PMY 506W PM 9510 PMB 890L 1111 PN PN 7018 A112 PND A150 PND A102 PND PNS 6 LPO 111Y POM 333Y POM 3Y Y879 ONY POP 574R TJA 928R A911 DUX TJA 968R C911 WOY C911 CRU POT 312S POW 805S POW 311F 2688 PP 4288 PP 482 PPE PPM 449 P91 PPO P125 PPO P64 PPO P154 PPO PRE 553R N2 PRK PRO 553R PRU 783 PSC 290 PSN 690H PTA 827 PTH 37S PTH 51S PTK 90 7 PTS 843 PTT PTU 973B PUE 236 PUI 3333 PUL 58Y PUL 14N GPU 113N A6 PUM 922 PUO PUT 71N PUT 73R PUT 3R N524 PVL 6795 PW PWA 58K 52 PWC PWN 900R PWN 6Y PWU 119P 49 PYD
R 9498 R 3091 R 6524 R 897 RAE RAE 785G 752 RAE RAE 636 JRA 63N RAG 55S RAJ 599X RAL 91F RAN 737E RAN 386L RAP 574R N934 RAP RAS 791 RAS 914 RAS 74S RAS 916 RAS 790 RAS 753 RAT 113R 472 RAT RAV 934R RAV 769X RAV 276X RAV 513X RAY 84R RAY 93R RAY 162M RAY 213R RAY 729N RAY 809 RAZ 59 RB 4099 RBM 6W S2 RBS RCA 505B 3 RCA RCA 316Y RCA 540B RCD 458G RCH 510M RCS 18 RD 8371 RD 3197 RD 3350 RDB 3R 751 RDV 224 RDV R92 EAL R91 EAL 916 REA R101 EAL R142 EAL REC 703R RED 64R REE 744S REE 805S REG 417X REG 417M
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NUMBERS WANTED FOR CASH
REG 417R REG 51R REG 428G RET 120F RET 20S REY 370S REY 4T 333 RFM RFM 828L RG 6659 RG 8305 RG 3805 RH 1508 RHR 253C RIA 9509 R188 NGN R133 EAL K121 LEY MR21 LEY DR21 LEY K21 VET RJG 176G 6475 RK 9401 RK 267 RKJ A8 RKM RMA 498 207 RML RMO 415 RMO 112R ROB 83Y ROB 813Y ROD 53N ROF 3R ROG 33R RDG 6R 1206 ER ROG 63R R86 ERS ROH 17B ROJ 570 R6 LER R9 LER ROM 93Y RON 586R RON 843M RON 581R RON 579Y RON 851Y Y812 ONY ROO 173Y TED 120S K21 OSS ROW 417S ROW 113Y F843 ROY RPE 8 RPF 9 RPR 97 RRH 874 RRL 53S RRS 621X RRS 619X RSY 4L P22 RTS 743 RTW ARU 8Y RUB 83R RUB 3R 146 RUB RUD 4L RUG 63R RUG 3R RUG 504 RUG 8R RUL 911E RUN 17Y RUS 31W LRU 5H RUS 683M RUS 3L RUV 41N RUX 75 Y366 RVU 227 RW 8 RWG 900 RXG RYK 895 RYL 3S RCA 544B
S S17 JNA T254 JAL SAL 7T H541 MON LSA 11Y SAL 73R WSA 11Y CTC 654M SAN 580Y E54 NDS W54 NDS SAR 81R SAV 49E SAV 361M SAY 170R SAY 3R SAZ 1 S312 SBD 283 SBJ 139 SC 4396 SC SCA 119P SCA 73R SCA 12R SCA 73P SCO 713L SCR 33N SCW 768L SCW 736L 8888 SE SEA 820K J5 EAT R95 EAL R115 EAL M26 EAN K25 EAL R135 EAL M53 LBY SEL 50N SER 141S SET 805S UNE 53X
RUF 53X NET 53X VEG 53X COO 153X SEY 63L C363 SFE 391 SFM SGN 700 SGU 985L SH 7640 SHA 1G RSH 4W SHA 61N SHA 24R K25 HAW SHE 90Y SHE 12S SHE 12Y SHE 80Y SHE 458Y SHE 412S SHE 24R SHE 138Y SHH 29 SHT 805S G511 ORT SHO 127S S1 HOE SHO 128 SHO 12T K25 HOT SHP 9N SHP 510W SHR 177P SHY 805S MS18 SON TS18 SON GS18 SON PS18 SON CS18 SON F51 DHU T251 JAL T251 JAL LPR 51M D951 MON KLJ 351N SJT 948 SKE 114M 497 SKJ SKY 766S SLA 73R SLA 93R DSL 473R SLG 96 SLK 51R K25 LOW SMA 113R SMA 127L SM17 HYJ SM17 HYT SM17 HYD SMP 635 SMT 27 41 SN S17 OWS SNP 10 S10 AMS N504 BYA SOE 8Y T250 JAL SOL 36Y T250 JAL S1 OLD SON 580Y Y815 ONY 500 NAR WH05 OUL SOU 150N J950 UTH 450 UL M25 OUL SOY 3R SOY 6R SOY 43R SPE 19R SPU 12M SPU 125R SPU 12R SPY 80X SPY 50N 8809 SR SRL 89M SS 3504 SSA 791 SSG 989P SSG 95P SSN 691 K57 AGG N25 TAR B57 AGG FDS 733D D15 TEV STO 788F S701 NES 9 TOP H57 ONE F57 OCK W570 KES W57 OCK STR 470N STU 813L 5 TUD STU 427M A451 STU S7 UBS STU 601R 607 STU SUB 4R SUB 3R SUB 84R 8025 UE 78 SUE 83 SUE SUL 114N SUS 51R SUT 78N SUT 16R SUT 13R SV 7757 SV 6078 SVR 760W SVS 233 KSW 413S 5 WP
SYD 769 L66 SYM SYM 78 2536 SZ 9886 SZ
T 215 T TA 8009 333 TA 74 BBS TAF 50N TAH 533N TAL 81R TAL 9R TAL 131R TAL 87R TAL 881R TAL 181R TAM 99S 5 TAM TAN 14Y TAN 170Y TAO 355S J74 PPA TAR 44M TAS 235 TAS 799 TAV 875 TAW 83Y G2 TAX TAY 119R TAY 116R ETA 710R TBD 5W T710 TBD TBE 95 A860 TBW TCE 7 5309 TD TDU 8 T34 MUK TED 978S TED 298S TEF 132R TEF 97R TEK 7N TEN 7T TEN 15 TEN 77T TES 54K TFC 489 TFV 1J TGU 656E THE 984 THH 58R TIB 8 T188 UEE TIL 15 TJA 918R TKA 33 97 TKE TLE 858 TLJ 291R 250 TM 896 TMK TNC 94J TNC 7 TNU 700 TNW 81 TOB 813Y C13 TOD TOG 3Y TOL 5H TOL 16Y TOM 45S TOM 45N CTC 670M Y917 ONY K27 ONY 9 TOP TOS 80X B165 TOW TOW 117G 32 TOY TP 926 TP 3155 290 TPE 212 TPL TPP 813 TPP 1 4407 TR TRA 173R 7124 CY T124 CYM TRD 900 TRE 113R TRE 5G TRJ 634R TRO 73R TRY 913 TSO 169R TSP 93 TSV 243 TSV 617 TSY 751 407 TTC 843 TTC 500 TTC TTM 45 TTP 107 TTU 671H 7354 TU TUB 35S TUD 496 TUD 348 TUI 6 TUK 1L TUT 73R TVV 74F 8184 TW 5593 TW TYS 4
U 5962 UA 6702 UB UBD 339G UCA 636D UDD 874 T869 UEE UEY 804T 5655 UG 30 UG
BUYING
GUIDE
66 Classic Car Mart August 2021
IN ASSOCIATION WITH
LANCASTER INSURANCE
IN ASSOCIATION WITH
LANCASTER INSURANCE
BUYING
GUIDE
ROVER P5
HOPE AND GLORY Stockpiled by the British government when production ceased, there are few cars which represent the establishment more effectively than the Rover P5. If you want a slice of upper crust British motoring, what do you need to know? WORDS: SAM SKELTON
O
riginally planned as a replacement for the P4 range, the Rover P5 could be argued to have missed its mark. Instead, the car grew larger, and Rover’s plan to supplant the older car was rapidly revised into one to supplement it. But while the P6 served as an ample replacement in time for the four cylinder P4s, the P5’s position at the top of Rover’s tree cemented the company’s reputation for undeniably British, crafted transport. With none of the forward thinking technology of its predecessor, it nonetheless emerged as the ideal car of state for government ministers and the government stockpiled the final batch for use well into the 1980s. The clear Studebaker influence was retained, though in a fashion never seen in Detroit. One of the last true Rovers, the P5B never lost the respect of the British people. Saved from bangerdom, its classic staus was assured. The P5 was Rover’s first monocoque, and as such it was over-engineered to ensure it was strong enough to do the job. This made it heavy, and that meant it needed more power and torque than the P4 110 engine could muster. Retaining Rover’s traditional overhead inlet and side exhaust valves, the OISE engine, as it is known, was expanded to three litres. Initially launched with one body style – a four door saloon – the MK2 of 1962 brought another option. Again a four door, but with a lower and more rakish roofline, Rover felt
justified in calling the new body a Coupe in the same manner as Mercedes’ CLS and VW’s Passat CC today. The Mk2 was an improvement on 1961’s Mk1A, dropping the standard wind deflectors and increasing power to 134bhp (129bhp if an automatic). The Mk3 of 1965 brought the individual rear seats we associate with the P5, making it more comfortable for four. A chrome side strip was also fitted at this stage, which would be carried over to the P5B of 1967. This car was the first Rover to be fitted with the ex-Buick aluminium V8, developing 160bhp. This was enough to shave four seconds from the 0-60 time, and was some 40bhp more than the outgoing Three Litre Mk3. The V8 was fitted largely to pacify customers who felt that there hadn’t been an adequately powered Rover flagship since the days of the P4 110, given the P5’s extra size. The new car, the 3.5 litre, would be the model which would see out the P5 line. Discontinued in 1973, its six years are the best-remembered of the P5’s history. The 3.5 litre is easily identified by chromed Rostyle wheels, and courtesy of the V8’s useful torque could only be ordered with an automatic transmission. Favoured by the rich and influential, no less a person than Her Majesty Queen Elizabeth II was a repeat Rover P5 customer, owning a pair of dark green saloons – which, it was said, became her favourite cars. In addition, ministers loved them – Margaret Thatcher arrived at Downing Street in a P5 no less than six years after production
Classic Car Mart August 2021 67
BUYING
GUIDE
IN ASSOCIATION WITH
LANCASTER INSURANCE The V8s may get all the attention but the Three Litre is still an imposing car.
ceased, and was said to be mortified when the Government Car Pool forced their replacement by Jaguars and Daimlers. A total of 69141 Rover P5s were built over a 15-year period.
WHAT TO LOOK FOR BODYWORK Check to see if the doors have dropped – this can indicate worse rust in the shell which may not have been caught. Inner front wings and the base of the A post are known rot problems as they’re water traps. The A post in particular is a horrible area to repair, so we’d avoid cars that have gone here. Bonnets deform over time, so don’t be too worried about poor bonnet panel gaps. It’s just a part of ageing for a P5. Inner and outer sills are both structural, so check as much as you can in these areas. On V8s the sills ought to be black, body colour on sixes. Poorly restored V8s may have body coloured sills, but this isn’t a huge issue. The double skinned rear valance can rust out, and battery trays and inner rear wings are known for rust too. Both are difficult repairs to perform well – if they’ve been done, make sure they look right and are strong. Chromed Rostyles from the P5B are very nice, and many Three Litres will have had them fitted. But they’re expensive to refurbish, so if they’re there check that there are no marks from kerbing, and that they’re free of corrosion or pitting.
three litre form, and the ex Buick V8 in the P5B from 1967. The six cylinder is an overhead inlet, side exhaust design. It’s a three litre in the P5, stretched from 2.6 in the P4 and Land Rover, to ensure adequate power given the additional size and weight of the car. It should be very smooth, and if it isn’t something has gone wrong somewhere. They do use a little oil, and do show low oil pressure at tickover – but it will need to rise under load. Early cars were positive earth, later cars negative – as a rule, the cars which have alternators will be negative earth and cars with dynamos should be positive. Make certain before you attempt to jump start it. Post 1969 V8s came with an automatic choke, and they can play up, But testing it is easy. Start from cold, let it warm up, turn it off and restart it. If the warm start is troublesome, odds are it’s the automatic choke. While the
originality is more desirable, many of these cars have been fitted with manual chokes to get round the issue. Remember too that as these were designed for five star fuel the ignition settings will need retarding from the factory recommendations. This will be specific to each car, so if you’re no good at tuning, find someone who is. V8s need at least 50% antifreeze to prevent corrosion in the waterways. Check this is the case, and if you’re unsure budget for a coolant flush. Tappetty noises from cold are fine, if they quieten down as the engine warms up. V8s also come with a mechanical fuel pump as standard. It’s perfectly adequate with no need to convert to electric, though some owners have done so.
TRANSMISSION All boxes should be smooth to use, whether the four-speed manual available on the six
SPECIFICATIONS MODEL
P5 MkI
P5 MkII
P5 MkIII
P5B
ENGINE
2995cc
2995cc
2995cc
3528cc
MAX POWER
115 bhp
129 bhp
134 bhp
161 bhp
MAX TORQUE
164 lb.ft
169 lb.ft
169 lb.ft
226 lb.ft
0-60 MPH
16.2 secs
15.8 secs
15.8 secs
10.7 secs
MAX SPEED
95 mph
108 mph
101 mph
115 mph
LENGTH MM
4737
4737
4737
4737
ENGINE
WIDTH MM
1778
1778
1778
1778
The P5 range made use of two engine families, the six-cylinder carried over from the P4 in
WEIGHT KG
1613
1651
1712
1587
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BUYING
IN ASSOCIATION WITH
LANCASTER INSURANCE
GUIDE EV SAYS... Andrew Evanson Senior Operations Manager at Lancaster Insurance Services, says: The Rover P5 in all its guises is currently surprisingly affordable but makes a great alternative to a Rolls-Royce or Jaguar of the era while still offering all the traditional comfort and style of many much more expensive classics.
get you a set of rear shoes. A recent brake fluid change is ideal, if not make it a priority. If it’s not been done, ask yourself what other basic maintenance may have been neglected. As these cars are now all MoT exempt, it’s possible that basic maintenance may have been skipped. The long-serving ex-Buick V8 is a familiar sight and easy to maintain.
INTERIOR cylinder models or the Borg Warner three speed automatic available on all models. Rover never produced a manual V8, so don’t look for one. Automatic transmission fluid should resemble Cherryade in colour, if it’s brown it needs a change and if it’s black there’s something potentially costly wrong with the gearbox. A burning smell is bad news, too. A clonk from the rear as you come to rest isn’t necessarily a worn differential. It could just as easily be a poorly adjusted kickdown cable, which is a simple and inexpensive fix. Only start to worry about the diff if you can hear the same clonk when engaging a gear.
There should be a small amount of play in the steering box of any example, whether assisted or not, but it shouldn’t be sloppy. Try a few, work out how it should be, and find a car that feels like it should. Most had power steering, including all the V8-engined P5Bs. They’re meant to be light and almost over-assisted. Steering boxes can leak but specialists can refurbish them – if it feels at all heavy or dead, odds are someone’s overtightened things to get rid of play. This is a bad move – it means a rebuild is the next step, so bargain accordingly.
BRAKES SUSPENSION Even on cars with perfect suspension setups you’ll feel sharp ridges, but overall a P5 should have a good ride. Every bush is available, but owing to the quantity, replacing every one could be expensive. We’d advise buying a car that’s good to start with.
Very early P5s have drums all round, but the majority of cars you’ll find for sale have discs at the front and drums at the rear. It’s a single circuit with servo assistance, and bits are available so there’s nothing to cause undue distress. You’re looking at around £100 for a full set of discs and pads, and around £40 will
INSURANCE COSTS Quotation supplied by Lancaster Insurance 1972 Rover P5B, value £14,000: £79.08 or £97.08 with Agreed Value Based on 45-year old, with a second vehicle. It’s garaged, covers 3000 miles a year and lives in an SP2 postcode. They have no claims or convictions, are a club member, and are employed as a marketing manager. Disclaimer: Policy benefits, features and discounts offered may vary between insurance schemes or cover selected and are subject to underwriting criteria. An additional charge may be payable. Subject to underwriting criteria. An additional charge may be payable. www.lancasterinsurance.co.uk 01480 809176
These cars are all between 63 and 54 years old now, and it’s not unreasonable to expect that the interior might be past its first flush of youth. Fortunately, these cars used carpets, real wood and leather, so it’s all eminently able to be reproduced. The seats are trimmed in leather throughout, and with the originals as a pattern there’s nothing an averagely competent trimmer cannot replicate. However, older leather looks and smells better courtesy of ageing, and a fresh smelling interior with trim not yet polished shiny by decades of posteriors will appeal far less to some than to others. The wood is African Cherry, shared with early P6s. A specialist can restore the lacquer or even replace the veneer entirely. It won’t be cheap, but poor wood needn’t put you off the right car. Minor trim items and metalwork such as interior door handles can still be found, as can gauges. Carpets can still be had new or used, and if you have special requirements there’s nothing beyond the abilities of a half decent trimmer here. But I'd still suggest buying a P5 with the best interior you can find, if only because repairs can very quickly get expensive if allowed to get out of hand. Bodywork should always be more important than trim, but trim can be far more expensive to get right in the long run.
WHAT TO PAY The P5 has had three major enemies to survival over the years; the banger racing circuit, rust and engine failure. These, happily, mean that if you’re looking at a P5 for sale today it’s
Classic Car Mart August 2021 69
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IN ASSOCIATION WITH
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typically one that’s stayed good enough to avoid this triumvirate of fates. With just a few simple checks, you should be able to avoid buying a lemon. As a rule, Coupes are more valuable than saloons, V8s more valuable than six cylinders, autos over manuals. Power steering adds value where not standard, and the newer the car the more desirable it is to the majority. An early MK1 saloon manual without power steering is thus the best-value choice, though harder to sell on in future. A P5B Coupe is by far the easiest for resale, but comes at a premium. Pale colours emphasise their size, while darker shades look better by hiding the car’s girth. Dark blue, green and black are the easiest colours for subsequent resale. A solid P5B in a good colour can fetch up to around £16,000 in either body style, while £20,000 gets the best saloon and £24,000 the nicest Coupe this side of a concours field. But a condition 1 saloon with the six cylinder could be had for under £10,000 if you’re careful. You’d be paying a shade more for a Mk3, but would certainly get a pretty and usable Mk1 within budget.
VERDICT One of Britain’s best loved and best respected saloon cars, it’s acquired as strong a reputation as a state limousine as the Presidential Beast or De Gaulle’s DS. And the things which made it so great in an official capacity are the same things that make it so tempting as a classic buy today. As a family-friendly classic, there’s space aplenty for people and things – and nothing this side of a Rolls-Royce has the same level of interior ambience. Indeed, many would argue the Rover
A tired interior can be renovated easily, but replacement trim can get costly. has greater class. This is backed up mechanically by two great engines which offer plenty of poke and reliability, and topped off with a choice of two fantastic bodies which should suit most tastes. Rakish Coupe or imposing saloon? You choose. Better still, they’re a great investment, and values are still increasing at an impressive rate.
That means that they’ll never be cheaper than they are today. There’s plenty of support from myriad Rover clubs, a strong spares community and scores of admirers at every show you attend. It’s one of the best bets for 1960s family motoring in Britian today, and we wholeheartedly recommend it. CCM
OR MAYBE..?
Paul Wager, Group Editor Daimler V8 While the Rover was the choice of the upstanding professional, the contemporary Jaguar, the Mk2 had a more look-at-me image, beloved as it was by racing drivers and shady underworld types alike. A Mk2 with a quieter deportment was created following Jaguar’s acquisition of the Daimler company by the simple expedient of dropping in the 2.5-litre Turner-designed V8, adding some crinkly chrome and calling the result a Daimler. Most were automatics and the woofling V8 created a car with a similar restrained character to the P5.
70 Classic Car Mart August 2021
Dave Youngs, Lancaster Insurance Rover P6 If the P5 seems just that bit too big to deal with for the enthusiastic hands-on owner, then its successor the P6 offers a similar blend of style and ease of ownership, while also being small enough to ease into a standard garage. The P6 also has the cachet of being the last car to be designed by an independent Rover company, even if it was launched into the BL era. Like the P5, the P6 was offered with the V8 engine, in which form it's something of an unlikely hot rod. The four-cylinder cars meanwhile, especially in 2.2-litre guise also offer strong enough performance to be fun.
J. MOORE CLASSIC CARS ROVER SPECIALISTS
01449 780241 / 07917 181840 jasonsclassiccars@btconnect.com
• Restoration and repairs • Service and fault diagnosis • Paint and body • Engine transmission rebuilds
• Conversion and modifications • Bespoke fabrication • Rewires and upgrades • References available
P4, P5, P6, SD1, Land Rover, Range Rover, Hotrods and Customs
Unit 21, Red House Farm, Bacton, Suffolk IP14 4LE
THE ROVER SPORTS REGISTER www.thersr.co.uk
WE COVER EVERY MODEL! But why the funny name? The RSR was formed in 1953 by a group of enthusiasts for the Pre-War Sports Tourer. We are proud of our heritage - but we haven’t stood still and today we have members with P4s, P5s, P6s, SD1s and later models up to the last Rover 75s built, as well as those with Pre 1950 cars and all Land Rovers. Join today from just £30. We offer: • Award winning Bi-Monthly magazine • Parts lists and Workshop manuals • Website, Join online and buy from club shop • Comprehensive Spares coverage • Technical expertise • National Network of Regional Meetings* • Award winning Rallies and Events* • Access to Library plus Technical Publications • Insurance Scheme * Regional meetings and events take place if Covid restrictions permit.
All Rovers and Land Rovers welcome!
We are still here! Join us on line for your regular RSR meeting. For details check the RSR website www.thersr.co.uk or our facebook group RSRCommunity. Keep safe everybody! To join an active, marque club for all Rover owners worldwide online,see our website www.thersr.co.uk. Enquiries by phone to Ian on 01824 790280 or email: enquiries@thersr.co.uk
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THE MARKETPLACE
THE CARS
THE BEGINNING
DATABASE: PORSCHE 924/944/968
somewhat heated office discussion recently revolved around the thorny question of whether the Volkswagen Corrado replaced the Scirocco or not, but the truth is that in spirit the wedgy ’80s coupe replaced not the Golf-based Scirocco but the Porsche 924, that being VW Group’s previous attempt at a purpose-built sports coupe. For it was with the VW roundel on its nose that the 924 was originally intended to enter
A
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production. Historically close links between the two firms meant that Porsche had for a long time been carrying out the bulk of Volkswagen’s R&D efforts and was already working on a proposed VW/Audi coupe under the code EA425, with a separate joint-venture company even being established for the purpose: VW-Porsche-Vertriebsgesellschaft mbh, which was originally set up to market the VW-Porsche 914. The brief required the use of one of the firm’s existing engines which in practice
meant the 2-litre EA831 four-cylinder as found in the Audi 100 and being Porsche they couldn’t resist putting at least part of the powertrain in the back – in this case the gearbox and differential ‘transaxle’ unit in the interests of weight balance. With the 2-litre Audi motor inclined Triumph-style at 30 degrees, Harm Lagaay was able to give his design a low bonnet line complete with pop-up headlamps and the result was a sleek, elegant coupe a
DATABASE: PORSCHE 924/944/968
DATABASE
PORSCHE 924/944/968 Porsche’s front-engined four-cylinder range began life as a cast-off VW project but ultimately saved the company. Words: Paul Wager
world away from the angular 914 or the Beetle-esque 911. Perhaps best of all, the extensive use of Volkswagen parts made it cheap to manufacture and the car was all set to become a range-topping VW or Audi when plans changed. Encouraged by the early ’70s oil crisis and by the success of the new Golf, VW management took the decision to can the Porsche design and go with the cheaper Golf-derived Scirocco coupe. All of which worked in Porsche’s favour.
With the similarly VW-derived 914 at the end of its shelf life, Porsche struck a deal to buy back the design and have it produced at one of VW’s under-utilised plants, the NSU factory in Neckarsulm. The deal worked out well for everyone concerned: Volkswagen was in pretty dire financial straits at the time, worrying about its reliance on the old rear-engine cars and the revenue from producing the car for Porsche was welcomed, while Porsche gained a successor to the 914 range without the
development time or investment required to come up with a design from scratch. The 924 would evolve into the 944 in 1982 and then in 1991 into what Porsche itself describes as the climax of development work on the front-engined four-cylinder cars, the 968.
HISTORY One legacy of its rather convoluted heritage was that rather than the 924 being unveiled in a series of concept teasers at
Classic Car Mart August 2021 73
THE BEGINNING
DATABASE: PORSCHE 924/944/968
The original EA425 prototype which ultimately became the 924.
motor shows beforehand, it was launched rather abruptly with a press launch in November 1975 in the South of France. In comparison to the 911 which still betrayed a significant similarity to the silhouette of the humble Beetle, the neat style of the 924 was a revelation. Unashamedly modern, it took Porsche into a brave new era and was echoed by the very much more expensive 928. In launch spec, the 1984cc OHC VW engine ran a 9.3:1 compression ratio and with Bosch K-Jetronic injection was
good for 125 bhp at 5800rpm. A rigid torque tube was bolted to the engine’s clutch housing at the front and to the transmission at the rear, with a propshaft running inside it supported by four bearings. The gearbox itself was an Audiderived unit which explains the slightly embarrassing lack of a fifth gear on early cars. A five-speed was offered from 1979, initially a Porsche unit with ‘dog leg’ change which was replaced by another Audi-sourced five-speed in 1980 on the non-Turbo cars.
Early 944 styling model at Weissach. Note the different door handle treatment.
74 Classic Car Mart August 2021
This translated to respectable performance for European cars, broadly on a par with the Golf GTI which had been launched in the same year. For the US-bound cars, it was a different matter and the credibility of the Porsche crest on the nose must have been severely tested by the Federal-spec cars which offered a paltry 95 bhp. A three-speed automatic was also added to the range in 1976, in which form the US-spec cars would have been hard pressed to match a tired MGB in a straight line.
DATABASE: PORSCHE 924/944/968
The 944 retained most of the 924’s body structure but with the addition of wider steel arches taking their style from the limited-production Carrera GT.
This was redressed in fine style in 1978 with the introduction of the 924 Turbo, offered to the British market from the end of 1979. Known as Porsche Type 931 in left-hand drive and 932 in right-hand drive, it boasted 170bhp courtesy of a KKK turbocharger and a redesigned cylinder head for the VW-Audi engine, running 7.5:1 compression. For this range-topping model Porsche moved further away from the basic VW design by fitting uprated suspension, discs all round, fivestud hubs and a five-speed gearbox. The car also received a larger diameter torque tube,
a hydraulic clutch and a larger 18.5-gallon fuel tank. Visually, the Turbo was identified by the additional intake slits above the front bumper, the NACA duct in the bonnet and the rear hatch spoiler which would later be standardised across the range. The Turbo also sat on 15-inch lattice-spoked alloy wheels. The early cars gained a reputation for being unreliable but a series 2 model from 1979 refined the design with a smaller turbo and mapped electronic ignition, producing a more reliable 177 bhp. At last the sleek coupe had the pace to keep up
with the lower end of the 911 range but the Turbo was an expensive proposition and not for everyone. While the Turbo was a relatively mainstream model, in 1980 it would spawn the homologation-special 924 Carrera GT which added an intercooler and higher compression to the engine spec to permit higher boost pressure for a headline figure of 210bhp, a bonnet scoop and flared arches hinting at the later 944 body style. The limited-production GT would evolve the following year into the GTS which boasted
It’s often referred to as one-half of the 928’s V8 engine which isn’t quite correct although the 944 engine was produced on the same tooling.
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THE CARS
DATABASE: PORSCHE 924/944/968
Lattice wheels and bonnet duct identified the Turbo.
245bhp. Just 406 Carrera GT/GTS models were constructed. Revisions for the 1983 model year included the adoption of the Turbo-style rear hatch spoiler across the range and the Turbo’s 6x15 wheels offered as an option, plus improved soundproofing and synchromesh on reverse gear. The 1984 model year saw an electric release added for the rear hatch.
WIDE BODY The 924 may have dismayed Porsche purists, especially with the feeble performance of the US-spec models, but had made the brand hugely more accessible to buyers: in 1976 the entry-level 911 model retailed at Dm34,000 (£6240) against the Dm23,240 (£4260) of the 924. Unsurprisingly, this made it the biggestselling model in the company’s history to
The 924 Turbo debuted several features which would later appear on the 944.
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that point and it’s widely regarded as being the car which saved Porsche – or at least preserved its independence. The 924 Turbo had shown that the model had so much more potential than the VW engine could offer though and turbocharging would only ever be a shortterm solution. Porsche also knew that the VW/Audi EA831 engine was nearing the end of its production life which would leave
DATABASE: PORSCHE 924/944/968
The 924 Carrera GT previewed the style of the later 944.
THE 924S
Spot the VW Group switchgear: cabin showed much evidence of the 924’s origins as an Audi coupe.
When VW announced that the EA831 engine would be discontinued, Porsche already had the 944 and its new Porsche powerplant ready to go, but the 944 was a step up in price and performance terms from the 924, which left it without an entrylevel model in the range. The solution was simple: since the 924 and 944 were essentially identical under the skin, the new engine was fitted to the narrowbody 924 and priced below the 944 Lux. Suitably detuned so as not to step on the toes of the 944, the 924S boasted 150bhp and used the 924 Turbo running gear with the revised cast aluminium suspension arms of the 944. Very much a stopgap model, the 924S was discontinued in August 1988.
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THE CARS
DATABASE: PORSCHE 924/944/968
The 944 pictured at the UK press launch.
it without a suitable powerplant for an entry-level model. Sensibly however, the Weissach engineers who created the alloy V8 engine for the 928 had ensured that the bones of the design could be used to produce a four-cylinder as effectively one half of the V8. For a company like Porsche with its proud history of engineering excellence it must have stung to market a car with an outsourced powerplant and this would address any criticism of the four-cylinder cars as not being ‘proper’ Porsches. The 4.5-litre capacity of the 928 engine meant that a single bank worked out at 2.25 litres – an unusually large capacity
for a four-cylinder powerplant, especially one destined for a sports car. To avoid an agricultural roughness, the design incorporated twin balancer shafts which ran at twice engine speed and which Porsche claimed gave the engine the smoothness of a six-cylinder powerplant. Ironically, this meant that the new Porsche powerplant required a royalty to Mitsubishi which had developed Lanchester’s original balance shaft concept into a workable – and quiet – modern system. The new engine was to be a 2.5-litre unit in production form which meant retaining the 100mm stroke of the V8 but increasing bore size by 3mm. The end result produced
163 bhp at 5800rpm with 151lbf.ft of torque but its real selling point was Porsche’s claim that over 90 per cent of the maximum torque was available from just 2500rpm. Since the engine shared the V8’s allaluminium construction, it was 11kg lighter at 164kg than the 924 engine despite being physically larger. The rest of the running gear followed the layout of the 924, with the transaxle receiving higher fourth and fifth gears plus a strengthened input shaft and the larger-diameter propshaft borrowed from the 924 Turbo. The VW parts were largely abandoned too, with the Beetle-derived rear suspension parts replaced by new
• The 924 was in fact the second model to be assembled outside Porsche’s Stuttgart home: the 914 had been made by Karmann at Osnabruck. • Porsche claimed the transaxle layout to be inherently safer in a crash, since the torque tube spread the impact load along the length of the car. • In 1987 Austrian endurance specialist Gerhard Plattner drove a 944 from North American across Europe to Asia, covering the distance to the Moon and back in 258 days. • Porsche Cars Great Britain claimed over 300 advance orders had been
placed for the 944. The sales target was 800 cars per year. • Engineers discovered that the balancer shafts in the 944 engine reduced noise levels by 20dB. • A passenger door mirror didn’t become standard on the 944 until 1988. • Three design concepts were presented to VW management for the original 924. It was 25-year old Porsche stylist Harm Lagaay’s which was preferred, but VW bosses added the glass hatch borrowed from the model presented by rival Richard Soderberg who would later style the 959.
YOU DIDN’T KNOW... • The 911 took 12 years to reach 100,000 sales. The 924 took just five years to sell the same number. • The 924’s rear brake shoes were originally specified for the VW K70. • Volkswagen was required to pay a royalty to General Motors for the use of the tappet adjustment screw design. • Porsche claimed at the original launch that careful attention to aerodynamics meant the lower body sides stayed clean and no rear wiper was required. It was on the options list though... • The trailing arms in the rear suspension were shared with the 1303 Beetle model.
78 Classic Car Mart August 2021
DATABASE: PORSCHE 924/944/968 PURE PORSCHE The final fling for the four-cylinder front-engined cars looked similar to the 924/944 range but was as different as it’s possible to get without a radical redesign. Indeed, it’s thought by some marque historians that work originally began on a major evolution of the 944 but engineers realised that so much had been changed that they may as well consider a brand new car. The change warranted a new type number: 968. Whatever the truth of the matter, the passing resemblance to the older car’s style was all that remained of the original 924, with Porsche itself claiming that some 80 per cent of the design was new. The car was now a Porsche product in every way, no longer manufactured at the VW/Audi Neckarsulm plant but at Porsche’s own HQ in Stuttgart-Zuffenhausen. The 968 was launched in June 1991 and used the 3-litre engine previously debuted in the 944 but with Porsche’s own variable valve timing system VarioCam, which endowed it with an impressive 240bhp and 226lbf.ft. The transmission was updated with a six-speed manual, while an automatic was also offered, complete with Porsche’s new Tiptronic system. Now commonplace, this allowed the driver to manually select the different ratios in the automatic box by using the lever or steering wheel paddles. Underneath, despite Porsche’s claims that much of the car was newly developed, the running gear was largely carried over from the later-model 944S2. The 968 was offered in both coupe and convertible forms and also kicked off the now fashionable practice of offering a supposedly lightweight model aimed at track drivers in the shape of the Club Sport. Introduced in 1993, this dispensed with electric front seats, rear seats, stereo, sunroof and some sound deadening in order to save weight. Lightweight Recaro seats were fitted, along with 20mm lowered suspension and wider 17-inch rims.
The Club Sport was 100kg lighter than the regular 968, but clearly UK buyers weren’t ready for such an uncompromising package, which explains the UK-only Sport trim which was offered from 1994 to 1995 and which added back the electric windows, central locking and rear seats. Production of the 968 would end in 1995, bringing with it an end to the era of the front-engined Porsche sports since the 928 disappeared at the same time. Its place as the entry-level model was taken by something entirely different in the shape of the Boxster, which in time would go on to take the 924’s record of the best-selling Porsche. It would also be another 21 years before another four-cylinder Porsche would appear in the shape of the current Boxster 718.
Club Sport spec shaved 100kg from the 968’s weight.
Classic Car Mart August 2021 79
THE CARS
DATABASE: PORSCHE 924/944/968
Porsche componentry and the interior receiving a makeover with new mouldings and switchgear. The wider body was similar to the style debuted on the limitedproduction 924 Carrera GT but with the wide arches now in steel, while the 944 sat on identical 7x15 wheels to those found on the 911SC. The end result was a car which had an aggressive stance a world away from the neat but unassuming 924 and Porsche’s aim was to attract new buyers to the brand. The 944 was launched in June 1981 and introduced to the UK in May 1982 after a press launch in April. Porsche Cars Great Britain stated at the time that it saw the 944 Lux as “an additional option for today’s 924 owners who intend to stay with the Porsche marque but wish to bridge gap between the 924 Lux at £9600 and the 928 at £22,000 without going for the aggressive performance of the 924 Turbo or the 911SC.” It’s clear from Porsche’s press material of the time that the 944 was positioned as a more conventional, user-friendly model than the more specialised air-cooled cars and this was reinforced by the three-speed automatic option being included in the range from the start. The 944 gained optional power steering in 1983, made standard on automatic
80 Classic Car Mart August 2021
models the following year, with the first big changes arriving in 1985. Constrained by the four-cylinder layout, Porsche had used its experience with forced induction to add a 944 Turbo to the range, going by Porsche Type number 951 and launched in the UK in October 1985. With 8.0:1 compression, Bosch Motronic engine management and a KKK turbocharger, the car now boasted 220bhp, lifting top speed above 150 mph and sprinting to 62mph in 6.3 seconds.
A host of upgrades were applied across the 944 range at the same time, including a revised dashboard moulding these days referred to as the ‘Oval dash’. To counter magazine road testers’ criticism of limited wheel-to-knee clearance, the seats were lowered by 30mm and the wheel raised by 18mm. The suspension arms were also cast in aluminium, while changes were made to cylinder head, crankshaft and balancer shafts. A ‘staggered’ wheel
The 944 engine was pure Porsche and left the VW connection far behind.
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THE CARS
DATABASE: PORSCHE 924/944/968
Adding a 16-valve head gave the 944S a boost to 190bhp.
option was introduced, using 7x16 front rims and 8x16 rears. For 1987, the car gained the options of ABS and a sport suspension set-up, while braking effort was reduced by an increased servo ratio. Meanwhile, the 944S model was added to the UK range in September 1986, essentially a 16-valve development of the original engine. The twin-cam head extracted 190bhp from the 2.5-litre engine, giving the car a top speed of 142mph. A more powerful Turbo model was
marketed in a limited run of 1000, running higher boost for 250bhp. Only 70 righthand drive examples of this 944 Turbo S were officially sold in the UK. In 1989 the regular eight-valve 944 received a capacity hike to 2.7 litres with a raised 10.9:1 compression ratio, the result being 165bhp and 166lbf.ft. Meanwhile, the same year saw the 944S2 introduced, incorporating more major modifications: the bore and stroke were increased to give a capacity of 3 litres, with the block lightened by 4.5kg and now using
siamesed cylinders. With revisions to manifolding and ignition, the S2 produced 211bhp and 207lbf.ft torque. The same year, the Turbo S specification was standardised for the regular Turbo model. In the spring of 1989, a convertible version of the 944 was announced, offered with the 16-valve 944S2 engine. The cars were constructed by American Sunroof Corporation (ASC) in its Heilbronn facility, using shells modified by Porsche. Production of the 944 would end in CCM 1991.
SPECIFICATIONS MODEL
924
924 TURBO 924S
944
944S
944S2
944 TURBO 944 TURBO S 968
ENGINE
1984cc
1984cc
2479cc
2479cc
2479cc
2990cc
2479cc
2479cc
2990cc
MAX POWER (BHP)
125/5800 177/5500
150/5800
163/5800
190/6000
211/5800
220/5800
250/6000
236/6200
MAX TORQUE (LBF.FT) 122/3500 185/3500
144/3000
151/3000
170/4300
207/4100
243/3500
258/4000
225/4100
5sp man
5sp man/ 3spauto
5sp man
5sp man
5sp man
5sp man
5sp man
TRANSMISSION
4sp man/ 3sp auto
5sp man
Front, MacPherson struts. Rear, semi-trailing arms and transverse torsion bars
SUSPENSION BRAKES
disc/drum
disc
disc
disc
disc
disc
disc
disc
disc
LENGTH (MM)
4216
4216
3660
4200
4200
3660
3660
3890
4320
WIDTH (MM)
1687
1687
1420
1735
1735
1420
1420
1500
1735
HEIGHT (MM)
1270
1270
1290
1275
1275
1290
1290
1290
1275
KERB WEIGHT (KG)
1080
1180
1195
1180
1280
1280
1350
1225
1400
MAX SPEED (MPH)
125
127
133
137
142
149
152
161
158
0-62 MPH (SECS)
10.5
9.2
8.5
8.4
7.9
7.1
6.3
5.7
6.1
82 Classic Car Mart August 2021
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RETRO RIVALS: MERC v BMW
Celebrating the cars from the ’80s,’90s and 2000s
BUYING GUIDE: THE £10k MASERATI
MARKET TRENDS
ENDANGERED SPECIES
RETRO FLEET
VOLVO T5
MG ROVER Z CARS
SPOILER ALERT!
MARKET TRENDS
FIVE-POT VOLVOS Swedish practicality with added warble.
Words: Joe Miller
B
y the late 1980s, Volvo had established a reputation for practical, subtle, safe and extremely durable saloons and estates. However, even Turbo models looked dowdy in the face of lusty six-pot BMWs. The front-driven 850 of 1991 initially looked dull next to rear-driven rivals, but the unusual five-pot engines gave a gruff soundtrack and hinted at the excitement that was yet to come. The five-pot’s durability and unusual soundtrack made cars so-equipped popular, but with nice examples increasingly rare, could now be the time to invest? 850 T-5R/850R Replacing the 900 Series with the frontdriven 850 divided opinion amongst purists, but there was no denying the new car stood out for its engines: a choice of 2.0-litre and 2.5-litre lumps, both powerplants sporting five cylinders and a distinct, gruff soundtrack. Front-wheel drive meant tail-out antics weren’t as common, but Volvo’s Delta-link semi-independent rear suspension meant the 850 could account for itself well in the bends. The turbocharged T5 of 1994 started the shift towards performance. A Mitsubishi TD04 turbo pushing 9.5psi of boost into the 2.5-litre engine created a 225bhp family car that could reach 60mph in 7.1 seconds. The TWR-built 850 Estate taking part in the 1994 BTCC generated more interest around the 850 and Volvo as a performance brand. Cashing in on this hype, Volvo released the 850 T-5R in 1995. The T-5R featured a power bump to 243bhp, sporty bodykit and five-spoke alloys, leather/alcantara seats and a 0-60 time of 5.8 seconds. Available only in black, green and the distinctly un-Volvo Cream Yellow, the T-5R brought Volvo into the limelight as a sporty, enthusiast’s choice and despite the substantial performance and lengthy equipment list, its £24,000 price tag was some £6500 less than BMW’s 530i. Just 6964 T-5Rs were produced worldwide, of which Britain received 440. The success of the limited-run T-5R led to Volvo producing the 850R as a fullproduction model in 1996, now sporting 250bhp in manual form and available in a similarly vivid bright red, amongst other colours. The interior received lashings of leather and alcantara, whereas the exterior got sports suspension, another aggressive bodykit and seven-spoke alloys shod in Pirelli P-Zero tyres. You paid
86 Classic Car Mart August 2021
Low numbers has driven up T-5R values today.
£32,000 for the ultimate 850, which looked expensive until you noticed how much less performance and equipment BMW gave you for that money. Hefty road tax and not inconsiderable fuel and tyre bills meant both hot 850s tumbled in value on the used market and within six years, £2500 would buy you a leggy T-5R. Their durability means mileage isn’t an issue, but hefty running costs and parts prices meant that at their lowest value of £1500 around 2010, many 850s were stripped for parts when repair bills exceeded the car’s value. Today, less than 230 T-5Rs and 850Rs remain on British roads and that Q-car status and substantial performance now combined with rarity have provoked appreciation – a T-5R now requires £7000£15,000, the upper echelons being occupied by manual estates in the signature Cream Yellow, whereas high-mileage automatic saloons can still be had for £5000-£7000. Being Volvos, estates command a premium. The 850R is another story – again a manual estate is what you want, but you’ll be paying £15,000 or more for the best examples. However, even the ‘less desirable’ automatic saloons offer a strong combination of investment and enjoyment. V70 T5/V70R The 850’s successor sharpened up the styling, but the V70 carried over the standout five-cylinder engines - the T5 was a mainstay of the range, now sporting 237bhp from a 2.3-litre turbocharged five-pot. The T5 was visually unchanged from cooking V70s and was beloved by
motorway coppers for its comfort, pace, practicality and subtlety. A circa-£30,000 price tag was steep for private buyers, but Volvo loyalists lapped up the sharper V70 and like the five-pot 850s, the V70 suffered a sharp depreciation curve thanks to high running costs. First-generation V70s are increasingly rare, but they’re still available under £2000. Remember that’s where 850 T5s were five years ago and suddenly an early V70 looks like a clever investment. Yet more rapid is the 850R’s successor, the V70R. Boasting 247bhp, the V70R utilises AWD to cover ground at alarming pace, while a just-unsubtle-enough bodykit hints at the power contained within. A new V70R cost £37,000, steep until compared to the £45,000 you’d pay for the same pace from a 530i. Once again, hefty running costs harmed residual values and the V70 lacks the touring car kudos or iconic status of the 850, so early V70Rs look like performance bargains, currently under £5000. The added benefit of cheaper road tax on the pre-2001 V70R means demand currently exceeds that for the second-generation cars, however, so we’d predict an 850R-style price rise as numbers drop. RC
V70R remains affordable.
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ENDANGERED SPECIES: MG Z CARS
LIFE SUPPORT MACHINES Desperate times call for desperate measures, but with the the ‘Z cars’ MG Rover pulled off a marketing masterstroke. They’re becoming rarer by the day, so now is Words: Craig Cheetham the time to save one.
N
o sooner had the Phoenix Consortium bought Rover Group from BMW for a tenner in 2000, than it started to seek external investment – something that was crucial to its longterm survival. Many column inches have been dedicated to the firm’s trials, tribulations and ultimate demise ever since, but whatever your take on the death of what was once Britain’s biggest car maker, or at least the roots of it, you can’t fault the company’s engineers and designers for trying. After the ink was dry on the contract in May 2000, the newly formed MG Rover needed new cars and it needed them quickly. But with no money in the coffers, it took a marketing masterstroke to breathe new life into its existing model range. The 25 was already long in the tooth, the 45 even longer (though it was actually launched a couple of months after the 25, it was based on the Honda Civic-based 400 from 1994) and the 75, which was universally regarded as a fine car, was already past its honeymoon period, the one truly competitive product that MG Rover had in its armoury, but also the most expensive of its cars to build. But with no money to create an entirely new car – a new 45 was the company’s
88 Classic Car Mart August 2021
The Z range was rushed into production in commendably short time. great white hope – it needed to show the world it had the expertise to design, engineer and market cars properly. The one saving grace was that, under BMW’s ownership, Rover Group had never been allowed to build a sporty car. That was the parent company’s domain, and the notion of a Rover that could out-handle a 3-Series was scorned upon. Sporting cars, then, were considered the short-term answer, and the MG ‘Z’
cars were conceived right at the start of the Phoenix days. McLaren F1 stylist Peter Stevens was drafted in as Design Chief, and in just over 12 months the ZR, ZS and ZT were rushed into production. In some respects, they were a nod to the MG hatches and saloons of old, but unlike the Metro, Maestro and Montego, they were engineered as performance cars from the very start, and there wasn’t a red seatbelt in sight. Today, they have
The ZR sought to emulate Citroën’s appeal to young drivers. a cult following – but their numbers are in dangerous demise. It’s time to buy one now, while there are still good ones left. MG ZT NUMBER SOLD: 19,102 NUMBER REMAINING: (DVLA figures) 3606 ATTRITION RATE: 81.1% Turning the 75 into a performance saloon was a delicate exercise. Richard Wooley’s original styling was delicate, twee and anchored around wood veneers and sumptuous carpets. As a result, the ZT was a little more conservative in its approach, but it was also brilliantly executed. Indeed, Peter Stevens was most fond of the ZT out of the three, and the estate version even more so. It was styled not just with looks in mind, but also aerodynamic efficiency, and the look is, on the whole, a lot more integrated than the ZR and ZS, though the car was offered with multiple accessory
styling options including a big rear wing which was less aerodynamically efficient than the more conservative lip spoiler fitted as standard – and also less tasteful. There were, again, multiple versions offered. A 1.8-litre K-Series that was more mouth than trousers, and two versions of the 2.5 KV6, in 160 and 190PS formats. A ZT 180 Sport Auto came a bit later, with the top spec engine detuned to a level where it wouldn’t eat the JATCO automatic transmission for lunch. There was also a diesel version with the BMW M42 engine used under licence. It looked great on the outside, but it’s fair to say that the interior was a little incongruous – the silver or black slabs of plastic replacing the wood and the white ‘sports’ dials nowhere near as enticing as the 75’s luxury cabin. It was a natural progression, then, to offer an estate version of the ZT, dubbed the ZT-T. The ZT-T featured the same frontal and interior styling as the ZT, along with its deep, rounded side skirts,
The ZR’s styling had already been under development as a Rover 25 accessory package.
but came with a smaller rear tailgate spoiler and a less fussy rear end. It drove brilliantly, especially in V6 form with a wonderfully seductive exhaust note and mightily fine handling. It doesn’t invite you to drive it to within an inch of its life in the same way that the ZS does, but it’s a brilliantly composed car, the only real criticism being a slightly over-firm ride. Of special mention should be the ZT260 – the Mustang-engined V8 which was MG Rover’s last gasp attempt at attracting foreign investment, by proving what its engineering team could do. Following a deal forged to buy Italian sports car maker Qvale, whose Mangusta supercar was relaunched as the MG XPower SV, the decision was taken to shoehorn the SV’s rear-wheel-drive powertrain into the ZT bodyshell. In many senses, it was the type of project that an ailing manufacturer should never have bothered with, but there were engineers, especially within the XPower Sports and Racing division, who needed to prove they could undertake a complex project to attract that much needed investment from outside the company. It didn’t work, of course, but the ZT 260 remains a fascinating footnote in MG Rover’s history – if you can find one. Of the ZTs made, the survival rate is better than the rest of the Z cars but they’re disappearing rapidly MG ZR NUMBER SOLD: 51,108 NUMBER REMAINING: (DVLA figures) 3539 ATTRITION RATE: 93.1% The ZR was the best-selling Z car and it brought thousands of new, younger drivers into the MG Rover fold, thanks in no small part to free insurance, zero per cent finance and an entry-level list price of below £9500, making it as affordable as most boring superminis back in 2001. It was the easiest of the trio to develop, too, as a lot of the design work had already been carried out by RDS, an independent design house that had been working in conjunction with Rover at the time of its new independence to create a factory body kit that would enable dealers to help market the 25 to younger drivers. With the input of MG Rover design chief Peter Stevens, RDS evolved the design to create the ZR, and it was a car that was an instant hit. The 1.4-litre ZR 105 was quicker than most of its rivals and copied a formula that had worked wonders for Citroën with its ‘warm’ versions of the Saxo. As well as the ZR 105, there was a 1.8-litre ZR 120 (the numbers being their PS figures, so closely related to bhp),
Classic Car Mart August 2021 89
and a 1.8 160, with variable valve timing, along with two diesels, the ZR 100 and 115, which came with the old Rover 2.0 L-Series unit and sold in fractional numbers. The ZR was flawed, of course. The interior was woefully out of date and the quality became more and more iffy as time passed by, but it had terrific steering and handling. While the term ‘performance’ is pushing it a bit far for the lower-powered versions, it did a great job of bringing new blood into MG Rover showrooms and was arguably the most important of the Z-car line-up as a result. Head gasket failure and rusty rear sills and arches have condemned many a ZR to the crusher, so if you can find a good early example, especially a 160, it’s well worth investing in. The V6-engined ZS180 was almost unique in the market. MG ZS NUMBER SOLD: 20,137 NUMBER REMAINING: (DVLA figures) 3291 ATTRITION RATE: 83.7% You wouldn’t expect much from an outdated Honda Civic with some MG Rover warm-over bits, but to disregard the MG ZS is foolish as it’s one of the best cars of the 2000s to drive. Look beyond the woefully outdated dash and awful ergonomics, and you have a frontwheel-drive saloon that was so good that Autocar described it as ‘The best front-driver in the world’ – and that wasn’t faint praise. It looked good, too. The quad headlamp nose was pretty, and in saloon versions you could opt for a giant rear wing that aped the look of the Subaru Impreza – hardly surprising, really, as Peter Stevens was heavily involved in the Scooby’s design. Where it really shines, though, is the chassis. With MG Rover angling for external investment for a 45 replacement, the company needed to prove it could engineer a chassis to match the best in the segment, and when the benchmark compact hatchback was the truly excellent Ford Focus, it needed to be more than just good. And it was. Even today, the ZS is regarded as one of the finest handling front-wheel-drive cars ever made, the flagship 2.5-litre V6 180 proving a huge hit with the media at the press launch for its intoxicating exhaust note, amazing steering and point-and-squirt handling. It was hailed as a true performance car bargain. As well as the 180, there were two other engines. The ZS 115 with the 2.0-litre L-Series diesel and the 1.8-litre 120, which was both the entry-level car and the bestseller. The 1.8, whisper it, is actually the best. Lighter than the revered V6, it’s quick enough to put a smile on your face with
90 Classic Car Mart August 2021
astonishing handling. It’s genuinely a great car. And today, it’s a very rare one. ZS 180s are already quite collectable,
and it won’t be long before the 1.8s follow suit. The diesels, meanwhile, are deservedly scarce. RC
Slatted wings were a distinctive feature of the top-spec ZS. MG CAR CLUB ‘SAVE OUR ZEDS’ CAMPAIGN The MG Car Club and Zed Register launched a ‘Save Our Zeds’ campaign to highlight the decline of Z-badged MGs and help equip owners with the tools to keep enjoying and running their cars, rather than consigning them to the scrapheap. The MG Car Club has the Zed Register, which exists to help owners keep their cars on the road and offers support with technical advice and queries. John Thompson, Chairman of the Zed Register, said: “Today’s culture of financial incentives to scrap older cars when purchasing cars on PCP or lease deals versus the cost of repairing an older car appears to rule out repairs as a viable option.” The Zed range of cars is an affordable
way into MG ownership, and the growing modern retro scene, with good condition cars available for pennies, makes a Zed car a great option for a young driver as a first car, as well as something fun. The MG Car Club has also recently formed a Young Members Branch, which organises events and has an online community to support the younger end of the MGCC membership spectrum. John Thompson added: “This decline in Zed cars is something we as a Club have heard many stories about at classic car events up and down the country. “We are concerned that an important part of the MG brand’s heritage is going to be lost and future generations are going to miss out on these much loved cars.”
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TEMPTING TRIDENT
Gorgeous and fast, these modern classics are also temptingly affordable, but Words by Chris Randall just remember to buy with care.
T
here’s always been a special cachet and exclusivity to anything wearing the Trident badge, so the news of a new Gran Turismo generated plenty of expectation. That new model was launched at the 1998 Paris Motor Show as the 3200GT. Styled by Giorgetto Giugiaro, it was a design that melded elegance with sporting intent with no shortage of the latter thanks to the use of a twin-turbocharged 3.2-litre V8 engine producing 370bhp. Priced from £60,000 in the UK, lucky buyers could revel in serious performance with 0-60mph ticked off in five seconds before going on to a 175mph maximum; the ‘Automatica’ launched a year later was barely any slower. And in 2001 Maserati introduced the Assetto Corsa variant that was a touch more hardcore thanks to lowered and stiffened suspension, quicker steering and uprated brakes. In all, around 4800 3200GTs would be built prior to being replaced by the 4200 that debuted at the 2001 Frankfurt Motor Show. That was in drop-top Spyder form – the GT arrived the following year – and while it looked broadly similar (although losing the distinctive LED ‘boomerang’
92 Classic Car Mart August 2021
rear lights) there were plenty of changes beneath the handsome skin. Power now came from a Ferrari-developed naturallyaspirated 4.2-litre V8, a paddle-shift F1-style gearbox was optional and the transmission was now rear-mounted as a transaxle. 2004’s Gransport version was more focused still, but all 4200s boasted enviable performance and desirability, and production numbers were higher. But gorgeous looks and tempting price tags can be a dangerous combination, so should you buy with heart or head? Let’s find out.
BODYWORK Whilst neither model features the sort of exotic materials and construction that make up today’s supercars, there’s certainly no room for complacency. Most important by far is establishing that no evidence of previous crash damage or poor repairs lurk in the car’s history, so unless you’re certain of the provenance it’d be best to find another example. And with rectification of even minor panel or paint defects proving costly if you want the finish you’d expect of a Maserati, thorough
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GUIDE EV SAYS... Andrew Evanson Senior Operations Manager at Lancaster Insurance Services, says: The Maserati 3200 and 4200 both offer Italian style and rarity for the price of a basic new hatchback. Just be sure to shop carefully or you could be in for big bills.
Throttle bodies can be a common issue with the twin-turbo V8. scrutiny of the body is wise. As for corrosion, it shouldn’t be a notable factor on cherished cars although we’d inspect a 3200GT for any sign of cosmetic rust beginning to form on panel edges, beneath the rear lights or around the rear wheelarches. Pay particular attention to the condition of mirrors and light units, too, as sourcing parts is a potential problem; used items are one option, but if you’re replacing a headlight, for example, bear in mind the inner surface is colour-matched to the paintwork. ENGINE AND GEARBOX Neglected or poorly maintained V8s bring the risk of stomach-churning bills, so an unimpeachable service history is crucial. A notable 3200 engine frailty is excessive crankshaft end float which will necessitate an engine rebuild at £7000-plus, made more difficult by tricky parts availability. A failed throttle body costs £2500 to replace, although it can be refurbished for £400. This engine also features both a timing belt that needs replacing every three years/31k miles – renewing the water pump every third belt change is sensible – and a chain at the back
of the engine that should be renewed at 68k miles; doing both is a pricy job, but with new, original chains unavailable check the history to see what’s been done. Leaks of oil and coolant aren’t uncommon, either, whilst engine management maladies caused by ailing sensors and connections can prove frustrating and costly to cure so watch for poor running and dashboard warning lights. Starter motor failure can occur but used ones can be found for a few hundred pounds. The 4200’s engine is considered more robust and reliable, and parts availability is less of an issue (for now, at least) but it still demands the same meticulous servicing. Camshafts are chain-driven so regular oil changes will avoid premature wear, and it’s worth checking for cam-cover oil leaks. As for gearboxes, the 3200 offered a ZF six-speed manual or BTR-sourced fourspeed automatic, and assuming they’ve not been abused or neglected they’re not usually troublesome. Both will benefit from fluid changes at 12k miles, and bear in mind that clutch replacement is around £3000. A similar sum is needed to do the job on the 4200’s paddle-shift Cambiocorsa
INSURANCE COSTS Quotation supplied by Lancaster Insurance 2001 Maserati 3200, value £15,000: £194.24 or £212.24 with Agreed Value Based on 45-year old, with a second vehicle. It’s garaged, covers 3000 miles a year and lives in an SP2 postcode. They have no claims or convictions, are a club member, and are employed as a marketing manager. Disclaimer: Policy benefits, features and discounts offered may vary between insurance schemes or cover selected and are subject to underwriting criteria. An additional charge may be payable. Subject to underwriting criteria. An additional charge may be payable. www.lancasterinsurance.co.uk 01480 809176
transmission and the clutch can last less than 30k miles. Again, refreshing the fluid in the gearbox and transaxle every two years is a good more and should only cost £200 or so. Note, too, that it’s not as slick as today’s dual-clutch gearboxes, especially at low speeds, so try it before committing. SUSPENSION, BRAKES AND STEERING Anything less than pin-sharp handling requires investigation, and a specialist geometry check is also advisable, especially if there’s any sign of uneven tyre wear. A major overhaul will be a wallet-wilting experience, and even something as simple as worn front lower ball joints is a pricy fix – they’re integral with the wishbones, and those cost £1000-plus. Leaking dampers on the 3200 is an issue, too, and with new Bilstein ones unavailable you should budget £300-£400 per pair for a rebuild. And knocks from the front suspension could indicate a captive nut in the chassis rail/sub-frame has come adrift after hitting a pothole – it’s an engine-out job to fix. Turning to the 4200, all UK cars got Skyhook adaptive dampers, which are not available and are harder to refurbish, so seek advice from a specialist if you suspect problems here. And while checking the suspension it’s also advisable to inspect the front subframe for corrosion – it can rot from the inside and replacement is the only answer at a cost of around £4000. As for brakes, the discs, pads and calipers are common to both models and it’s a case of checking for general wear and corrosion necessitating costly replacement. Ensure the ABS warning light illuminates and extinguishes on start-up, though, as sourcing a replacement pump for a 3200 can be difficult and they can also suffer from corroded reluctor rings on the drive shafts; it confuses the electronics leading to odd symptoms, but they can be cleaned up. At least neither model exhibits any
Classic Car Mart August 2021 93
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particular steering issues, although it’s worth checking within the engine bay on 3200s as fluid can leak from chafed power steering pipes. Both models were recalled in the mid-2000s for potential steering problems – the 3200 for cracks in the steering rack subframe, and the 4200 for loose rack fixing bolts – but these should have been sorted long ago. TRIM AND ELECTRICS Maserati teamed the alluring exterior styling and rampant performance with a lavish cabin, so the important thing is ensuring it’s not succumbed to wear and tear. Scuffed or damaged leather will be obvious and you’ll need to budget for specialist re-trimming, but it’s worth checking 3200s for signs that the hide is lifting on the dashboard or steering wheel boss. It’s a common problem and one that not all owners will have bothered to fix. Electrical glitches aren’t uncommon, either, so make sure it all works as it should and pay special attention to items such as audio systems and air-conditioning. Some parts are very scarce now – window regulators for the 3200, for example, and the 4200’s bespoke audio system although specialists Giallo, have a DAB upgrade to get around this. Even where they are available you’ll not be surprised to hear that they can be very expensive. A failing battery can cause all manner of strange issues, and ensure the red master key is present as programming replacements is almost impossible without it. It’s also
The 4200 lost the earlier car’s distinctive rear-end styling. a good idea to check both models for damp footwells – at best it’s just a blocked drain hole somewhere, at worst a leaking heater matrix which requires dashboard removal to fix. And if you’re tempted by the al-fresco charms of the 4200 Spyder take plenty of time in checking the condition and operation of the electric roof, and ensure that perished seals haven’t led to water ingress. Later versions also got a glass rear screen, which is less prone to damage. VALUES One thing common to both models is that you won’t find many for sale at any one time, so the choice of spec or colour is going to be limited. With that in mind,
you might find early 3200s at the £10,000 mark and they should still be in sound condition, although the mid-to late-teens is where most are to be found. At that price expect a solid history and 40,00070,000 miles on the clock. 4200s are even scarcer although values are broadly similar, if perhaps a touch higher. For either model (later Gransport aside) the £20k mark is pretty much the ceiling and at that money you should be getting an example in exceptional condition, with low mileage, and very few owners. Ultimately, condition and history matter more than anything with these cars so if you did find one that’s temptingly cheap you’d need to tread very carefully. RC
OR MAYBE..?
Jeff Ruggles, Features Editor Aston Martin DB7 Despite its parts bin origins, the DB7’s famous British badge carries plenty of cachet to rival the Maserati, with the 3.2-litre sixcylinder model available with similar sub-£20,000 price tags. Launched in 1995, the supercharged DB7 is just 0.3 seconds slower to 60 than the 3200GT, though about 10mph slower at the top end. The DB7 evolved into the V12 in 1999, identified by large round indicator and driving lamps. The 414bhp V12 is a real match for either of the Maseratis here, but a good example will easily break the £20,000 barrier.
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Dave Youngs, Lancaster Insurance Porsche 911 (996) Another car with a prestigious badge, the 996 was the first watercooled 911 when it was launched in 1998. Prices are now rising as the older air-cooled cars become ever more unobtainable, but the 996 still remains affordable. It’s crushingly competent, though as with the Maserati you’ll still need to do your homework to avoid big bills. Cabriolets and autos are cheapest, with rough cars available for under five figures, but the Carrera 2 manual is probably the sweet spot here. Earlier 3.4-litre cars tend to be priced in the mid-teens, with later 3.6 cars pushing past £20,000.
STAFF CARS
STAFF CLASSICS It's more change on the fleet as we revisit some old projects, welcome some new members to the collection and look into staffers’ own garages. Bentley Turbo R Paul Wager Last issue saw us driving round a car park at Rolls and Bentley specialist Nigel Sandell with a man in the boot monitoring a Bosch ABS tester which eventually showed us that the cause of the non-functioning ABS on the Bentley was a failed sensor on the front offside. A quick win you might think... but no, like so many things on the Bentley it’s not quite that easy. The sensors themselves use a metal body and have an unfortunate tendency to corrode into the hub. Advice from Nigel was that either way it would be a 30-minute job if I fancied tackling it myself: I’d either be done and dusted in half an hour or I’d spend the same 30 minutes wrestling with it before giving up. And as always when it comes to these cars, Nigel’s advice proved spot-on. Just 29 minutes later I was packing away the hammer and crowbar, having realised that the sensor wasn’t coming off easily and this really wasn’t a job to be doing lying under the car on the drive. The Bentley was packed off to my friendly local garage where with the car on a lift access was somewhat easier and eventually the sensor was persuaded out. The ABS system is a standard Bosch design, but the sensors are shaped specifically to the Bentley, meaning new ones are crushingly expensive: think £300 a throw and they’re not interchangeable left to right either. Luckily, Rolls and Bentley parts specialist Flying Spares had a used part in stock which was in my hand the following day for under £100 and needless to say, installation was far easier than removal. Looking at the old sensor, it was obvious that the problem had been caused by frayed wiring and the new part saw the warning light extinguished for good. Just in time for the Bentley to take part in a twin test with a top-end BMW 7-Series which could well have featured on the same shopping list back in the late ’90s. Find out soon how the Turbo R and 750i compare.
Visit our Classics World YouTube channel to find out how the Turbo R fared against the 750i.
Used ABS sensor was a great saving. Original was hard work to extract. first job was to sort the oil leak around the VTEC solenoid, which controls the flow of oil to the camshafts. To do this I sourced new main body and upper gaskets from Tegiwa Imports in Stoke, opting for
genuine Honda items. Changing them proved to be relatively straightforward, and so far the area remains dry as a bone. More challenging was changing a leaky clutch master cylinder, which caused
Honda CRX Del Sol Jeff Ruggles
Recent work on the CRX has been a mixture of mechanical and cosmetic. The
96 Classic Car Mart August 2021
Reinstating the correct spoiler sorted out the Del Sol’s appearance.
Given that this engine is itself a replacement of unknown provenance, it seemed sensible to go for the alternative plan of acquiring and installing a good used engine and since the Celica uses the same unit, they’re not too hard to source. Since the Toyota has effectively run its course as a magazine project car though, after a short discussion a deal was struck which saw me buying the car from the company. I’m currently on the lookout for a good 1ZZ-FE engine and if all goes according to plan the MR2 will be back in action in time to be my summer driver.
Honda S2000 Paul Wager
MR2 is currently awaiting engine number three. the clutch pedal to stick down during spirited driving – not ideal when you’ve got a B16 motor at full chat. A new cylinder wasn’t expensive at around £25 or so, but changing it required some contortion to get the clutch pedal clevis pin and split pin out, then to install the new cylinder through the bulkhead without dismantling half the car. I also had to resort to bench bleeding the new cylinder to get the pressure up, but it’s now done and the problem seems to be solved. The cosmetic job, meanwhile, was reinstating the proper VTi spoiler on the bootlid, which had been removed when a previous owner swapped the panel years ago. Fortunately, I was able to source a
wing in the correct Captiva Blue, and what’s more I managed to fit it in the right place – see www.youtube.com/ClassicsWorldUK to see the process in full.
Toyota MR2 Joe Miller With the replacement roof I fitted last month meaning the MR2 was at last weathertight, I looked forward to enjoying the car over the summer months. Until that is, I started to notice an engine noise under load. Fearing the worst, I kept an ear out for it and in a short space of time it developed into what sounded like a big-end rumble. The initial diagnosis was confirmed by a local specialist who explained that while it’s possible to replace the bearings without removing the engine, there’s a risk in doing so. If the crank journals have been damaged, the problem will quickly reappear.
On balance, I'm probably glad it was the Honda keys not an iPhone which went in the wash.
Anyone who has fished a load of laundry out of the machine and heard the tell-tale clink of car keys against the drum will be familiar with the sinking feeling it provoked as I realised my S2000 key – and remote fob – had just completed a full cycle. Assuming the fob would be beyond repair, I dried it off, discarded the battery and left it in the airing cupboard. A few hours later, with a new battery fitted I gave it a try and... blimey, it worked. I wouldn’t recommend you clean a grimy Honda remote fob this way but clearly the electronics inside the thing are pretty robust. The knock-on effect though was falling down a rabbit hole online researching Honda S2000 security systems after colleague Phil Weeden pointed out that his own S2000 has a different fob and he’d been told by none other than Honda’s own heritage staff that they’re unavailable. After much research it turns out that all the UK-bound S2000s had a transponder immobiliser inside the ignition key, plus the basic (washing machine proof) remote locking fob. Many cars however received a dealer-fit Honda accessory alarm made by Hamilton & Palmer which involved discarding the original remote fobs. As they’ve aged, these aftermarket remote fobs have become unreliable but are no longer available, meaning owners are struggling with alarm problems. This then made me wonder whether the flashing blue LED on my own car was part of an alarm and since the console trim is easily removed, it was a simple task to trace the wiring back and discover that yes, it is nothing more than a flashing light which comes on when the key is removed. The solution for owners of cars with the aftermarket alarm though is easy: have an auto electrician remove the system, obtain a pair of the original remote keys and follow a simple procedure to pair them to the car. And if you don’t want a pair of grimy second-hand key fobs, well just pop them in the washing machine. RC
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RETRO RIVALS: BMW 645Ci v MERCEDES SL 500
TOURERS DE FORCE
Fancy a big V8 GT car from the turn of the millennium? We put the BMW 645Ci Words: Thomas Horner up against a Mercedes SL 500 to see which is best. t the turn of the millennium, the Mercedes SL had long ruled the roost as the luxury, opentop grand tourer of choice and in 2001 it evolved into its R230 fifthgeneration form. This came complete with some advanced technologies for the time, such as its folding two-piece metal roof – an idea adopted from the smaller R170 SLK (1996-2004) – and even worldfirst brake-by-wire stopping power, but it continued the fine old traditions of the SL in many respects. However, alongside the Jaguar XK, it was soon being challenged by a couple of unusual vehicles, one being the leftfield Lexus SC430 – a V8-powered, rear-wheeldrive machine, which also came with a folding metal roof but also the kind of styling only a mother could love. The other was from a more familiar foe for Benz: after its brief foray into the world of the 8 Series (1990-1999), Mercedes’ arch-nemesis BMW decided to revive the 6 Series nameplate following a 14-year hiatus and thus the E63/4 arrived in 2003.
A
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BMW's 4.4-litre V8 offers an engaging soundtrack and 330bhp. This was a Chris Bangle-era car which, at the time, perhaps didn’t win the widest praise for its aesthetic beauty but one which has aged rather well as we move into the 2020s. The Coupe,
codenamed E63, came first and was based on the contemporary 5 Series (E60) underpinnings, launching originally as a 645Ci with a 4.4-litre N62 V8 developing 329bhp and 332lbf.ft. It was soon followed
The bigger Mercedes V8 is less powerful at 302bhp. by a 630Ci, with a straight-six 3.0-litre engine, and then also a V10-powered M6 high-performance derivative. The E64 Convertible arrived around a year after the Coupe and was privy to the same engine choices as the tintop. Unlike the Mercedes or the Lexus, however, BMW eschewed the then highly fashionable folding hard-top and stuck with a fabric lid, for reasons of simpler packaging and reduced weight. This
meant that the E64, measuring more than 4.8 metres from tip to tail, was a genuine 2+2 with reasonably generous (for the class) rear seats, whereas the Mercedes in particular was a strict two-seater only. However, the BMW’s folding roof was hardly conventional. At the rear, two side fins flanked a vertical rear glass screen which could be lowered and raised independently of the hood. This served as a secondary wind deflector for passengers
travelling in the rear of the 6 Series with its roof down, although BMW did offer a folding mesh-and-metal deflector as an option, which clipped into holes in the E64’s interior side panels to sit behind the front seats. The Six’s roof itself was quick for its time, raising and lowering in around 19 seconds, and not only that but it was one of the first convertibles in which you were able to operate the fully electric hood while on the move – it was possible to do such a thing at anything up to 20mph. A modest facelift and a revision of the engine/badging line-up occurred in 2007, when the ‘C’ was dropped from the nameplate to create either the 630i or the 650i. The former was still a 3.0-litre straight-six but was a newer N53 unit, with 268bhp and 236lbf.ft, compared to the 258bhp and 221lbf.ft of the older N52 engine. Meanwhile, the 4.4-litre V8 of the 645Ci was enlarged to 4.8 litres and 362bhp/361lbf.ft for the 650i, while a turbodiesel model with the storming twin-turbo 3.0-litre six of the 535d was also introduced. Understandably, the 6 Series variant went by the name 635d and proved in the E64 that posh convertibles could be powered by diesel and still feel special. An early 645Ci takes some beating, though. Its 4.4-litre V8 engine was pretty much bulletproof and was, in the main,
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Bangle-era styling was revolutionary when the 6-Series was launched but has aged well. Fabric roof aids practicality. connected to a wonderfully slick six-speed automatic gearbox; a manual transmission was an option but most buyers upgraded for the self-shifter and BMW soon dropped a manual box from the 6 Series range entirely due to minimal take-up. Where the 4.4 beats the later 4.8 is on noise. The newer, more powerful engine was strangely subdued and so, roof down, it’s the 645Ci which provides the more pleasing soundtrack for the ears. Accept that the BMW was most definitely geared more towards its grand tourer duties than it was to trying to be a sports car of any sort, and you’ll get on fine with the 6 Series. Early cars had run-flat tyres which could spoil the ride but those will likely have long since been replaced by owners in the intervening years with more advanced rubber. The steering is a little light and US-spec too, but there’s no problem with the way the muscular V8 can shove the 1.7-tonne 645Ci down the road. The SL, by contrast, was a heavier beast, sitting another 50kg up the scale from the BMW but with a slightly less powerful engine in the most directly comparable model, the SL 500. It’s one full of charisma, though, as its M113 sounds exceptional. Not quite as fulsome nor thunderous as the supercharged 5.4-litre unit you could get in the AMG SL 55, of
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course, but still one with a proper barrelchested V8 burble to it. That was mainly down to its large displacement, the SL 500 deploying the full 5.0 litres of swept capacity as its badge denoted. Like the BMW, the SL came with the option of a smaller engine with the V6powered SL 350, which originally was a 3.7-litre lump with just 242bhp. Like the BMW, the SL was privy to a significant
update during its life – in actual fact, it had two model refreshes. The first came in 2006 and saw minor tweaks to styling plus new engines (a 268bhp 3.5 for the SL 350 and a 383bhp 5.5 for the SL 500), while the second saw a notable change at the front of the car, where the quad round lamps of the original E230s were replaced with single-piece L-shaped headlight clusters. The radiator grille also went from a three-
The distinctive BMW cockpit feels like the more special of the pair.
A folding hardtop was the trend at the time but does come with a 50kg penalty.
Mercedes cabin is neat if rather generic. SPECIFICATIONS MODEL
BMW 645Ci Convertible
Mercedes-Benz SL 500
ENGINE
4398cc
4966cc
TRANSMISSION
Six-speed automatic
Five-speed automatic
MAX POWER
329bhp
302bhp
MAX TORQUE
332lbf.ft
339lbf.ft
TOP SPEED
155mph (limited)
155mph (limited)
0-60
5.8secs
6.5secs
ECONOMY
24mpg
22mpg
bar design to a single slat, framing a large three-pointed star emblem. For those wanting the ultimate performance, if the 493bhp SL 55 AMG wasn’t enough then there were actually two V12 models. One was the SL 600, which had the same power as the SL 55 but a little more torque, while the other was the SL 65 AMG – all 604bhp and 738lbf.ft of it. Frankly, though, the SL 65 always struggled to corral that mighty power and, in truth, many an R230 provides a so-so steer. Pre-2006-facelift cars in particular can feel a little woolly at the helm and their interior quality doesn’t feel as good today as the BMW’s simple yet effective cabin. The SL 500, in particular, is a very soft car in terms of its handling bite, although it should be said it is arguably the more comfortable cruiser out of it and the 6 Series. So that means that today, unless you are looking at the splendid SL 55 AMG, we’d always be thinking of an E64 more than an R230. The BMW is just the slightly more modern car to look at, live with and sit in, and its plainer fabric roof results in fewer packaging and weight compromises that are brought about in the SL. Both great cars, it’s the 645Ci which wins the day in this Retro Rivals test. RC
Classic Car Mart August 2021 83
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Cars for sale
AUSTIN HEALEY SPRITE
BMW 330
BENTLEY BROOKLANDS
ALFA ROMEO GIULIETTA
1961, 95000 miles, £54,995. This immaculate little Alfa Spider has had a complete restoration in 2012 by a well known classic car restorer in Florida on what was described as a rust free body. Imported back to the UK in 2015. Finished in Alfa Red and Back trim. A very well sorted Alfa which drive perfectly. Please call 01485 541526, East of England.
1958, £20,500. Yellow with black leather trim. This Frogeye Sprite is fitted with a 950cc engine and is an extremely good example of this fun, no frills sports car from the 1950s. There is a massive history file dating back to 1984. Please call 01234750205, East of England. (T) 108228
1994, 72000 miles, £18,000. Royal Ebony with magnolia piped black interior. Main agent maintained for the first 8 years then looked after by specialists. Superb example, declared first class by Bentley Driver Club. Please call 01732 886002, South East. 108298
BENTLEY MARK VI
AUSTIN HEALEY 3000 MK III
108189
108197
ASTON MARTIN DB4
1967, 89000 miles, £84,995. The last 500 were painted in the beautiful metallic gold colour. Lots of upgrades, including larger bore exhaust, CWW, louvred bonnet, oil cooler, alloy fin sump, spin on oil filter conversion, larger front and rear anti roll bars. Please call 01636812700, East Midlands.
1949, £35,000. Probably the best example on the market having undergone a total nut and bolt restoration four years ago. Please call 01794390895, Yorkshire and the Humber. (T)
BENTLEY S2
1961, 68000 miles, £145,000. S2 Continental Flying Spur. Cardinal red with magnolia piped red interior. Many invoices and past MoT certificates. A fine example of this scarce and desirable coach built S-Type. Please call 01732 886002, South East.
2002, £6,995. Titan silver with full black leather and Alu Black Cube interior mouldings, anthracite headlining, high gloss Shadowline, automatic transmission, dynamic stability control, sports suspension settings, alarm system, M Sports package II, warning triangle and first aid kit, interior mirror with auto dip, smoker package, electric memory front seats, front armrest, sports seats, rear centre headrest with three point seat belt, headlight cleaning system, park distance control (rear), and more. Please call 07711645465, South East. (T)
108300
108213
BENTLEY ARNAGE
108259
2003, 15000 miles, £30,000. Arnage R Twin Turbo. Peacock blue with grey hide interior. Oustanding condition. Please call 01732 886002, South East. 108296
BENTLEY ARNAGE
BMW 330
108288
108303
1960, £549,995. An outstanding Series II Aston Martin DB4. The body is exceptional, the paintwork is pristine, chrome work outstanding and the engine bay first class. The interior has a wonderful high-quality yet aged feel to it, everything works correctly and on the road this Aston Martin DB4 Series II is quite simply outstanding. Please call 01944 758000, Yorkshire and the Humber.
86000 miles, £12,995. Rare low mileage Alpina B3 3.3 Convertible. Factory removable hardtop. Alpina Factory made car #117, a full spec B3 3.3 convertible with full service history and old mots etc. Finished in Estoril blue with grey leather electric heated seats. Blue electric hood, climate control, cruise control, wind deflector, etc. Superb condition, one of a very few made. Moted until 26/02/2022 just 168 miles in the last year. Please call 01932 241843, South East. (T)
BENTLEY TURBO
AUDI TT
BMW M5
2000, 161615 miles, £3,500. TT Quattro (225bhp). Almost all mechanical parts replaced. Engine and clutch. Wax oiled, as seen, used almost daily, classic, runs well, investment, 4WD, 1800cc. Please call 01654 767158, Wales.
2008, 55000 miles, £52,000. Arnage T 500 Mulliner Level II. Diamond black with beluga interior. Full service history with main agents and specialists. A stunning late T500 model. Please call 01732 886002, South East.
1997, 71000 miles, £19,000. Turbo R LWB. Sherwood green with magnolia piped green interior. A very attractive late Turbo R which has just had the head gaskets replaced. Please call 01732 886002, South East.
2000, 37100 miles, £47,995. Le Mans blue metallic with black/blue leather. 6-speed manual transmission. Please call 02083485151, Greater London.
108253
108297
108299
108371
Classic Car Mart August 2021 105
BMW Z3
1999, 43000 miles, £24,995. Z3 M, 3.2 convertible, two door petrol, manual. In near faultless condition. Silver coach work with black and red leather interior. Great spec. Please call 01623 411476, East Midlands. 108350
BMW Z3
CITROËN DS
1970, 85000 miles, £49,950. DS 23 Safari. Manual, bronze, left hand drive, restored condition. Please call 01765 609798, Yorkshire and the Humber. (T) 108368
CITROËN XSARA 2000, £80. 1/4 petrol, 4-door, gold (rare colour). Body and chassis have no rust, mechanically worn out. Only want the scrap price for it. Please call 01359 258626, East of England.
DAIMLER V8 250
DAIMLER SOVEREIGN
1964, 60000 miles, £45,995. Silver Grey Metallic with Dove Grey interior. Five previous owners. Fully restored 20 years ago, including full engine and gearbox rebuild. the shell was completely stripped, repaired and repainted with photo album to show work done. Please call 01636812700, East Midlands.
1983, 29000 miles, £18,995. Sovereign Services III VERY RARE MANUAL. Finished in immaculate Grosvenor brown with biscuit hide. Very rare, 5 speed manual gearbox, electric sunroof, electric windows and mirrors. The car comes with original log book, letters from the 1st and 2nd owners confirming mileage and history, old MOT's, book pack and complete tool kit. Please call 01485 541526, East of England.
108306
108206
DAIMLER
FERRARI 575M MARANELLO
108118
CITROËN AMI
2000, 19584 miles, £14,995. Straight Six. Topas Blue with Black trim. Auto. 1 Previous owner. Owned from new and used as a second car. In the last 6 years the car has only covered just over a 1k miles. Drives like new. Please call 01636812700, East Midlands. 108301
CHRYSLER PT CRUISER
1972, £9,995. Ami 8 Estate. A thoroughly restored Ami 8 with just 3 owners from new. Rouge de Rio red paint and rainbow coloured seats, front fog lights, singlespoke steering wheel, additional switches for LED lights, ashtray, parcel shelf, 4-speed dog-leg gearbox. Completely restored and in wonderful condition throughout, MOT until 13.05.2022 with no advisories, 2 keys, clear Motor Check certificate, MOT and Tax exempt. Please call 07711645465, South East. (T)
£15,999. Limousine 4DR. This excellent example has had a tremendous amount of money recently spent on it including a full engine rebuild at £4600, complete new leather interior £3100, fully refurbished wood set £2200 and almost new tyres all round. Please call 07774261674, East Midlands.
108365
FERRARI 456
108185
DAIMLER V8 250
1997, 6600 miles, £66,995. 456 GTA. Auto, silver with navy interior, right hand drive, excellent condition. Please call 01765 609798, Yorkshire and the Humber. (T) 108366
108210
FERRARI 308
CITROËN 2CV
2006, £1,295. Drives like new with super smooth 2.4L engine and efficient auto gearbox. An early example of a Phase 2 model it features some welcome improvements such as the more fitting analogue clock on the fascia and also a built in CD Radio. Please call 01723 891981, Yorkshire and the Humber. (T)
2003, 65000 miles, £79,995. 575M Maranello F1. Silver with navy leather interior. Right hand drive, excellent condition. Please call 01765 609798, Yorkshire and the Humber. (T)
1988, 80235 miles, £5,950. MoT till May 2022. Galvanised chassis, radio, tow bar, reversing sensors, electronic ignition, etc. Recent service by 2CV specialist, has been in the same ownership for the last 14 years. Please call 07731 751363, South East.
1967, 72000 miles, £36,995. 250 V8. Complete restoration to a very high standard. Finished in unmarked Old English White with Jaguar/ Daimler old red with the seats being original hide. New carpets and headlining. Please call 01485 541526, East of England.
1983, 77000 miles, £72,500. 308 GTS QV. Full ownership and service history from new. Re-Conolised interior 2017. Bare metal respray 2019. G-Tehniq Ceramic coated with 9yr warranty 2019. Electronic ignition. Bespoke leather luggage set. Please call 07767498902, Yorkshire and the Humber.
108234
108198
108233
108337
106 Classic Car Mart August 2021
Viewing Veiwingby by Veiwing by appointment appointment only only days 999-9pm. -9pm. 66 days -9pm.
www.westendclassics.co.uk www.westendclassics.co.uk
MGC ROADSTER 1968 Wire wheels overdrive. Absolutely stunning example finished in snowberry white with red leather upholstery. Total nut and bolt very expensive restoration five years ago and some might say to nice to use. But for the collector this would be the perfect addition to any collection and first time to the market in 30 years .................. RESERVED
TRIUMPH ROADSTER 2000 1949 with dicky seats. Really attractive very sound example. With the last owner for 30 years and having benefited from all new upholstery, paint, chrome ect. Just been fully serviced with new Avon tyres, exhaust system, and full lubrication service. Now ready for immediate use see website for more details photos. .... RESERVED
keith@wec.uk.com
MORRIS MINOR SPLIT SCREEN FACTORY CONVERTIBLE 1956 Outstanding example of this charming and useable little four seater convertible. Subject of a very sympathetic and detailed restoration by the right people, but look still retains all its splendid and original red hide upholstery - clearly demonstrates how well this car has been looked after. Anyone taking the time to view would be hard pressed to fault this car and I have to say she drives every bit as good as it looks. £15,995
SUNBEAM ALPINE MK 1V 1964 Lady owner for some years, bare body shell restoration on a very original car a few years ago. Really good solid rust free example, full engine rebuild 8,000 miles ago and has provided trouble free use both locally and to classic car shows. Lots of bills and invoices of ££££ spent over the years, just receiving full service prior to being available . £P.O.A
RILEY RMB 2.5 1949 Slightly more upmarket cars to own like a pedigree dog I guess. Just the right period after the war when cars started to get a bit more civalised but still retained all the charm we loved then and still crave for today. This is a lovely original example retaining all its original upholstery, fine black coachwork and a new more recent black fabric top. Note photo is of a similar car we sold. This 2.5 example will be available shortly for viewing. SEE WEBSITE FOR UPDATES
AUSTIN 10/4 1935 Very original and dare we say slightly scruffy example so if your looking for mint this ones not for you. Been with the same family for many years and well know for being parked outside the village shops. Great little driver and needs to be left exactly as it is .................................................. RESERVED
FORD CORSAIR 1966 Four Door Saloon V4 in absolutely fabulous condition inside and out. This was the upmarket Cortina of the day and a car we could all relate to with its distinctive lines. This ones even got the bench front seat and column gear change and I know many of you enjoyed driving those in the day. One owner till 2013 and only one since really needs to be viewed to appreciate just how nice an example this car really is ........ £POA
WANTED THE BEST EXAMPLES OF ALL CLASSIC CARS WE PAY MORE THAN MOST AND COLLECT
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Rolls-Royce & Bentley Parts Specialists
Spares
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1967 AUSTIN HEALEY 3000 MK3. This is one of the last BJ8 cars made, registered in October of 67. The last 500 were painted in the beautiful metallic gold colour. A genuine 89k miles from new. A car we originally sold in 2005 to the last owner, we have since then serviced and maintained it on a regular basis. Lots of upgrades, including larger bore exhaust.£84,995
1967 TRIUMPH TR5 - CP2 ‘The very first production TR5’. Valencia Blue with Black Ambla Interior. This historically important TR was built on Aug. 29th 1967 - Build Sheet #8151. Originally incorporated into Triumph’s Press Fleet for evaluation and promotional use. Specification includes Disc Wheels, Overdrive and Heater. £79,995
1969 Jaguar E-type Series 2. RHD. Carmen Red with black trim. Comes with Jaguar Heritage Certificate. Originally sent out to New York USA by British Leyland 27 June 1969. It was then brought back to UK and registered on the 1st of February 2016. A full restoration was carried out with a photographic record included. Stunning. £97,995
1973 JENSEN INTERCEPTOR MK3 COUPE – ‘CAR 39’ Chrysler Metallic Violet with Magnolia Hide. One of only three examples believed to have been finished in this colour by the factory. Only 31,000 miles since new, ‘one of’, if not ‘the’ very best examples on the road today. The condition has to be seen to be believed – totally blemish free. £84,995
in and awaiting preparation for the showroom. Restored in the late 2000’s by MG specialist Simon Robinson, religiously serviced every year after. Red trim and black carpets. Kenlowe fan, period radio, chrome wire wheels, full weather equipment. £33,995
lightened flywheel and conrods, modified distributor, 4 Pot front calipers, 100 mph speedo, 3 clock dash, Twin 11/4 modified SUs, and Vortz air box. It is a rare Mini with very interesting history. Owned originally by the Vrotsos family. In Red with Black roof. Recent full body respray with new seats front and rear fitted. Great fun! £31,995
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www.flyingspares.com
• 7 Individual catalogues from 1946 to present day • Shipping charge calculator for all standard parcels • Detailed photographs & exploded diagrams • Improved online ‘ Checkout 1950 Low Light Convertible. In Red with Beige • Morris An Minor inventory of over trim. This wonderful Low light version named “Ruby” was restored over 10 years ago and has been maintained to a 9,000since.parts high standard £16,995 with photographs
The latest feature to be added to our website is the currency converter which can be seen at the top of our Parts & Prices page. The currency conversion feature of our website is designed to provide a guide price for our overseas customers. 1956 MGA 1500. 1956 MGA 1500. In Signal Red. Just come 1977 MINI MIGLIA VORTZ. Tuned 998cc. Other upgrades include,
1964 FORD ANGLIA in Maroon with grey trim. Only 3 owners from new covering just over 42k miles. In fantastic condition. Restored 5 years ago by ourselves. Bare metal respray/ rebuild costing £24k! Very little use since. £14,995
1965 SUNBEAM TIGER 1965 SUNBEAM TIGER, Mediterranean Blue with Black Trim, Total Ground Up Restoration Completed in our Workshops. From a Bare Shell to possibly ‘the’ best Tiger on the market today. Nothing left to chance with every inch of this stunning example receiving attention. Perfect panel gaps, All mechanical components checked, refurbed or renewed as required. £59,995
COMPLETE BODYSHELLS
Classic Cars Wanted
We have recently acquired complete new bodyshells for a Camargue and Rolls-Royce Silver Shadow II / Bentley T2 which would be ideal for use when restoring a badly neglected or damaged example. Please call or Enquiries invited for these rarely available items. 1970 Morris Minor Traveller. In Trafalgar Blue with light blue trim. Only three previous owners with just over 33k miles covered! £19,995
1957 MGA 1500. Glacier Blue with black trim. Weather Equipment. Steel wheels. Originally a North American
email with
shipping out 18 September 1957. Returned to the Find Export, out more our Artefactors. website, www.flyingspares.com UK in 1991 and then by restoredvisit by Batheaston your details This included a body off the chassis restoration. Comes with Heritage Certificate, invoices for work and parts. £34,995
Contact Our Friendly Sales Team : BEN • DUNCAN• • PETER •• S• HAWN • ANDY • C • HRIS • DAVE • MARK sales@sherwoodrestorations.co.uk www.sherwoodrestorations.co.uk For full Telephone: stock list 01455 292949 • Fax: 01455 292959 • Email: sales@flyingspares.co.uk please see our website or call us on 01636 812655
FORD ANGLIA
1964, 42000 miles, £14,995. Maroon with grey trim. Only 3 owners from new. In fantastic condition. Restored 5 years ago by ourselves. Bare metal respray/ rebuild costing £24k! Very little use since. Please call 01636812700, East Midlands.
FORD MUSTANG
1968, £69,995. Mustang GT Fastback J-Code. Manual, left hand drive, red leather interior, excellent condition. Please call 01765 609798, Yorkshire and the Humber. (T)
FORD ZEPHYR
£1,200. Zephyr MKII. Unfinished project. Please call 07732 263888, South East. 108134
HILLMAN
108364
FORD MONDEO
108304
FORD ANGLIA
2007, 79150 miles, £4,250. Mondeo ST TDCi. Two owners, new aux belt and kit. Full Ford service history, just serviced, will have 12 month's MoT. All new tyres. Please call 07852 885518, East Midlands.
JAGUAR E-TYPE
1974, £5,750. Hillman Hunter Vogue automatic saloon. A rare rust free example. Recently imported from South Africa. Finished in a striking combination of deep red with white vinyl roof. Rostyle rims, rare facia panel of four auxiliary gauges. Please call 01723 891981, Yorkshire and the Humber. (T) 108341
£44,999. The vehicle was already in excellent condition throughout having had substantial work carried out in the USA including engine rebuild, carburettor overhaul, repainted and some re-chroming. Ready to drive and enjoy, includes many previous invoices and current V5 is available. Now converted to right hand drive. Please call 07774261674, East of England. 108182
JAGUAR E-TYPE
108251
1967, 41000 miles, £8,000. Anglia Super 123E modified. 1660 crossflow, twin 45s, coilovers, M16 front brakes, LSD, Milton top mounts and strutbrace, older restoration, lots of history, all steel, solid but some blistering, selling due to limited use. Please call 07961 975813, Greater London. 108236
FORD CORTINA
FORD MUSTANG
1964, £39,995. This outstanding mid 1964 built Ford Mustang Convertible was imported into the UK from Annapolis, Maryland via New York in 2015 and on arrival subject of a full restoration costing over £30,000. Presents superbly with a fabulous bodyshell, stunning paintwork, gleaming chrome and the interior is first class. Please call 01944 758000, Yorkshire and the Humber. 108263
HUMBER SUPER SNIPE
1961, 57000 miles, £16,995. Finished in immaculate Dark Blue with Pale Blue Roof and Grey Hide. Lots of chrome walnut dash and picnic tables. Comes with the original sales brochure and lots of invoices for the work done over the years. Very original and has power steering, column change manual gearbox and an ivory steering wheel. Please call 01485 541526, East of England.
1964, £124,995. This is certainly a car for the purist, a totally correct UK supplied RHD Jaguar E-Type Series One 3.8 FHC finished in its stunning original colour of Opalescent Maroon with Beige trim. Please call 01944 758000, Yorkshire and the Humber. 108261
JAGUAR MK IV
1982, 38260 miles, £7,050. Mk 5 Ford Cortina 2.0.GLS, in factory ordered black(rare) with exceptional low mileage of 38,260. Service history, genuine. MOT June 2022. Various parts replaced in 2020, new tyres, battery, fuse box, exhaust, hoses etc. MOT tester was impressed with no rot or rust. Not concours, a few light marks on boot-lid and front scuttle, but a very useable daily driver or weekend car and a rare sight now. Clean, no issues, runs well, will be road tax free in 2022 as 40 years old. Please call 07860 620663, North West.
£24,950. Prefect 1200 historic race car. Built from a very original road car in immaculate condition by us back in 2014/15 original colours and bodywork, just seven races, five class poles, 5 class fastest laps, five wins. unused since 2017. Please call 01932 241843, South East. (T)
1961, POA. Manual, grey, left hand drive, red leather interior, concours condition. Please call 01765 609798, Yorkshire and the Humber. (T)
1947, £20,000. GRT706. Part restored, bodywork repaired and undercoated. wood restored, new wiring loom, new tyres. Original seats recovered. Radiator, grille and lamps in good condition. Please call 01392 271864, South West.
108265
108188
108359
108119
FORD PREFECT
108207
JAGUAR E-TYPE
108 Classic Car Mart August 2021
Hanwells of London ROLLS-ROYCE & BENTLEY SPECIALISTS - EST. 45 YEARS
2008/58 Bentley Continental GT Speed. Finished in unmarked Beluga, with Speed alloys finished in Graphite. The interior is to Mulliner spec. in Black with Magnolia stitching and embossed Flying B’s. Only 44,850 miles with Full Service History. Immaculate condition throughout.............................................£36,950
2005/55 Bentley Arnage T Mullliner. Finished in Silver storm with 19 inch split rim alloys, Le Mans wing vents to the front wings and twin tail pipes. French Navy interior. Fitted with picnic tables, cocktail cabinets, cool box and vanity mirrors. 86,000 miles with full history. Immaculate and ...............................................................Only £31,950
2004/04 Bentley Continental GT. Finished in unmarked White with privacy glass and Black 5 spoke alloys. The interior is in Savannah main hide with Beluga secondary hide and Walnut veneers. Unmarked throughout, with only 75,000 miles and FSH. Known to ourselves for last 15 years.........................................................Only £22,950
2005/05 Bentley Flying Spur. Finished in Silver Tempest, with 5-spoke 19 inch wheels and electric sunroof. Magnolia interior with heated and cooling seats front and rear. Only 73,000 miles with Full Service History and known to ourselves for last 6 years. Immaculate condition throughout............................................ £23,950
2004/54 Bentley Continental GT. Finished in Moonbeam Silver with Speed wheels with new tyres, with chrome mouldings to the front and rear lights and chrome lower front grilles. Portland interior with French Navy secondary hide. Only 52,000 miles, known to us for 7 years and immaculate throughout ....................... £24,950
2008/08 Bentley Arnage R. Like new with only 9,421 miles with full documented history. Finished in stunning Fountain Blue with Flying B on the grille. Special order 20 inch alloys with new tyres. Linen leather with Walnut veneers, picnic tables and rear park camera. Must be seen to be appreciated .........................................£64,950
2008/57 Bentley Arnage T 550 BHP. Finished in beautiful unmarked Peacock Blue with 19 inch split rim alloys, Le Mans wing vents, quad exhausts and electric sunroof. Magnolia interior with rear park camera. Only 75,000 miles with full history. Known to us, immaculate throughout and value at only ............................... £39,950
2006/06 Bentley Arnage T Mulliner Level II. Finished in unmarked Moonbeam Silver with quad exhausts, Le Mans wing vents and 19 inch split rims. Beluga interior with Piano Black veneers. A fantastic spec. with only 56,000 miles and full history. Known to ourselves for a number of years. Immaculate throughout ....Only £36,950
1997 P Bentley Turbo RL MK IV. Finished in unmarked Royal Blue with Cream coach lines and Sandstone interior with French Navy piping and French Navy carpets piped in Sandstone. This car has been maintained by ourselves since 2014 and has been maintained regardless of cost .......................................................Offered at only £19,450
2006/06 Bentley Arnage T Mulliner. Finished in Beluga with privacy glass to the rear and Le Mans wing vents. The interior is in Beluga with contrast stitching in Magnolia. Vanity mirrors to the rear and Walnut veneers throughout. Only 80,000 miles with full history. Immaculate and must be seen ................... Only £33,950
2004/53 Bentley Continental GT. Finished in Spruce Green with 19 inch split rim alloys and chrome lower grilles. Laurel interior with Spruce secondary hide and Walnut veneers with door and rear quarter inlays. This unmarked example has only done 66,900 miles with full history. Outstanding value at ..............................£23,950
2003/03 Bentley Arnage T Mulliner. Finished in Graphite with 19 inch split rim alloys and Cotswold interior, with contrasting embossed Flying B’s to seats and dark stained Walnut veneers. Only 80,000 miles with Full Service History. Immaculate throughout and must be seen ............. ....................................................... Value at only £27,450
1950 Bentley MK VI Drophead Coupe. Previously restored with a nut and bolt rebuild, including the body, the car looks and drives superbly. Finished in British Racing Green with Willow Gold side panels, a Black mohair hood and Magnolia interior, this car is a real head turner. ........................................ An investment at only £129,500
2004/54 Bentley Continental GT. Finished in Neptune Blue with 19 inch split rim alloys and Saffron interior, with Nautic secondary hide and Walnut veneers. Fitted with reversing camera. Only 79,000 miles with Full Service History. Immaculate condition ............................£24,650
1998 R Rolls Royce Silver Seraph. Finished in Royal Blue with chrome wheels and whitewall tyres. Cotswold leather with French Navy piping and French Navy carpets. Modern sat nav, vanity mirrors, electric seats plus heated front and rear. Known to us for 15 years. Only 78,000 miles with FSH. Immaculate condition............................ £35,950
1998 S Bentley Continental R Chatsworth Limited Edition. Number 7 of only 10 numbered models. This extremely rare car, with numerous Chatsworth features, is finished in Chatsworth Silver with Silverstone interior and Beluga secondary hide, with contrasting carpets. Only 51,000 miles with FSH.........................................................£65,950
1952 Bentley MK VI Manual 4.5 Litre. Finished in Blue Mink over Dove Grey with a Navy coach line and a sunroof. Cream interior with picnic tables, vanity mirrors and Cream carpets. Only showing 53,000 miles, with lots of history and only 8,000 miles since 2002. Outstanding condition and drives superbly ..Amazing value at £39,950
1990 H Bentley Eight MK II Active Ride. Finished in Vermillion with Cream coachlines and Sports wheels. Magnolia Sports interior piped in St James with St James carpets piped in Magnolia. Known to us for 12 years and has been lovingly cared for. 89,000 miles with history, must be seen................................................................. £14,750
1980 W Silver Shadow Series II. Presented in absolutely immaculate condition. The Chestnut paintwork is completely unmarked and the London Tan interior is almost like new with only 40,000 miles on the clock. Maintained to the highest degree, it is very rare to see a car in this condition. Yours for only...................... £37,950
1998 R Rolls Royce Silver Seraph. Finished in Silver Pearl with French Navy coachline. Silver Stone interior leather with French Navy piping and French Navy carpets with Walnut veneers including door inlays and vanity mirrors. Only 47,000 miles from new, with history. Immaculate throughout ..........................................................£39,995
1964 B Rolls Royce Silver Cloud III. Finished in Georgian Silver with St James coach lines and St James interior, with picnic tables and cocktail cabinets. This car has been restored by its previous owner to its former glory. A beautiful example of this much sought after model. An investment at only.. ............................................. £75,950
2002/51 Bentley Azure Left Hand Drive. Finished in Silver Tempest with Grey hood and chrome radiator shell. Cotswold interior with Granite carpets and Burr Oak veneers, with veneered door inlays and rear quarter panels. Only 27,000 miles with extensive history. We have known this car for the last 3 years. Immaculate throughout........................................................... £68,950
1990 G Rolls Royce Silver Spirit MK II Active Ride. Finished in unmarked Cobalt Blue with Cream coachlines and whitewall tyres. Only one owner from new and just 37,000 miles with history. Parchment interior piped in French Navy with French Navy carpets. This truly stunning car is offered at .............................Only £21,250
1981 X Bentley TII. Possibly the last TII ever been registered. Finished in Caribbean Blue with Dark Blue coach lines and whitewall tyres, Cream interior and Cream carpets, with picnic tables and rear seat belts. Maintained regardless of cost. Only 82,000 miles with FSH, a rare opportunity to buy this beautiful car ...........................................................................£42,950
OVER 60 ROLLS-ROYCE & BENTLEY IN STOCK 2 year’s warranty (on all cars priced over £10,000)
All vehicles have a full 20,000 miles service plus a 100 point check, and 1 year MoT. Together with a 24 month 5 star warranty(parts and labour) For up to date stock list, please call.
BROADWAY, 86-88 UXBRIDGE ROAD, LONDON W7
0208 5676557 After Hours: 01932 224872 Email: sales@hanwells.com Web: www.hanwells.com Tel:
JAGUAR MK 2
1968, £62,995. Carmen red with red trim. MK10 3.8 litre engine was used to give performance better performance and was rebuilt by Chesman Engineering. Please call 01636812700, East Midlands. 108305
JAGUAR MKX
JAGUAR XJ
JAGUAR S-TYPE
2003, 50000 miles, £4,000. Great condition both inside and out. Starts first time and drives well. Comes with two keys and book. Hard to find in this condition and mileage. Please call 01843 231172, South East. 108196
JAGUAR XJS
1976, 47000 miles, £34,995. 4.2 C Auto Coupe. Very rare and sought after XJC finished in the classic British Racing Green with black Everflex roof and striking Cinnamon Velour. Documented history. Please call 01485 541526, East of England. 108199
JAGUAR XJ
108354
JAGUAR SOVEREIGN
1985, 33000 miles, £24,995. Finished in British Racing Green with suede green hide. Stunning looking car and drives exceptionally well. Please call 01485 541526, East of England. 108203
JAGUAR MKX
1988, 65538 miles, £17,995. XJS V12, white with new blue mohair hood and blue leather interior. Full documented service history. Automatic, heated electric seats, cruise, trip computer, electric hood. Please call 01889 580222, West Midlands. (T)
1990, 64000 miles, £7,995. Silver, LWB saloon. Drives amazing in every aspect. Number plate D180 DAD is included in the sale and will stay with the car. Please call 01889 580222, West Midlands. (T)
JAGUAR XJS
1993, £2,995. XJ40 Sovereign, 4.0L, Morocco red. With one predominant lady owner, the car has seen little use in the last 15 years spending its time almost constantly garaged. Please call 01723 891981, Yorkshire and the Humber. (T) 108340
1990, 52000 miles, £16,500. Petrol, automatic, convertible. Bargain of the year comes with stacks of service history. Please call 01794390895, South East. (T) 108290
JAGUAR XJ
JAGUAR XJS
2003, 8000 miles, £19,995. One owner. Finished in platinum silver with sand hide. Front park control, electric rear blind, chrome grille and mirror covers. Comes with all its original books and instructions in the Jaguar wallet including the new car order form and invoice. Please call 01485 541526, East of England.
1989, 47883 miles, £24,995. XJS V12 convertible. This top-spec lowmileage vehicle comes with all the Jaguar factory upgrades including electrically operated adjustable and heated seats, rear seat conversion, cruise control, digital computer, 16" diamond cut alloys wheels with new tyres. Please call 01889 580222, West Midlands. (T)
108205
108355
108353
JAGUAR X-TYPE
1989, 58000 miles, £24,995. MK10, 4.2, auto. Finished in Opalescent Blue with Dark Blue Hide and excellent Walnut Veneers. Only 3 owners from new . Restored in the nineties and very light use since. Comes with original sale brochure, original log book, original book pack and hand books etc. Please call 01485 541526, East of England.
2006, 65500 miles, £3,500. Petrol. Auto. Dark blue. Cream leather, sat nav, tow bar. Under MOT extension, drives superb. Please call 07787 106490, West Midlands.
108204
108121
STAR CARS
1990 MARLIN SPORTS 1990, £5,900 Body off restoration, new steel wings, total retrim, 1800 TC twin carb engine, new rocker assembly and oil cooler, electric fan, brakes refurbished, clutch master cylinder, slave cylinders renewed. Steering overhauled, gearbox converted to Ford 9, heater refurbished, MG TF wheels. Will PX classic car, M/C or three wheeler.
Please call 07756 567248, Dorset. 09/20
110 Classic Car Mart August 2021
R.I. C.ENG JOHNSON M.I.E.E.
Email: chapelendcars@yahoo.com JAGUAR AUTO JAGUAR E-TYPE V12 COUPE 1971 AUTO
JAGUAR E-TYPE S1.5 RACE ROADSTER 1972 DODGE DEMON CAR Arriving soon Just Arriving fromthe the USA from USA. Dodge Demon One & Race owner car. Comes with 440 V8 unused since Engine. the early 70s. Very interesting free. carRust with potential
Just Justarrived arrivedfrom from the theUSA. USA.42,112 42,112 Miles. miles.Not Notmany many goodoriginal original good carsasasthis thisone. one. cars Nowrefurbished refurbished Now veryhigh high totoaavery standard. standard.
£59,500
POA £49,500
£29,500 £29,500
Spares or Just arrived repair. from the Restored back USA. VW in the ‘90s when rolled. powered. Spare GT More details available.Solid onstructure. request.
£12,950 £5,950
TRIUMPH 1980 TRIUMPH TR7 TR7 1980
1952 MGC FORDGTTRUCK, FLAT ONLY HEAD V8 BODYSHELL
Now Arrived Arrived from the the USA. USA. from 38,271 miles. miles. 38,271 One owner owner One from new. from new. Not Not many many as good as good as asthis thisone. one.
£12,950 £12,950
MGMGTFTF1250 1250 1954 1954
1969 AUTO.LHD LHD 1969MGC MGCROADSTER ROADSTER AUTO.
LHD Californian extensive import. Extensive restoration nearing completion. Very sound original Low Mileage straight car.
ROYALE RP18 SV RACE 1968TYPE MGC-GT RHD CAR 1974
www.rijohnson.co.uk
Justarrived arrived Just from from California. California. Lovely usable car. Lovely usable car.Now NowUK UK registered. registered.
£24,950 £24,950
MORRISTRIUMPH OXFORD 1928 12 HP1968 CONVERTABLE SPITFIRE LHD
Needs usual repairs but Just arrived. good where it needs to Very original be to make a&good Solid.“C” shell.
Carefully Just arrived restored to a from the for goodUSA standard restoration. but never Veryonsound used the car. road.
£11,950 £2,500
£4,250 £11,950
LANCIAVOLVO FLAMINIA 1963. PININ P1800 “S” 3B 1963 RHDFARINA
420G RUBBER 1968 RHD 1978JAGUAR MGB ROADSTER BUMPER
AUSTIN HEALEY LHD 1977 VW SUPER BEETLESPRITE KARMANNMK1 CONVERTIBLE
JAGUAR MK11 3.8 AUTO 19611956 DESOTO FIREDOME SEVILLE COUPE
Arriving LHD Drive soon. One 2500cc car owner 15 yearsthe & from previously USA.owned For Family from new. restoration .
Just arrived Bodyshell from the+USA. only a Very fewOriginal other & sound parts. Solid for lightUSA straight import. restoration.
Arriving soon from the USA. Arriving More details soon from on arrival.
LHD import. Arriving Solid straight soon originalfor restoration. bodywork. Good restoration POA Prospect. Matching number car.
POA £10,950
£2,950 £7,950
DAIMLER - SP GHIA 250 BODYSHELL 1969DART KARMANN COUPE
SUNBEAM 1963 LHD1969 DODGE POLARAALPINE HARDTOP COUPE
Arriving soon from USA a In good good car to restore. More undamaged details on condition. arrival.
JustArriving in from the USA. 2/63 soon from Sunbeam Alpine. the USA. Missing engine. NeedsPOA floors but otherwise bodywork is good.
POA £2,950
£2,950
Telephone: 01676 541137
the USA POAfor restoration.
£6,950 JAGUAR 31/2LITRE LITRE JAGUARMK MK1V IV 1948 1948 31/2
£5,950 JAGUAR XK 150COUPES FHC 3.8 1960 MGA
Orig. Orig.RHD RHDcar, car, arriving arrivingback back from fromUSA. USA. Details Detailson on request. request.Rust Rust free & very free and very original. Perfect original. Perfect forforrestoration. restoration.
Arriving soon Arriving for fromsoon the USA. restoration Solid & parts bodywork. POA Restoration started.
£POA POA
£POA
Mobile: 07831 715400
epping motor company Friendly family business established nearly 50 years website: www.eppingmotorcompany.com If you wish to see extensive, more detailed photographs of our cars please go to our website, and underneath the description of each car click the direct link to our photobucket albums.
1966(D) Jaguar 3.8 Mk2. Opalescent Silver Blue, A/C, full history from new. Magnificent. £57,995
2007 Ford Mustang Shelby GT500. Torch Red, Black leather 9500 miles. As new throughout. £36,995
1955 Cadillac Coupe de Ville. White, Turquoise hide, showroom condition. £30,995
1967 Lotus Elan S3 Spyder DHC. Monaco Red, 71000 miles, older restoration. £24,995
1970 Rolls Royce Silver Shadow. Regal Red, Beige hide, 63500 miles. Needs light restoration. £POA
1986 Mercedes 560SL. LHD. Smoke Silver, Black hide, A/C, 114000 mls, FSH. Very nice original. £17,995
1997 Mercedes C280 Elegance. Aquamarine Blue, Beige leather, A/C, 49000 miles. FSH. £2,795
2001 Mercedes SLK320. Lazulite Blue, Siam/ Anthracite hide, A/C. 59000 miles. FSH. £5,995
1999(T) Mercedes A160 auto. Metallic Deep Sea Blue, Grey leather A/C, 7700 miles from new! £5,795
1999 Fiat Punto 16V Cabriolet. Metallic Arancio Orla. 22000 miles, FSH. Rare and pristine. £4,795
2006(06) Mercedes CL500 Coupe. Obsidian Black, 98000 miles FSH. Lot of car for the money. £4,295
1963 Ford Fairlane 500 Coupe 260 cu.in V8. Metallic Red, Grey trim, automatic. £14,795
Up to date stock situation on our website: www.eppingmotorcompany.com We are always keen to purchase or take in part exchange Modern and Classic Cars in Right or Left Hand Drive
TEL: 01277 365415 FAX: 01277 365436 e-mail: sales@eppingmotorcompany.com
JAGUAR XK140
JAGUAR XK150
1955, POA. One of the most extensively toured XK140s we've had the pleasure of selling. British Racing Green. The body is lovely and straight, the hood excellent and the upholstery beautifully aged. Chrome wire wheels have been kept in excellent order. Please call 01944 758000, Yorkshire and the Humber. 108254
JAGUAR XK140
£44,999. XK 150 Drop Head Coupe 2DR. This car is for restoration . Very complete. Minimal panelwork required. Please call 07774261674, East of England.
JENSEN INTERCEPTOR
1973, 31534 miles, £84,995. MK3 Coupe. ‘CAR 39’ Chrysler Metallic Violet with Magnolia Hide. One of only three examples believed to have been finished in this colour by the factory. This stunning example has been lovingly cared for throughout its illustrious and celebrity studded career. It is accompanied by full and detailed history files detailing ownership, maintenance, mileage etc. as well as original handbooks, leaflets and keys. Please call 01636812700, East Midlands.
LOTUS ELAN
1969, 61966 miles, £34,995. British racing green, black Ambla. Extensive history dating back to 1976. This Norfolk registered Elan has the original sales brochure from the period and full invoices from the rebuild. Rolling road tuned to 131bhp by Mikeanics. Please call 01234750205, East of England. (T) 108231
MAZDA MX
108310
108183
LAMBORGHINI COUNTACH POA. XK140 DHC, two door manual. Currently carrying out work to this UK registered vehicle. Can be sold as is or built to customers own spec. Please call 07774261674, East of England.
JAGUAR XK150 1996, 10950 miles, £10,995. MX-5 Monaco. A two owner 10,950 mile Monaco limited edition MX-5 in outrageous condition. Please call 07711645465, South East. (T)
108186
108218
JAGUAR XK
2008, 46000 miles, £17,995. XK 4.2. Convertible, Azure blue with ivory leather. Jaguar service history, original and stunning condition. No repairs or paintwork needed. Elderly second owner for 9 years. Please call 01624 813980, Channel Islands. 108142
JAGUAR XK150
1958, £124,995. 4.2 FHC fuel injection. Absolutely outstanding to drive and offers a relaxed and comfortable experience with the car staying in a straight line without having to make constant inputs to the steering. All gauges record correct temperatures and pressures and performance is something quite special. The engine is perfect, it sounds wonderful and under acceleration is quick offering impressive performance and is a car that keeps up with modern traffic. Please call 01944 758000, Yorkshire and the Humber.
MERCEDES-BENZ C180 KOMPRESSOR 1989, 4784 miles, £367,500. 25th anniversary, 5.2L. One of just 57 right hand drive cars. Recently subjected to a full mechanical recommission along with full paint enhancement and 5 year ceramic coating. Please call 01623 411476, East Midlands. 108343
2002, 47000 miles, £1,150. Auto, full service history, MoT one year. Please call 07714 263355 , Scotland. 108125
LOTUS ELAN MERCEDES-BENZ C240 CLASSIC
108260
JAGUAR XK150
£57,500. XK150, 3.8S FHC, two door manual. This is an original left hand drive fixed head coupe. It has had a £25,000 bodywork restoration and all work to repair the original chassis has been carried out and finished. The bodyshell is now ready to paint. All other components will require refurbishing but it is a good complete car. Please call 07774261674, East of England.
1959, £75,000. XK150SE DHC. Originally 3.4 automatic, converted in 1969 to 3.8 manual with overdrive. Body off restoration in 80s, cream with red interior. MoTs 1990-2020, Heritage Certificate. Drives beautifully, super condition. Please call 01768 88205, North West.
1964, £44,950. Carmen red with Black Ambla trim. Known low ownership history from new, with a single owner from 1964 to 2015. This type 26 Elan is the earliest known example to have a Lotus produced body instead of the Bourne manufactured bodies. Please call 01234750205, East of England. (T)
1999, 85000 miles, £2,650. Azure blue, MoT till 2022, two keys, valuable non-dating number plate. Very good condition all round. Long ownership, all paperwork available. Please call 01924 490893, Yorkshire and the Humber.
108180
108283
108230
108128
112 Classic Car Mart August 2021
IVOR BLEANEY
OF THE NEW FOREST ESTABLISHED FOR 50 YEARS
www.ivorbleaneyclassiccars.co.uk
1949 Bentley MKVI
Fit for A Prince
A Concours 1968 Bristol 410
Having undergone a total nut and bolt restoration 4 years ago at the cost of £60,000 by Bentley specialists all bills available. Consisting of all mechanics, bare metal re spray, new interior being upholstery, carpets, woodwork, headlining and all refurbished Chrome and the underneath is as good as the rest. Matching numbers to the V5. Quite faultless any inspection invited. Just fully serviced with all new radial tyres, making her a much more pleasurable car to drive. £35,000
1951 Lagonda 2.6 Litre Drophead Coupe. In 2006 she underwent a total body off restoration, including all mechanics, a bare metal re spray, and a new hood all with full photographic evidence. Recently she was fitted with a new floor mounted gearbox supplied by Aston services. Now in the final stages of completing a total re trim of the whole interior in Grey leather pipped in Blue. She drives superbly. All original handbooks manuals etc. The perfect 4 seater open tourer. Any inspection invited. £69,500
Probably the best example in existence. Finished in Balmoral Green with Red leather hide and Wilton carpets. Being totally restored from the chassis up in 2010 at the cost of over £100,000 including a brand new factory engine. Full photographic evidence of the restoration and all bills available. Just fully serviced with brand new tyres. Must be seen to be believed. Any inspection invited. £56,500
1931 Wolseley Hornet Tourer Bodied by Eustace Watkins.1479 cc engine. During the period mid 1931 until our mechanic bought it, it had only one owner. It was his daily car until (he thinks) 1962 when it was laid up and all but forgotten. It was given a “body off” restoration, the engine stripped and rebuilt and much more beside. Most notably its original “Eustace Watkins” body was completely dismantled and all the wood was checked and replaced as necessary. Painted and trimmed by local craftsmen. £24,500
URGENTLY WANTED PRE-WAR AND EARLY POST-WAR ROLLS-ROYCE AND BENTLEYS PLUS ALL OTHER CARS OF SIMILAR QUALITY TO THOSE IN THIS ADVERTISEMENT
D L
O S
Absolutely Beautiful and Unrepeatable 1928 Vauxhall 20/60 Melton fastback Open Tourer with Dickey seat. This rare delightful drop head Coupe has the powerful 3 litre 6 cylinder overhead valve engine. Having undergone a total ground up body off restoration between 1986 and 1990. This gem of a car oozes character with unbelievably fine detail and turns heads wherever she goes and underneath is like a brand-new car. Just serviced and now ready to be enjoyed. Really stunning and must be seen to be appreciated as her condition is quite irreproachable. £49,500
See our web site for full details and photographs of all our stock. email: ivorbleaney@msn.com Viewing strictly by appointment
Tel: (01794) 390895 Fax: (01794) 390862 Enthusiasts who care that little bit more
MERCEDES-BENZ SL
1996, 124000 miles, £6,995. SL320 in metallic blue with cream/ mushroom leather interior. A very genuine nicely presented car. Nice service history with 15 stamps in the book and invoices for works carried out. Two keys. Please call 01889 580222, West Midlands. (T)
MG MGB
1964, £89,995. Belinette by Jacques Coune. Please call 01623 411476, East Midlands. 108344
MG MGB
MG MGB
MG MGF
1974, £19,500. MGB Roadster. Metallic Nighfire red with black leather trim. This car is a lovely, high specification example which drives beautifully. It has benefited from a lot of work over the years. Please call 01234750205, East of England. (T)
1995, £500. N reg MGF, British racing green. Starts and drives. No MoT. Needs a battery, been standing for two years. Please call 07856 896019, East Midlands. 108177
108229
108356
MG MGB GT
MG RV8
MERCEDES-BENZ SLK
2003, £12,995. A powerful AMG SLK32 with comprehensive history in stunning order. Please call 07711645465, South East. (T) 108214
1963, £19,995. Roadster. Pull handle model finished in tartan red with black leather seats and traditional red trim with black carpets. Please call 01889 580222, West Midlands. (T) 108357
MG 1300
MERCEDES-BENZ SLK
1999, 19000 miles, £9,995. SLK with just 2 owners in simply stunning condition. Please call 07711645465, South East. (T) 108215
MERCEDES-BENZ 260
1971, 54874 miles, £7,950. 1300 MK2. In good condition, driving A1. Has Cooper 1275cc engine. Has British Motor Industry Heritage Trust certificate. Documentation of works carried out, Mintec Mini Spares. Rare two door, on Irish plates. Please call 00353 0872 444129, Ireland.
1973, £7,995. Chrome bumper model. The '73' spec facelift model with face level fresh air vents, centre console with armrest, black honey combe grill, new type steering wheel, overdrive. Rare Bronze Yellow (mustard) with a immaculate Blue cloth/leather interior. Supplied with a huge history file of bills on work untaken PLUS Heritage certificate. Just fitted with new brakes all round plus new alloy wheels new tyres and moted No advisorys and just 5,000 miles since 2010. Please call 01932 241843, South East. (T)
1993, 52000 miles, £16,450. UK spec RV8 in British Racing Green, recommissioned in 2017 after being housed in a private collection. New parts fitted: Mohair hood, radiator, water pump and hoses. Bridgestone tyres on refurbished wheels, brake cylinders and ignition components. Very good leather and woodwork. Please call 01856721345, Scotland. 108187
MG TF
108191
MG MGC
108139
MG MGB
1992, 94750 miles, £5,995. 260e. An elegant straight six W124 with just three owners and a full service history. Please call 07711645465, South East. (T)
1971, 1906 miles, £16,995. Roadster. Finished in immaculate British Racing Green with black leather piped white. Stunning looking car. Please call 01485 541526, East of England.
1968, £23,500. Full body restoration in 2016 with photos and receipts. Full engine re-build in 2013 including lightened and balanced flywheel and six branched manifold. Unleaded head. Electronic ignition. Owned for 13 years. Outstanding condition. Please call 07989 318737, Scotland.
108217
108208
108264
114 Classic Car Mart August 2021
2004, £14,700. Here we offer a very rare and very low mileage TF135 in Sunspot Yellow ( Kinetic monogram IAC) with Black leather sport seats, black soft top, front fog lights, wind deflector, mud flaps engine water level sensor etc. Serviced at, 90101m, 10416m, 11523m, 13011m, 14559m. Always garaged and not used in the winter. Totally immaculate show car condition. Please call 01932 241843, South East. (T) 108190
GHOST MOTOR WORKS LTD Exclusively Rolls Royce and Bentley
1977 ROLLS-ROYCE SILVER SHADOW 2 finished in Willow Gold Tan Parkertex Savoy Velvet. Covered just 28,000 miles, 37 years on Jersey. 2 former keepers. Outstanding low mileage original example ........................................................ £42,000
1979 ROLLS –ROYCE CORNICHE 5000 SERIES FHC Finished in Royal Blue with Magnolia hide interior 65,477 miles. Known to us for many years. Last gentleman owner for 14 years. A wonderful example of these increasingly rare and much sought 5000 series cars ............................................ £65,000
1993 BENTLEY BROOKLANDS Finished in Brooklands Green Tan hide piped Green interior. 54,000 miles 4 former keepers. Full service history. Jack Barclay maintained. ExceptionaL.. ............. £18,000
2003 BENTLEY ARNAGE R TWIN TURBO finished in Peacock Blue with Grey Hide Interior. 14,000 miles, Originally supplied to Singapore. Outstanding condition ................................ £30,000
1992 ROLLS-ROYCE SILVER SPIRIT 2 in Royal Blue Magnolia piped Blue Interior. 50,000 miles Full service history with main agents and specialists. Known to us. Exceptional condition ........................................ £20,000
2003 BENTLEY ARNAGE T Silver Storm with Beluga hide interior. The fastest and most powerful motor car Bentley had produced at the time. The Rolls Royce 6.75L V8 was given twin Garrett turbochargers, this result is 450 brake horse power and 0 - 60 in a shade over 5 seconds ............ £28,000
1963 ROLLS-ROYCE SILVER CLOUD III Finished in Georgian Silver over Ming Blue. Grey Blue hide interior. 80,000 miles Excellent history file. Rolls-Royce main agent maintained. Full engine rebuild 20,000 miles ago ......................... £65,000
1965 ROLLS-ROYCE SILVER CLOUD III Finished in Silica over Cardinal Red with Beige Hide Interior. Ex Foyles Bookshop family car for 35 years. A beautiful example ....................................... £85,000
1995 BENTLEY CONTINENTAL R finished in Red Pearl 1965 ROLLS-ROYCE SILVER CLOUD III Midnight with Magnolia piped Red Interior. Just 35,000 Blue Light tan hide, 68,000 miles. Just 3 former miles with full Service History. Known to us for keepers. Exceptional. ................................. £95,000 last 13 years. A beautiful low mileage example .................................................................... £55,000
1979 ROLLS-ROYCE SILVER SHADOW 2 Finished in Le Mans Blue Magnolia hide interior. 41,000 miles from new Excellent history file just 3 former keepers. 1st class condition throughout. Lots of factory options. Not to be missed. ............. £42,000
1977 SILVER SHADOW II Finished in Walnut over Silver Sand. Interior Tan Hide piped Brown. 75,000 miles. Huge history file. A beautiful and well maintained example. £27,500
1954 SILVER DAWN Finished in Factory Black with Tan Hide. 96,000 miles. Same family for 51 years. Only 3 former keepers. A stunning example with an excellent history..................................... £70,000
1994 BENTLEY BROOKLANDS finished in Royal Ebony Magnolia piped Black interior, 72,000 miles, main agent maintained for the first 8 years then looked after by specialists. Superb example, declared ‘first class’ by Bentley Driver Club...................................... £18,000
1997 BENTLEY TURBO R LWB finished in Sherwood Green with Magnolia piped Green interior. Covered 71,000 miles. Service history with Jack Barclay and Bentley specialists. A very attractive late Turbo R which had just had the head gaskets replaced ................. £19,000
2009 BENTLEY BROOKLANDS R Tungsten with Peacock Hide interior. 16,000 miles. Full service history. Dark stainless steel grille matrix, showroom condition throughout at a fraction of the new price .............................................. £109,000
2002 BENTLEY ARNAGE T. Black Velvet, 2002, 57,000 miles, Cinder hide with contrasting Redwood stitching. Full service history. Options to include DVD screens in rear and two tone interior. Beautiful condition...................................... £28,000
1998 BENTLEY CONTINENTAL T 420 Atlantic Blue Mica with special option Sandstone & Atlantic Blue hide interior. Covered 44,000 miles with full service history with Jack Barclay until 2007. Outstanding condition throughout .................................. £99,000
1977 ROLLS-ROYCE SILVER SHADOW 2 Finished in factory Masons Black with Black hide interior piped White. Covered 79,000 miles with full and comprehensive service history from new. Exceptionally original condition. A stunning example ......................£32,000
1961 BENTLEY S2 CONTINENTAL FLYING SPUR finished in Cardinal Red Magnolia piped Red interior.Covered 68,000 miles, known to us for many years. Many invoices and past MOT certificates. A fine example of this scarce and desirable coach built S-Type ... £145,000
1934 BENTLEY 3½ LITRE DERBY CONVERTIBLE BY PARK WARD Finished in Brown and Cream Dark tan hide Interior. A unique body, special-order coachwork. A stunning example in exceptional condition .................................................................. £125,000
1976 ROLLS-ROYCE SILVER SHADOW finished in Regency Gold with Magnolia interior. 77,000 miles, just 4 former keepers. Exceptional condition throughout. Extremely comprehensive history file with 2 fully stamped service books. A wonderful example. £28,000
1952 BENTLEY R-TYPE MANUAL finished in Black over 1996 MITSUBISHI JEEP J55 finished in White with Silver with St. James Red hide interior. Presented Black / Blue Interior, 74,000 miles. Very well in stunning condition with the benefit of a high ratio maintained .................................................. £10,000 rear axle. Comprehensive history file back to the 60’s. Maintained to a very high standard ......£42,000
SIMILAR CARS REQUIRED, INSTANT DECISION. LANDWAY FARM BASTED LANE CLAYGATE CROSS KENT TN15 8PY ENGLAND CALL US ON 01732 886002 OR VISIT OUR WEBSITE WWW.GHOSTMOTORS.CO.UK
D L O S
D L O S
MG TD
MINI COOPER
MORGAN 4/4
WE ARE ALWAYS INTERESTED IN PURCHASING VEHICLES OF THE HIGHEST QUALITY We want your cars and will pay in full NOW no risk involved whatsoever. VEHICLES OF THE HIGHEST CALIBRE URGENTLY REQUIRED Any unusual vehicles considered
sales@sherwoodrestorations.co.uk www.sherwoodrestorations.co.uk or call us on 01636 812655
1958, 22000 miles, £28,495. First year of production, original RHD car. Finished in MG red with red leather. Looks superb and drives as good as it looks. Please call 01485 541526, East of England. 108200
MG TF
MINI MIGLIA VORTZ
1994, 37173 miles, £11,999. A really lovely SPI Mini Cooper imported from Japan. No rust. British Racing green with white roof and black chequered transfer. Dry, stored in garage and covered. MoT until October, under sealed . Please call 07813 895262, East Midlands.
2014, 30154 miles, £32,950. Black with black leather interior. Painted dash, black windscreen pillars, black leather Moto Lita steering wheel, black headlamp rims, folding/reclining sports seats, chrome interior mirror. `1600cc Ford Sigma engine with 5 speed Mazda gearbox. Please call 01234750205, East of England. (T) 108221
108235
MINI CLUBMAN
MORGAN 4/4
2005, 37000 miles, £6,995. TF 135 Spark Facelift model plus hardtop. Finished in Firefrost red, black leather grey inserts. Please call 01932 241843, South East. (T) 108192
MG TF
1977, £31,995. Tuned 998cc. Other upgrades include, lightened flywheel and conrods, modified distributor, 4 Pot front calipers, 100 mph speedo, 3 clock dash, Twin 11/4 modified SU’s, and Vortz air box. Please call 01636812700, East Midlands. 108302
2002, 44000 miles, £5,999. TF 160 vvc, rare colour, Chromactive Spectre. Please call 01932 241843, South East. (T)
MINI 1000 E
1979, £6,750. 998cc re-bored engine. Rebuilt gearbox, new front panel and wings, rear subframe sills, disc brakes, lots spent. Please call 07539 235025, East of England. 108252
MORGAN 4/4
1978, £22,995. Comes with an exceptional file of paperwork dating back to its early life. Presents well with excellent bodywork, a lovely paint finish, smart brightwork and has an excellent underside. Please call 01944 758000, Yorkshire and the Humber. 108255
MORGAN PLUS 4
108193
MG TF
2005, 37000 miles, £5,995. Rare 80th Heritage Ltd edition 160vvc. Finished in Goodwin Green with a tan cockpit, wood finishes with black Alcantara sport seats. CAT D back in 2007, had slight damage to O/S rear wing which has since been repaired. Please call 01932 241843, South East. (T)
1986, £3,900. LHD, 2nd owner. Has been under cover since new. Excellent runner, very low mileage, original paint but shows minor rust spots. Full (Dutch) MoT for 21 months. You will not be disappointed. Can deliver Rotterdam Europort. Full payment in advance. Please call 0031 521 551118, Rest of the world.
2001, 76136 miles, £23,750. Copper with black leather interior. Walnut dash, painted wire wheels, radio/CD, luggage rack, black mohair hood, door handles, zipped down rear window, extra tread rubbers. Fitted with a Ford 1800cc Zetec engine, only one owner. Please call 01234750205, East of England. (T)
1993, 7309 miles, £25,500. Corsa read with grey leather interior. Full tonneau, wire wheels, grey PVC hood, spare wheel cover, headrests, hood frame cover, immobiliser. Fitted with a 2 litre Rover T16 engine producing 135bhp. Please call 01234750205, East of England. (T)
108194
108129
108219
108220
118 Classic Car Mart August 2021
MORGAN PLUS 4
MORRIS MINOR TRAVELLER
★ HERALD ★ SPITFIRE ★ GT6 ★ VITESSE ★ TR2 ★ TR3 ★ TR4 ★ TR5 ★ TR6 ★ :( $5( ($67 $1*/,$·6 /$5*(67 672&.,676 )25 NEW AND SECONDHAND TRIUMPH SPARES TELEPHONE FOR A FREE CATALOGUE
Tel: 01487 842168 Email: sales@trgb.co.uk
WE URGENTLY NEED YOUR TR FOR CASH ANY DISTANCE, ANY CONDITION, BUT ESPECIALLY FULLY RESTORED CARS
305 miles, £74,500. Automatic. Metallic white gold with dark brown leather trim. Please call 01234750205, East of England. (T) 108224
MORGAN PLUS 8
2014, 23186 miles, £76,000. Metallic dark grey with black leather interior. This Plus 8 has the BMW 4.8 litre V8 engine which produces about 365 bhp and a 6 speed automatic gearbox. A rare model of Morgan in great condition. Please call 01234750205, East of England. (T)
PLEASE CALL GARY 1970, 33926 miles, £19,995. Minor Traveller. In Trafalgar Blue with light blue trim. Only three previous owners. History file comes with previous MOT’s to back up mileage. The underside has all been undersealed and is in excellent condition. The wood is all original and varnished. Again in excellent condition. One of the best Morris Minor Travellers we have ever had. Please call 01636812700, East Midlands.
NOW ON 07801 631632 WANTED YOUR TR 2/3/4/5/6 VITESSE HERALD OR GT6 DEEEEESPERATE FOR STOCK CALL GARY ON 07801 631632 £CASH OR CHEQUE WE COLLECT!
Have you seen our Website? www.trgb.co.uk Unit 1, SYCAMORE FARM IND EST, LONG DROVE, SOMERSHAM, HUNTINGDON, CAMBS
MORRIS MINOR
PANTHER J72
1952, £19,995. This is not the typical Morris Minor Lowlight Tourer and whilst it does retain many original features, it is not going to suit the purist. .Please call 01944 758000, Yorkshire and the Humber.
1974, 17000 miles, £39,995. One of just 368 example produced from 1972 through to 1981. Their DNA was mostly Jaguar for running gear. Please call 01623 411476, East Midlands.
108307
MORRIS MINOR
108225
108258
108346
NISSAN SILVIA
PORSCHE 928
MORGAN ROADSTER
2020, 215 miles, £64,750. Metallic Byron blue with Yarwood Booklands biscuit leather. This Morgan is fitted with a 3.7 litre Ford Cylone V6 engine with 6 speed gearbox. Only 1 owner and supplied new by us. Please call 01234750205, East of England. (T) 108222
MORGAN ROADSTER
1950, £16,995. Minor 'Low Light' Convertible. In red with beige trim. Restored over 10 years ago and maintained to a high standard since. delightfully rare car which will not be here long!. Please call 01636812700, East Midlands. 108308
MORRIS MINOR 1966, 53476 miles, £5,000. Good clean body, excellent interior. Tax and MoT exempt. No advisories on last MoT. Drives really well. Please call 01482 654302, Yorkshire and the Humber.
1976, £23,995. An incredibly rare S10 Silvia, possibly the only one in Europe! Full pillar-less windows, period front Nissan fog-lights, dog-leg 5-speed gearbox, reverse indicator, 13 inch alloy wheels, period Clarion cassette player, and more. Please call 07711645465, South East. (T) 108212
1987, 99000 miles, £24,995. 928 S4 auto. This is a very rare early S4 that retains the analogue dashboard along with a gined rear spoiler! There are no known faults whatsoever, ZERO rust throughout (presents wonderfully underneath) and the Air-conditioning blows ice cold too. Please call 01623 411476, East Midlands. 108352
PANHARD AND LEVASSOR 16/20HP
PORSCHE 356
108137
MORRIS MINOR 2015, 9195 miles, £52,750. Metallis Audi Scuba blue with Yarwood mineral leather trim. Fitted with a 3.7 litre Ford Cyclone V6 engine with 6 speed gearbox. Please call 01234750205, East of England. (T) 108223
1969, 72000 miles, £3,500. Morris Minor Traveller project. Almond green, started project, new chassis rails in, work started from front. All new panels parts present. New wood kit to fit. Suit keen enthusiast. Please call 07772 709337, North West.
1902, POA. Rear entrance tonneau. Manual, caramel with leather interior, right hand drive, excellent condition. Please call 01765 609798, Yorkshire and the Humber. (T)
1960, 103000 miles, £74,995. 356B T-5 1600 Super. Manual, ivory with black interior, left hand drive, original condition. Please call 01765 609798, Yorkshire and the Humber. (T)
108169
108360
108363
Classic Car Mart August 2021 119
PORSCHE 356
1963, £495,500. 356 C Carrera 2 2000 GS Coupe. Bali blue with black leather interior. Please call 02083485151, Greater London. 108372
PORSCHE 911
RILEY 12/4 SPECIAL
1976, 570 miles, £139,995. 911 2.7S Targa, matching numbers, as new, left hand drive. Please call 02083485151, Greater London.
1935, £59,995. 12/4 Special 2+" Sports Tourer. Green with leather interior. Right hand drive, excellent condition. Please call 01765 609798, Yorkshire and the Humber. (T)
108375
108367
RELIANT REBEL ESTATE
PORSCHE 356
RILEY ELF MKIII
ROLLS-ROYCE SILVER SPIRIT II
1990, 35800 miles, £25,995. Finished in immaculate Graphite with black Everflex roof. Silverstone hide piped in slate, grey Wilton carpets and dark grey lambs wool rugs. Please call 01485 541526, East of England. 108202
ROLLS-ROYCE 20/25
1963, £110,000. 356B (T6) Karmann Coupe. Ivory exterior with black leatherette interior. Chassis No. 214257, Engine No. 716684. Please call 02083485151, Greater London.
POA. Rare Reliant Rebel Estate. White. Good chassis, steering and brakes. Sweet engine and transmission. Current owner 36 years. Good body, needs paint. Very low mileage. Please call 07743 053928, East Midlands. 108117
108373
RENAULT MEGANE
1968, 40000 miles, £12,500. Full nut and bold restoration with many modern updates including front disk brakes, alternator, unleaded conversion, etc. Immaculate condition. Please call 01269 591670, Wales. 108123
PORSCHE 911
1933, £46,500. Sports Saloon by Park Ward. Beautifully original both bodily and interior. Mechanics totally rebuilt 10 years ago. Please call 01794390895, South East. (T) 108287
ROLLS-ROYCE SILVER CLOUD
ROLLS-ROYCE CORNICHE
1974, 82300 miles, £199,995. 911 2.7 MFi. Gemini blue, beige/brown trim, one of six UK Targas. Two year full restoration at Hexagon Classics. Please call 02083485151, Greater London.
2002, 49500 miles, £3,750. A very rare 2.0 16v Megane Coupe with just 3 owners. In fantastic condition throughout. Full and unused toolkit in the boot. New tyres all round. The car has had a full, clear Motor Check and we have two working keys. Please call 07711645465, South East. (T)
1965, POA. Silver Cloud III by James Young. Manual, regal red with grey leather interior, right hand drive, excellent condition. Please call 01765 609798, Yorkshire and the Humber. (T)
1978, 94000 miles, £45,000. Convertible, left hand drive. Acrylic white with magnolia piped blue interior. Excellent service history. Please call 01732 886002, South East.
108374
108211
108361
108291
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ON SALE in all WHSmith stores, many of your local independent outlets and in selected stores across all the major supermarkets.
120 Classic Car Mart August 2021
CALL: 01959 543 747
OFFER CODE BUYER441
www.allonwhitecars.co.uk SERVICING REPAIRS TRIMMING
We have been looking after British sports cars for over 50 years and are proud to be a Morgan Main Dealer and an official Lotus Service Dealer. In our showroom, we always aim to have a good selection of Morgans and Lotus, not to mention a range of other interesting classic and modern sports cars. Arranging test drives is never a problem and for details of all our cars please see our website, or come along to our village garage set in beautiful countryside to find out more!
RESTORATIONS MOTS ACCESSORIES
Main Dealer
Service Dealer
At our dealership, as well as offering routine servicing for Morgans and Lotus we are also pleased to provide a full range of specialist services, from upgrades and the fitting of accessories, to interior retrims or full restorations. To carry out this work, our Workshop has 4 highly experienced Factory trained technicians and our specialist Trimshop has 2 equally experienced coach trimmers. Our goal is simple …it’s to provide the best possible levels of service and expertise to the owners of Morgans, Lotus and other classic sports cars.
2001 Morgan 4/4 4-seater Copper, black leather, walnut dashboard, mohair hood, luggage rack, extra tread rubbers, 1 owner car. £23,750
1993 Morgan Plus 4 4-seater Corsa Red, grey leather, clock, tonneau, spare wheel cover, grey vinyl hood, immobiliser, only 7,400 miles. £25,500
2015 Morgan Roadster 3.7 litre White, black leather, mohair hood, walnut dashboard, stainless wires, sunvisors, luggage rack. £48,750
2014 Morgan 4/4 Black with black leather, sports exhaust & manifold, Wolf Performance ECU, door check straps, Moto-lita. £32,950
1959 Triumph TR3A Arum White, red interior piped ivory, originally LHD but has been converted, stainless exhaust, rear seat. £30,995
1958 Austin Healey Frogeye Sprite Yellow, black leather seats, new PVC hood, wood rim steering wheel, very good condition, extensive history file. £20,500
1964 Lotus Elan S1 Carmen Red, an excellent car which has been sympathetically restored, hard and soft tops. £44,950
1969 Lotus Elan S4 FHC British Racing Green, fully restored in 2014 and only limited miles driven since then, excellent example. £34,995
1998 Lotus Elise S1 Metallic Solar Yellow, blue leather, upgrade to S2 Elise suspension, driving lights, radio/CD. £17,500
Telephone 01234 750205
Allon White Sports Cars Limited High Street, Cranfield, Beds MK43 0BS email: sales@allonwhite.co.uk
Only 5 minutes from Junction 13 of the M1
ROLLS-ROYCE SILVER CLOUD
ROVER 623GSI
SUZUKI GRAND VITARA
TRIUMPH TR3A
2004, 119000 miles, £1,750. Grand Vitara Sport, convertible. Blue, 5-speed manual. MoT till June 2022. Recent clutch, all handbooks, drives very well. Good condition throughout. Please call 07885 187076, North East. 108130
1963, 80000 miles, £65,000. Silver Cloud III. Georgian silver over Ming blue with grey blue hide interior. Excellent history file. Rolls Royce main agent maintained, full engine rebuild 20,000 miles ago. Please call 01732 886002, South East. 108292
ROLLS-ROYCE SILVER SHADOW
1999, 73000 miles, £895. Top of the Range Low Mileage example of the 600 series. 2.3 litre Honda Engine, beautiful smooth drive. Full unmarked piped grey leather interior with walnut trim. Every extra incl Air Con, Alloys, All electrics incl Sunroof. One predominant owner, FSH. Please call 01723 891981, Yorkshire and the Humber. (T)
108293
ROLLS-ROYCE SILVER CLOUD
1965, 68000 miles, £95,000. Silver Cloud III. Midnight blue with light tan hide interior. Just three former keepers, exceptional. Please call 01732 886002, South East. 108294
ROLLS-ROYCE SILVER SHADOW
1961, £34,500. Manual O/D. Sebring white with black trim. Please call 01623 411476, East Midlands. 108348
TRIUMPH TR6
108338
ROVER 825
1979, 41000 miles, £42,000. Silver Shaddow II. Le Mans Blue with magnolia hide interior. Excellent history file, just three former keepers. First class condition throughout. Lots of factory options, not to be missed. Please call 01732 886002, South East.
SWALLOW DORETTI
1954, £46,995. This particular example is car number 211 and was originally registered in Scotland as NGG533. It has been in its current ownership since August 1998 when it was purchased out of the very well known Duncan Rabaglieti car C Please call 01623 411476, East Midlands. 108345
TRIUMPH TR5 1997, £1,495. 825 Sterling Coupe Auto in Epsom green. Please call 01723 891981, Yorkshire and the Humber. (T)
1971, 52000 miles, £26,995. This is a truly fabulous example to drive and is worthy of either being a usable classic or equally as part of a growing collection. Please call 01623 411476, East Midlands. 108349
TRIUMPH STAG
108339
ROVER P2
1937, £23,995. P2 16 Saloon. Performs perfectly on the road with fabulous performance, a strong engine holding excellent oil pressure, the gear changes are a delight and the car handles and brakes perfectly. Please call 01944 758000, Yorkshire and the Humber.
1967, £79,995. TR5 - CP2. ‘The very first production TR5’ Valencia Blue with Black Ambla Interior. This historically important TR was built on Aug. 29th 1967 – Build Sheet #8151. Accompanied by large history file, original handbook, workshop manual. An important and unrepeatable part of Triumph Motor Companies history!. Please call 01636812700, East Midlands.
1975, 35000 miles, £24,995. 3.0L. Please call 01623 411476, East Midlands. 108351
108309
TRIUMPH TR4 TRIUMPH TR4
108256
SUNBEAM RAPIER
1980, 60528 miles, £28,500. Silver Shaddow II. Antelope exterior with tan hide piped brown interior. Full service history, excellent condition throughout. Please call 01732 886002, South East. 108295
1972, £3,995. 1725cc Fastback two door coupe. Rare solid original condition. Please call 01723 891981, Yorkshire and the Humber. (T)
1963, £36,995. Road rally car in stunning British Racing Green coachwork. Very well known car in the TR world. Please call 01623 411476, East Midlands.
1963, 25500 miles, £21,500. Rust free, California import, converted to RHD. Full restoration in 2013. Surrey top, Minilites, unleaded fuel, overdrive, leather MX5 seats (originals available). MoT till May 2022, no advisories. Please call 07789 323398, South East.
108342
108347
108146
122 Classic Car Mart August 2021
Classic Cars imported from USA, South Africa or home supplied
1980 Ford Escort Mk2 1.6 Auto (big trans tunnel) Rust free £6,995
1979 MGB LHD bare metal rebuild, new hood, detailed photographic record £14,950
1978 Willys C5 Jeep with hard top and winch rust free £9,950
1975 Colt Gallant Coupe superb condition £12,500
Triumph Spitfire Mk 4 Rebuilt Motor Rust free.
1971 Jaguar XJ6 Mk1 4.2, air con superb condition £12,500
MG Midget LHD Low mileage £5,500
1975 Mercedes 107 SLC 4.5 V8, very high spec outstanding condition £14950
1981 Ford Escort Mk 2 1.6L, manual Rust free £7995
OUR SERVICES
Alfa Spider Series 2, LHD Nice condition no rust, 1971 Fiat 850, rust free, amazing condition California car, new hood £12,500 £8,995
• APPRAISAL • RESTORATION • DETAILING • MAINTENANCE • UPGRADES • MODIFICATIONS
We have over 100 years combined experience in the classic car market
Classic European Cars Ltd Importers of classic ‘50s, ‘60s, ‘70s and ‘80s cars from dry states
07392 712772
www.classiceuropeancars.biz
TRIUMPH TR4
1962, 37000 miles, £23,500. Fully restored, body off restoration. Chassis stripped and painted. Everything overhauled - brakes, wiring, Webber twin 42s (rare), four branch stainless steel manifold and exhaust, flawless Minilite wheels, heritage certificate and history file. Please call 07528 404328, East Midlands. 108179
TRIUMPH STAG
TRIUMPH TR6
1973, £20,995. Red with black vinyl trim. The engine was rebuilt in 2002 by a leading Triumph specialist and has only covered 3000 miles since. A new clutch was fitted in 2018. Please call 01234750205, East of England. (T) 108227
VAUXHALL ASTRA 2005, 105000 miles, £1,495. Good condition. New clutch, new cambelt kit including water pump, new brakes all round, two new tyres, cherished plate included in sale worth £400. MoT till December 2021. Presently on SORN. Please call 07915 336255, East Midlands.
VOLKSWAGEN SCIROCCO
1993, £8,995. GT 11. Presented in showroom condition. Has won many trophies which are still present with the car. Superb bodywork, excellent underneath and complementary factory patterned cloth seating. Please call 01889 580222, West Midlands. (T) 108358
VOLVO 240
1991, 41200 miles, £7,995. 240GL auto. A lovely late-model. Comes with a pile of invoices to show works throughout the cars life. MoT vvalid until August 2021 with no advisories. Please call 07711645465, South East. (T) 108216
WOLSELEY 1500
VOLKSWAGEN PASSAT
108155
VAUXHALL OPEN TOURER
1973, 34000 miles, £26,995. Finished in white with brown trim. Manual transmission with overdrive. Full service history. Comes with all original books, invoices for works carried out, old MoT certificates and radio/8 track player. Please call 01485 541526, East of England.
1928, £49,500. Fabulous and unrepeatable. 20/0 Melton fastback Open Tourer with Dickey seat. Please call 01794390895, South East. (T)
108201
108286
TRIUMPH TR3A
VOLKSWAGEN PROWLER
2001, 35600 miles, £3,850. Passat 2.0 SE. Racing Green with grey cloth comfort seats, petrol engine, 5-speed gearbox, air conditioning, electric windows and mirrors, rubber over-mats, full-size spare wheel, radio cassette and CD player. In fantastic condition throughout, with no dents or scratches, the alloys are excellent, the interior is excellent with no rips, tears or marks on the seats. Please call 07711645465, South East. (T)
1961, £9,750. Mechanically we plan to fully service the Wolseley and overhaul the brakes due to lack of recent use. The engine is exceptionally strong having covered very little mileage since its early 1990's rebuild. The gearbox is relatively quiet and in very good order although second gear syncro is notably weak. Please call 01944 758000, Yorkshire and the Humber. 108262
WOLSELEY HORNET
108209
VOLVO 240
1959, £30,995. Arum white with red Ambla piped ivory interior. Originally LHD. The car was imported back to the UK in 2003. Bare metal repaint in 2014. Good history file with Heritage certificate. A very good example tastefully upgraded for a smoother easier drive. Please call 01234750205, East of England. (T)
1972, £12,000. Prowler Beach Buggy, 1641cc. Twin 40/44 EMPI HPMX carburettors, EMPI Mega Cannon exhaust, Klaxon hooter, Radio CD, tax/MoT exempt, was in Spain for the last 15 years and garaged when not used. Please call 07817 850022, South East.
1982, 137094 miles, £2,000. Professionally converted Rover V8 engine, auto gearbox. Very fast. Please call 07732 263888, South East.
1931, £22,500. Tourer. 1479cc engine. Body off restoration including engine being stripped and rebuilt and much more besides. Please call 01794390895, South East. (T)
108226
108315
108136
108289
124 Classic Car Mart August 2021
Melvyn Rutter Limited International Morgan Sales, Service, Parts and Restoration for Morgan Cars from 1936 to Present Day
New unregistered Morgan Plus Six Metallic black with Mulberry Red leather interior, heated seats and walnut veneer dashboard. £92,150 + on the road costs
London's leading TR Parts Supplier • Established over 40 years
• Huge stocks of new and used parts for all TR models
• Fast, efficient, economical worldwide mail order
• All TR models bought and sold - any condition
16 Chiswick High Road, Chiswick, London W4 1TH Tel: 020 8995 6621 Fax: 020 8742 1284 e: trshop@btconnect.com www.trshop.co.uk
2020 Morgan Plus Four - revised price Lagoon Blue with Biscuit Pebble leather, Oatmeal boxweave carpets, heated seats, air-conditioning, bluetooth and stainless-steel wire wheels. Our own car with just 146 miles. Reduced price to include all on the road costs - now £73,950
1999 Plus 8 – Just Arrived – 6,187 Miles From New BMW Mauritius met blue/blue leather piped grey, blue Mohair, 16 inch chrome wires, walnut dashboard, radio/cd, fold down windscreen, aeroscreens, 2 owners. Serviced by us throughout.
WE BUY MORGANS Melvyn & Adam Rutter try hardest, travel further with transporter collection MAIL ORDER DEPARTMENT OPEN www.mogparts.net – How May We Help You? We Buy Morgans In All Conditions - Please contact Adam Rutter WE BUY MORGAN CARS, INCLUDING PROJECTS
84 PAGE RUTTER PARTS CATALOGUE £5 UK, £7 Europe, £9 overseas elsewhere
The Morgan Garage, Little Hallingbury, Nr Bishops Stortford, Herts CM22 7RA England Tel: 01279 725725 www.melvyn-rutter.co.uk Email: mr@melvyn-rutter.net
Vans for sale
FORD TRANSIT
MERCEDES 310D
VOLKSWAGEN BAY CAMPERVAN
1994, 290000 miles, £5,995. High roof, 2.9 litre, 12 months MoT and service. Please call 07950 761305, South West.
1979, 55600 miles, £23,000. Conversion with side hinged folding roof. 3 to 4 berth rock n roll bed, original gas hob, grill, sink and driveaway awning. Interior refresh includes new roof lining, dimmable LED lighting, USB charging sockets, reversing camera and modern wiring etc. Fully serviced, exceptionally good bodywork and solid underside, strong engine, good brakes andmore. Please email mikejj100@gmail.com, West Midlands.
FORD TRANSIT
1969, £3,350. Mark I Ford Transit H reg campervan. Fitted with 2.5 DI engine and 5 speed gearbox. Brand new prop, brand new brake pipes and brakes all the way through. All welding done including brand new panel fitted. Needs new seal in brake sevo but comes with spare servo. No interior supplied but fully boarded out so you can put your own style on it. Also has new V5C log book. Starts and drives for loading. Neds final body work tidied. Please call 07971 770284, South West.
45000 miles, POA. 190 van, very good condition, never been welded, 2.5 banana engine, MoT till Dec. Please call 07539 275018, North East.
LEYLAND SHERPA
107544
VOLKSWAGEN CAMPERVAN
1997, 78878 miles, £600. Diesel. Good engine and gear box. Please call 07732 263888, South East. 108133
STUCK IN LOCKDOWN? 1997, 91409 miles, £900. Mechanically good. Cab is clean and tidy. Diesel. Please call 07732 263888, South East. 108135
VOLKSWAGEN BAY CAMPERVAN
107763
108111
FORD TRANSIT
107762
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1971, 000000 miles, £6,000. Deluxe micro bus, ex beach bar on Bangsen beach Thailand. Bus started life as a hospital transfer bus in Thailand so has been in Thailand all it’s life with 2 previous owners. RHD, no rust, some surface rust marks stripped, ready to be placed on rotation machine. Lots of new panels supplied with bus, look like engine which runs has been recently rebuilt in Thailand. All glass there and new seals supplied. Van is located 12 north of Glasgow in central Scotland will obviously need trailer to collect. Any questions answered. Dormobile roof and beds also with van. Lots of other interior parts by separate negotiation. Side step jail bars, fridge, etc. . , Scotland.
1973, 76461 miles, £29,450. The paintwork is the original it left the factory with in March 1973, (we have his birth certificate), the underneath has been wax oiled under our ownership in the past few years. The only upgrades we have undertaken are a few new pistons, a new leather interior and automatic choke, everything else is original. Please email lpool@treeoflife.co.uk, North West.
107907
107558
WHY NOT SUBSCRIBE AND GET THE NEXT 4 ISSUES FOR JUST £1 SAVING 90% OFF THE COVER PRICE 1000s of cars and parts for sale every Wednesday Latest news Buyers’ Guides Road Tests Loads of practical advice Auction Reports
PLEASE VISIT shop.kelsey.co.uk/buyer441
ON SALE in all WHSmith stores, many of your local independent outlets and in selected stores across all the major supermarkets.
126 Classic Car Mart August 2021
CALL: 01959 543 747
OFFER CODE BUYER441
VOLKSWAGEN CAMPERVAN
DENNIS
Parts for sale
SCANIA LBT
BEDFORD J TYPE ROOF LINING
1963, £98,995. VW 23 Window Deluxe Samba. Manual, green, right hand drive, leather interior, fully restored. Please call 01765 609798, Yorkshire and the Humber. (T) 108362
VOLKSWAGEN T2
1956, £14,500. Dennis Pax P6 diesel flat bed lorry. In good usable condition with an Eaton 2-speed rear axle. New Rhino heavy duty winch (20,000lb), never used on new varnished wood bed. All new interior with added extra storage space. Seven good tyres. Complete with the ramps. Lots of money spent on it. Viewing welcome. Please call 01454 774717, South West. 108122
ERF B SERIES
1970, 44802 miles, £10,000. Please call 07905416174, South West. 108055
VOLKSWAGEN TRANSPORTER 2016, 62792 miles, £29,995. Brand new coil overs, 18" alloy wheels, new EGR unit with cooler. Brand new MI tested rock and roll bed with new seats to match. New cam bels and water pump at VW specialist. Please call 07967 798576, East Midlands. 108267
Trucks for sale AWD TL
1980, B series. Cummins 250 Turbo engine. Rear body with Perkins Generator. Atlas 3006 Hiab. Good history, many new parts and paperwork. Requires light restoration to finish. Please call 07938 885560, North East.
1979, POA. Scania LBT 140 LHD 6X4 recovery truck. First registered in UK 06.04.79. 520000 recorded kms, 14 Litre V8 375 HP. Fuller RTO 14613 13 speed box, Telma retarder, Double drive axles 3.89 ratio diffs. 7.05 metre wheelbase, 80% tyres all round, Webasto engine/cab heater, roof mounted air cond, Radio/cd player and CB radio, air suspension drivers seat, Brand new cab fitted in 1997 filled with wax oil and always kept undercover, no rot. Complete with virtually unused Recovery Bodywork Systems 4 metre underlift, twin unused 32000lb winches, twin 400 litre fuel tanks with 1000 litre ballast tank under flyer. Air assisted suspension on front axle, and more. Vehicle tested until November although exempt now. Please call 07785 346249, South East. 108316
VOLVO FL
£90. Bedford J type new black roof lining, may fit A and D types. Metal rib extra. Please call 07749 586757, South East. 108249
BMW 320 CI BODY SHELL
£950. Rust free, left hand drive, two door auto, cream leather interior, E46 face lift, not crashed. Please call 01491 638431, South East. 107748
CUMMINS 325 ENGINE £2,500. Out of an Atkinson Strater. Gear box, two front springs, radiator, steering box. Engine complete. Please call 07860 858062, South West. 108045
108175
DAIHATSU FOURTRAK SPARE PARTS
SCAMMELL M II
1989, £3,500. With David Williams livestock body. Perkins Phaser Spicer 5-speed. No MoT, cab would need some work. Six good tyres, front two do not meet age criteria. Please call 07899 840811, Yorkshire and the Humber.
POA. Please call 01485 534578, East of England.
108246
108166
1996, POA. FL10 320, recently restored to a high standard. 400,000km approx. Three owners from new. More photos and info available. MoT till August 2021 but will be re-tested before sale. Please call 07515 338682, Yorkshire and the Humber. 108329
£70. A range of spares and accessories for a Daihatsu Fourtrak. Buyer to collect. Please call 01909 771368, Yorkshire and the Humber. 108120
Classic Car Mart August 2021 127
Celebrating 30 Years in Business
OPEN MONDAY – FRIDAY 9AM – 5:30PM SUNDAY 10AM – 4PM
1964 Jaguar E-Type Series I 3.8 FHC – A totally correct UK supplied RHD. Finished in its stunning original colour of Opalescent Maroon with Beige trim. The E-Type handles superbly with direct steering and sharp brakes. This iconic Series One E-Type is a fabulous buy, a car that is ready to drive and enjoy but also has all the right provenance and true collector’s car attributes. £124,995
1958 Austin Healey ‘Frogeye’ Sprite – This superbly restored Austin Healey MKI is a Home Market RHD example still retaining its original engine block, and registration number. Modifications and upgrades include a Cooper 12 stud cylinder head with hardened valve seats, uprated braking system with discs to the front, electronic fuel pump, negative earth conversion, screw on oil filter and anti-roll bar. This Frogeye offers good value. £23,995
1957 Morris Isis – This Incredibly original Morris Isis is a true time warp, the car features a huge level of originality and has arrived with us with a recorded mileage of 51,000. On the road the Morris will not disappoint. The lusty six cylinder engine is fabulous with impressive power and performance and the floor change four speed gearbox is great to use. £15,750
1998 Mercedes-Benz SLK 230 Kompressor - This outstanding, showroom condition Mercedes Benz 230SLK Kompressor has covered just 7500 miles from new. This is a collector’s piece, but ideal for keeping in the garage over the winter and bringing out in the summer with the roof down. £10,995
1969 Jaguar E-Type Series II 4.2 Roadster – Matching numbers RHD. First sold by us in 2011 and is a car we now know very well. This structurally excellent, first class driver. Spent forty years in the US before being carefully sourced by one of the UK’s leading Harley Davidson retailers who then brought the car into the UK. £99,995
1961 Wolseley 1500 – Spent its first 14 years on the British Isles. In 1975, the car was exported to Cyprus where the Wolseley enjoyed a warm, dry climate and in 1992 was shipped back. Then subject of a substantial program of restoration work before finally being re-registered and back on UK roads in 1995. This is as honest as they come, its charming, its aged paintwork offers true patina, and the interior is wonderful. £9,750
1958 Jaguar MK IX 3.8 Automatic Saloon – Comes with a comprehensive file including restoration photographic record, original first ‘buff’ logbook etc. The original tool kits in the door panels are also present and correct. Truly an impressive specimen of the imposing and timeless Jaguar MK IX for the discerning collector. £49,995
1963 Morris Minor Tourer – A RHD Home Market genuine Morris Minor Tourer. Looks great with impressive paintwork and chrome, the bodywork is excellent, and the underside presents superbly with ultra clean floor pans. With superb brightwork, a delightful interior and lovely engine bay, this Morris Minor offers excellent value for a strong driving, superbly presented car. £14,995
1964 Ford Mustang Convertible – Imported into the UK from Annapolis, Maryland via New York in 2015 and on arrival subject of a full restoration costing over £30,000. Has been kept in outstanding condition, used sparingly and has covered in the region of 2500 miles. The car comes to us on the button, and ready to go. The car is something very special, ideal for summer touring, shows, rallies events and it will certainly not disappoint. £39,995
1969 Rolls Royce Mulliner Park Ward Coupe – The car is ideal for regular use, long distance touring and is an outstanding driving car and taking another MPW to this standard will prove awfully expensive. Having had careful use and the best part of £35,000 spent with its recent owners, this car presents like well and certainly drives like a properly maintained car. £39,995
1935 Wolseley 9 Saloon - Back with us eight years on since selling it to the most recent owner, a Sheffield based collector and longterm regular customer of ours. This is no doubt the absolute best Wolseley 9 Saloon we’ve seen in almost thirty years in the business. Since last seeing the Wolseley back in 2012 it has been carefully dry stored and kept in beautifully detailed condition. £14,995
1978 VW Beetle – This super cool, usable and very impressive VW Beetle 1600 has arrived with us from a regular customer who has spent the past 12 months taking the vehicle to a very high standard. TAO 329S was imported into the UK from Japan as an original RHD car with a structurally outstanding bodyshell and has been nicely detailed, mechanically prepared and fettled for regular use. £14,995
1952 Morris Minor Lowlight Tourer - This Morris has been subject of an exceptional, outstanding rebuild and upgraded making this ideal for regular summer use and long-distance touring. Our Lowlight is magnificent on the body and the underside is absolutely first class with a painted underside finish. £19,995
1966 Aston Martin DB6 MKI – An original UK matching numbers car, in its correct colour with the highly desirable 5 speed ZF gearbox. The car has the provenance of an extensive history file that warrants its mileage of 119000 miles in 53 years. The car has also covered just 2500 miles since its engine rebuild and having had a program of cosmetic work in 2016 the car presents in outstanding condition. £399,995
1978 Morgan 4/4 - Having only covered 4000 miles since a major program of work, the Morgan presents well with excellent bodywork, and a lovely paint finish. The rebuilt tuned engine is fantastic, the gearbox a delight to use and the Morgan drives very well. £22,995
1937 Rover P2 16 Saloon - BPW 495 has a beautiful level of detail and the engine bay is quite simply first class and of a show standard. The interior is as new, the body and paintwork first class. This Rover 16 is in all round excellent condition and is certainly one of the best P2 Rovers we have had the pleasure of owning. £23,995
1969 Jaguar E-Type Series II 2+2 – Beautifully presented, lovely driving and excellent value matching numbers Jaguar E-Type comes with history back to new from 1969. Previously sold by us to the last owner in 2012. Supplied new by Angelo’s Motor Sales in Trenton, New Jersey. This is a superb opportunity to purchase a fabulous, tight driving E-Type ideal and capable of long distance touring that’s priced very sensibly. £59,995
1958 Jaguar XK150 4.2 FHC Fuel Injection - 265 RMV is absolutely outstanding to drive and offers a relaxed and comfortable experience. This impressive rebuild has been carried out by a well respected XK specialist and some exceptional engineering and workmanship has gone into this car. £124,995
1959 MGA Twin Cam – Subject of a no expense spared restoration by a Worldrenowned Twin Cam expert. This is without doubt up there with the absolute best, a car for the discerning buyer, capable of entering and competing in a high level concours and likely to be one of the best available. An incredible car and somewhat unrepeatable without contemplating spending over £100,000 to buy a project and put it into this condition/specification. £74,995
1977 Ford Escort RS2000 MkII - This exceptional Ford RS2000 has just arrived with us having had a re-furbishment program costing in the region of £20,000. The shell was prepared for a full re-paint in the cars original colour. The interior was then refreshed with re-trimmed seats, new carpets and the car MOT tested and fully serviced. £39,995
Tel: 01944 758000 Email: sales@classicandsportscar.ltd.uk
1986 Jaguar XJS 3.6 Manual - Ex Factory Promotion Car with significant history and provenance. Confirmed by Jaguar, we know the XJS was then used by Jaguar themselves for display and promotional work and was driven by their Team Racing Driver Martin Brundle as his Company Car. The XJS also has the distinction of having sports seats, later alloy wheels and colour coded front spoiler. £19,995
1990 Volkswagen Golf GTI MkII G60 - Cosmetically this car is exceptional, the bodyshell is structurally excellent, panels perfectly straight and the paint finish stunning. This is a very genuine, honest car in a great colour and on the road it will impress. A true 90’s hot hatch. £23,995
1934 Standard Twelve Deluxe Saloon – We’re delighted to present a show quality Standard Twelve with a fascinating history – a car which we found unrestored in a York City Centre garage in 2011. We quickly sold the car as a ‘barn find’ for restoration and the exceptional result of a body– off, bare chassis, back to the frame restoration is remarkable. We expect the new owner to be absolutely delighted with this unique car. £18,995
2002 Range Rover P38 30th Anniversary Edition – Here we have a collector’s quality in Wimbledon Green, rare and truly first class 30th Anniversary model Range Rover P38. Land Rover only released around 200 of these rare edition models during the last two years of production and now we are seeing these sought-after cars rise in value. Commissioned by Land Rover to celebrate 30 years of the Range Rover marque. £16,995
1963 Daimler Dart – Ex Royal Family prior to 42 years with Prominent Motoring Journalist. This true collectors piece sold for a potential record breaking price during mid 2018, and we would now like to welcome serious offers for what is a truly unrepeatable motor car that offers quality, provenance, low mileage and of course is of one of the most high profile Daimler Darts to be seen on the market.
1971 Morgan 4/4 Four Seat Tourer – This is a beautifully presented, exceptional driving Morgan had one long term owner from the 1980’s and in 2011 it was treated to over £13,000 of work to the engine, braking system, steering and suspension. Since carrying out this work, the Morgan has covered over 7,000 miles and has been thoroughly enjoyed on club events, car trials and hill climbs. £29,995
1959 Rolls Royce Silver Cloud I - This truly outstanding, top class Silver Cloud. Finished in Sand over Sable with Red coachline and Beige hide. Power assisted steering. Excellent on the road, as expected of a superbly maintained, low mileage original car that has been in the hands of meticulous owners and renowned Rolls Royce experts. This is a wonderful car, one of the most exceptional Cloud’s we have had the delight of selling. £74,995
1977 MGB Special Roadster – This very attractive MGB began life in sunny Devon as a Tahiti Blue Home Market car with. The most striking feature of the car is the superb MGRV8 interior with sumptuous leather seating and beautiful woodwork. A full chrome bumper conversion with matching lights was carried out. The dark blue metallic paintwork is complemented by Replica Minilite alloy wheels and an MGC bonnet. £17,995
1972 Porsche 911E – Very rare, original RHD car that was imported from Australia by most recent owner. Stunning show piece, show standard paintwork and interior. £139,995
1969 Ford Cortina MkII Alan Mann Racing Replica – This fantastic Cortina has been subject of a recent full restoration and built as a replica of the Ex Team Lotus, Alan Mann Racing. Off the road from 1988 and in 2019, the car was then subject of a full bare shell rebuild and a huge file of invoices are with the car. With its quick, enhanced rebuilt engine, superb five speed gearbox it’s fantastic fun, it holds the road well. Ready to enjoy. £27,995
1948 Jaguar MKIV 3.5 Saloon – This is without a doubt the absolute best Jaguar MKIV we have ever seen. This is true collector’s car quality, quite simply first class in every respect as result of the most magnificent, superbly executed restoration by a Germany based Jaguar specialist who proudly displayed the car at Techno Classica Essen in 2016. A car to cherish and grace any collection. £99,995
1960 Aston Martin DB4 Series II – We are delighted to once again offer this outstanding car onto the market. This stunning, fully rebuilt car was manufactured for the RHD Home Market True collector’s car quality with provenance, history and its exceptional appearance is equally matched by its performance and driving experience. Ready for some long-distance touring and regular use. £549,995
1988 Porsche 911 930 Turbo – Arrives with us having covered 76,000 miles with original Porsche wallet, various Porsche handbooks, MOT’s back to 1993 and spare keys. This is a fantastic car to drive, and importantly everything works correctly, and this 930 Turbo does not require any major work. Structurally the car is superb with an excellent bodyshell, this is a car that will not disappoint and is ready for touring. £99,995
1936 Fiat Topolino - RHD Prototype. A UK example that comes with an extensive history file. This example is an incredibly rare car, in 1936 an assembly plant was established in a disused cinema in Hammersmith and in over two years 400 RHD cars were assembled. This is a fabulous rare example, it’s a true collectors piece and ideal for shows, rallies and events. £18,995
1981 Ford Capri 3.0 Sport – Whilst the car has undergone some light restoration, it is very original in many respects. The car also comes with an exceptional full history back to new warranting the cars mileage of just over 100,000 miles. This 1980’s Fast Ford is a great buy, its rare, lots of fun, quick and becoming more and more scarce and therefore collectable. £26,995
1973 Jaguar E-Type Series III V12 Roadster – Exceptional UK RHD manual, matching numbers E-Type Roadster onto the market. This top class example records a mileage of 45,470 Subject of a major, restoration carried which cost a staggering £67,500. From 1991 to 2000. Magnificent in every respect, and it will not disappoint. £119,995
1965 Jaguar MKII 3.4 Manual with Overdrive – This is a Jaguar MKII we know very well, and a car that just gets better and better. It is a quick car, subtly upgraded and is a true driver car. Its been in the hands of a couple of our long-term regular customers and over the past four years has had over £25,000 spent and presenting in lovely order throughout. £47,995
1963 Jaguar MKII 3.8 UPRATED – Subject of a major six-year rebuild by a Yorkshire based marque specialist. Rebored and with 8:1 ‘County’ pistons, lightened flywheel, straight port cylinder head with E-Type cams, six-branch manifold exhaust system, 5 speed Getrag gearbox, Salisbury Limited Slip Differential with new 3.54 crown wheel and pinion, Speed sensitive power steering and MUCH more. Exceptional value for money. £79,995
1971 Triumph TR6 150BHP – Original right hand drive. It comes with an MOT history of over 20 years and a maintenance history spanning more than three decades. The car presents as a good sound older restoration which is very much a ‘user’ featuring a Lenham hardtop as well as the normal soft top weather equipment. This TR6 would ideally suit a new owner who wants an attractive and competitively priced TR6 for regular use. £19,995
1962 Aston Martin DB4 Series V Vantage – UK RHD Matching numbers car with full history back to new. Outstanding no expense spared full rebuild to include RS Williams engine rebuild. Truly top class, and incredibly rare. £769,995
1981 MGB GT – superbly presented. Magnificent history dating back to the original supplier invoice. 32 years with one owner. The MGB has arrived with 121738 miles and has recently been subject of a re-trim, carried out to a high standard. The car presents superbly with an excellent bodyshell, superb paintwork, a clean, tidy engine bay and stunning upholstery. £9,995
1959 Jaguar XK150 3.4 DHC - Ex Stephen Ward - This is an incredibly special car, the quality of restoration has ensured that 30 years on this is still an exceptional XK150 DHC, and it also has the fascinating early ownership history, the provenance of matching numbers and correct colours, and of course its original registration mark WLY 150. This car has everything and is a wonderful motor car to own. £139,995
1964 Alfa Romeo Giulia Spider - This beautifully presented, original RHD home market car. Exported to Canary Islands where it has spent many years in a dry climate. We know the Alfa was in Tenerife in 1982 so it has spent at least 34 years in the sun. In 2016, the Alfa returned to the UK was treated to some refurbishment. More recently in 2019 in the region of £20,000 has been spent. £69,995
1929 Jowett 7/17 LWB Lightweight Van – This splendidly restored commercial is in amazing, museum-quality condition. The only other surviving example we know of is the restored Bradford Telegraph & Argus newspaper van displayed in the Bradford Industrial Museum. The superbly crafted ash frame, the panelwork and coach painting is a credit to the builder. £21,995
www.classicandsportscar.ltd.uk Classic & Sportscar Centre, Corner Farm, West Knapton, Malton, North Yorkshire, YO17 8JB
ENGINES
GARDNER 240 - 8LXB ENGINE
POA. VW Golf T.Diesel, complete. Citroen 1700 diesel. MGB engines and gearboxes. Triumph 2000 engines, complete. Please call 01458 241570, South West.
JAGUAR MK2 INSTRUMENTATION
LAMBORGHINI CLASSIC PARTS
108269
FORD /BEDFORD REAR LIGHT CLUSTERS
POA. Period Ford/Bedford rear light clusters. Please call 07759 346459, Wales. 108140
FORD CYLINDER HEAD
£5,500. Stunning condition, engine no 198194, was supplied to ERF in October 1975. Can be viewed running, oil pressuer, etc. Serious enthusiast enquiries only. Please call 07977 245061, West Midlands.
POA. Gearbox, special dealer tools, discs, lights, bumper, grille, suspension, badges, manuals, hand books and lots of small parts. Also Jaram/Espada for sale. Please call 07737 174200, West Midlands.
108285
108126
JAGUAR MK2 WINDSCREEN AND INNER DOORS
24VDC LIGHT BAR £598.75. Original MK 2 instrumentation. Please call 07516 692819, North West.
POA. MKIII Zephyr cylinder head. Please call 07854 581581, South East.
108240
108149
JAGUAR MK2 STEERING
FORD ESCORT VAN ROOF RACK POA. Full length roof rack for MKV Escort Van. Please call 07854 581581, South East. 108153
FORD CORTINA DOORS £426.89. Original MK 2 windscreen and inner doors. Please call 07516 692819, North West. 108238
JAGUAR MK2 INTERIOR £400. Four Cortina MK2 Series One doors. Fantastic condition, no rot. More pics on request. Please call 07860 246900, East of England.
£342.50. Original MK 2 steering. Please call 07516 692819, North West.
107819
108241
FORD CORTINA FRONT DOOR LAMBORGHINI PARTS
1993, Free. Premier Hazard Light Bar for recovery truck. Good condition. Free to anyone who can collect and has use for it. Please call 07827 908940, North East. 108282
MG MGB GEARBOX POA. Four speed gearbox. Please call 07854 581581, South East. 108150
MINI PARTS
£85. Cortina MK2 Series One near side front door. In very good condition apart from a very small hole. Complete with glass, rubber and handle. Please call 07860 246900, East of England.
£662.37. Original MK 2 interior. Please call 07516 692819, North West.
POA. Espada/Jarama, set wheels, gearbox, rare factory specialist workshop tools, suspension, grill parts, rear bumper, lights , manuals, Miura F bumper badges, etc. 40 yrs of collecting. Please call 07737 174200, West Midlands.
10782
108239
108317
130 Classic Car Mart August 2021
POA. 1275cc crankshaft with standard journals. 1275cc A Plus block with standard bores. Early Mini flywheel housing. Set 850cc Conrods. Please call 01435 866331, South East. 108147
MINI DRIVERS DOOR POA. Very good condition. Please call 07854 581581, South East. 108148
www.thecarriagecompany.com JAGUAR 01525Mobile: 861474 07774 Mobile: 07774 261674 el: 01525Tel: 861474 261674 SPECIALISTS info@thecarriagcompany.com Email: info@thecarriagcompany.com
D L O S JAGUAR XK150 FHC Original RHD, Complete new interior, £Thousands spent on mechanical restoration. Repainted £64,999
JAGUAR XK150 S FHC
extremely rare model, totally refurbished body shell, can be JAGUAR XK150 S FHC Extremely rarechoice model, totally painted, of refurbished body shell, can be colour £POA painted, choice of colour
JAGUAR 3.8 ROADSTER Flat floor, currently y. restoring. Nut and bolt rebuild £POA
y.
£POA
JAGUAR E-TYPE ROADSTER 4.2LHD JAGUARJAGUAR XK 150 DROP 420 HEAD COUPE,LHD, full refurbished chassis and nice condition. running gear,£6,999 minimal panel work required very complete £44.999
Just arrived requires major body work, original engine £39,999
JAGUAR E TYPE SERIES I 4.2 ROADSTER This is an original right hand driver 4.2 Roadster. It has an excellent history file going back some 25 years £POA
D L O S JAGUAR XK140 DHC Original to RHD, can be finished to customers own spec. For full restoration. £POA
BENTLEY CONTINENTAL GT 56 Plate 120k miles, full Bentley service history. £22,999
JAGUAR E TYPE SII FHC PROJECT FHC 2DR Manual for restoration. Original RHD £23,999
JAGUAR E-TYPE 3.8 FHC An excellent restoration JAGUAR E TYPE S2 2+2 T, project Superb finished in Jaguar maroon, new leather seats, rebuilt engine, £37,999 great driving car, £44.999
JAGUAR XK120 ROADSTER 2DR MANUAL This is an original right hand drive XK120 roadster, it is currently being fully restored in our own workshop £POA
DAIMLER E TYPE SERIES I 4.2 FHC 2DR MANUAL T, This excellent example hasa had a tremendous amount of money recently spent on it. Will be MoT’d and ready to hire for sale. £15,999
MINI FRONT SUBFRAME
SENTINEL ENGINE
TOYOTA AIR CON PUMP £100. Brand new, part no DENSO 105RE11C X1447280-2720 HFC134-A. Never been fitted, fits most Toyota models. Please call 07860 469764, South East.
£125. MK1 Mini front subframe. Surface rust, otherwise good. Please call 07775 745563, South East. 108154
REAR SEATS
108161
VOLKSWAGEN T25 WATER PUMP AND ACCELERATOR CABLE £40. For 1.9 petrol water cooled engine. Also second hand CDI box. Please call 01534 822082, Channel Islands. 107747
VAUXHALL CORSA C REAR DAMPERS
VOLKSWAGEN VARIANT AND RENAULT DOLPHIN WINDSCREENS £50 each. Please call 07749 387158, North West. 108271
VOLVO F10 STEP £40. Rear seats for BMC Countryman/Traveller, Mini or Minor? One small split but otherwise in good condition. 41 wide by 21 high. Please call 07742 984039 , South East.
POA. Bits missing, not sure what. Rocker covers have fire damage, for spares or brave resto. Will need Hiab for loading. Please call 07975 545242, South East.
108245
107749
PORSCHE 911 PARTS
SUNBEAM ALPINE HARDTOP £350. Stripped of all paint. Series I or II. Rare top, perspex window and stainless steel trim. Please call 07948 832015, Yorkshire and the Humber. 108170
2006, £35. Pair of rear dampers, Monroe, used for 2,600 miles, very good condition. , South East.
TRIUMPH TR7 PARTS
VOLKSWAGEN GOLF PARTS
107909
POA. Most blue and light brown interior. Also green check door cards, boot lid bonnet, rear lights, head rests, boot mats, radiator, header tank and lots more. Please call 07808 871366, North West.
£60. Volvo F10 front right hand step. Please call 01424 425055, South East.
107668
107721
TYRES POA. Pre 1973, garage clear out. Tool rolls, unused air pump, bezels, trimming covers, boot/bonnet locks, 911s badge, jack, rear over riders, gas struts, rear wiper parts, interior lights, 911 manual 2.2/911 turbo. Please call 07737 174200, West Midlands. 108284
£55. Two 11/4 tyres, £25 pair. One tyre, Sole plus 6.25/650/670/16, good and read, £15. One Conquest 560/15, good tread, £15. One 650/6 R14 bare tread, £15. Please call 01708 341330, South East.
POA. VW Golf/Bora MK4 nearside rear door. Front split spoiler. Rear bumper, inner and outer parts. Please call 07759 346459, Wales.
107652
108141
TOYOTA HILUX BODY
VOLKSWAGEN BEETLE TAIL LIGHTS
Miscellaneous
PORSCHE 911S PARTS
1973, POA. Tool roll, headlight bezels, timing covers, gas struts, interior lights, manuals, overriders, 911S badge, jack bonnet/boot catches, 930 turbo driver manual, etc. Please call 07737 174200, West Midlands. 108047
£1,000. Brand new, never carried a load. Please call 07850 724023, South East. 108333
132 Classic Car Mart August 2021
240-110 VOLT TRANSFORMER £50. American spec, step up/step down. Buyer collects. Please call 01353 740349, East of England. 107651
AA COLLECTORS BROOCHES
£25. Tombstone, fitted with German lenses, one complete, one requires gasket and chrome bezel. Both in excellent condition. Please call 01782 514625, West Midlands.
£45. Set of collectors pin brooches, seven in total showing 50 years services in plastic box. Please call 07905 1352288, South East.
107745
107518
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AEC Models
MODEL
CLASSIC BADGES AND KEY FOBS
POA. Also have repair manuals. Armstrong to Wolseley. Can post. Please call 01234 213871, East of England.
ERF WORKSHOP MANUALS POA. Conversions, repairs damaged or broken. Models rebuilt, sheet metal, bodywork, hand formed, no plastic used. Please call 01442 831319, South East. 107722
BEDFORD O SERIES MODELS
FODEN 14 TON TANKER SUPER TOY
£80. 1948-1952. 504. 1st Type cab, dark blue cab, light blue flash tank and hubs. Slight marks, not repaint. Please call 02083 997541, South East. 108164
FODEN C TYPE WAGON AND TRAILER AND SUPER SENTINEL
POA. Based on a modified mobility scooter chassis and electrics, scaled from a show lorry. Open to serious offers. Please call 01902 845114, West Midlands. 107832
CITROËN WORKSHOP MANUALS POA. Citroen 10 workshop manuals. Please call 07854 581581, South East. 108152
CITROËN 2CV DECORATIVE RALLY PLAQUES
£40. O Series furniture vans. Mint and boxed. Brewer and Turnbull, Lee Bros, Michael Gerson. All three limited edition and certificates. Excellent trucks. Price includes postage. Other Bedfords available. Please call 01744 637052, North West. 108248
BROOKLANDS BADGE
POA. ERF workshop manuals B, C E, EC and ECS series - over 30 manuals. DAF workshop manuals 2100, 2300, 2500 - seven manuals. Cummins workshop manuals - two manuals. Eaton 5, 6, 9 transmission manual. Please call 07394 999446, Yorkshire and the Humber. 107833
FIRE EXTINGUISHER
£25. Matchbox 1922 Foden C Type Wagon and Trailer, Frasers of Ipswich, limited edition. Corgi Super Sentinel with Tate and Lyle crate load, limited edition. Both mint and boxed, never played with. Please call 01744 637052, North West. 108247
FORD WORKSHOP MANUALS POA. Ford D Series workshop manuals. Please call 07854 581581, South East. 108151
1996, POA. Two Citroen 2CV rally plaques from events held in France in 1996, in St. Malo and Paris. Plaques are flexible plastic and wipable. Each plaque is in excellent condition and has 4 x fixing holes. Nice collectible, decorative items of automobilia for 2CV bumper or garage wall display!. Please call 07795 121845, Greater London.
JAGUAR PARTS CATALOGUE
107863
CLASSIC AND SPORTSCAR MAGAZINES
£85. Brooklands 1931 BARC badge, guest. Please call 02083 997541, South East. 107867
BATTERY POWERED LORRY
£30. Several bound copies of Classic and Sportscar, 1970 and 1980, £30 each. Please call 07881 461123, East Midlands.
£20. With wall bracket, very clean. Please call 07561 440922, North West.
£40. For 2.9 and 3.6 litre saloons. January 1989. RTC9893CB. Please call 02083 997541, South East.
107684
107601
107994
134 Classic Car Mart August 2021
LOTUS ESPIRIT WORKSHOP MANUAL
MERCEDES-BENZ MODEL T AND SIMPLEX MODELS
£80. I have owned these two Schulo clockwork toys for 70 years. 1917 Ford Model T and 1907 Mercedes Simplex. Both require attention to drive but nice condition. Please call 07881 461123, East Midlands. 107687
MERLIN NR2 DIESEL INJECTOR NEEDLE GRINDING MACHINE £100. For S1-S2-2.2. 1982, pale blue, near mint apart from front page. Please call 07837 891426 , South East.
ORIGINAL CAR LITERATURE
PRIVATE REGISTRATION
£350. Plate MX05 MET on retention. Please call 07866 020967, Yorkshire and the Humber. 108243
PRIVATE REGISTRATION POA. Original driver, service and maintenance books. Posters, photos, parts books, etc. for Ferrari, Lamborghini, Jaguar, McLaren, Porsche, Aston Martin DB6, De Tomaso, MG, etc. Please call 07737 174200, West Midlands. 108237
ORIGINAL BROOKLANDS RACE PROGRAMME
£350. Plate MG02 ARY on retention. Please call 07866 020967, Yorkshire and the Humber.
108049
108244
MOTORING BOOKS Offers. Two Ford books, one Iveco book, one Auto Legends book. No sensible offer refused. Please call 07974 294918, Greater London.
REG PLATE KOW 688
108167
MAGAZINES
£495. One owner, super condition. Extras including lapping head, owners manual and catalogue. Please call 01492 580883, Wales. 107676
MAN F2000 DIE CAST MODEL
£999. KOW 688, on retention. I took this off an old Austin A40 late 50’s. On retention, all fees paid. Can send for a price. Please call 07749 586757, South East. £50. Easter Monday April 6th 1931 official race programme. 32 pages, many others, years available. Please call 07968 659967, South East.
108250
THE RIVETEER
107521
PRIVATE REGISTRATION
1982, £10. This is a collection of four transport-related magazines, all of which were the first issue, from 1977 to 1982. If you would like details of the contents of any or all of them please ring. Please call 01273
£25. Die cast MAN F2000 cab and Corgi heavy trailer. Cab very tidy including mirrors, trailer very heavy and mint. Very nice Code 3 unit in boxes. large 1.50 scale. Please call 01744 637052, North West. 108176
£1,995. ASV 841 on 10 year retention certificate, ready for transfer. Please call 01953 884937, East of England. 108127
£40. For riveting brake and clutch linings. In original box complete with all fittings and rivets. Please call 07905 135288, South East. 108165
Classic Car Mart August 2021 135
RAMPS
BOOKS
£350. Pair of 4m aluminium ramps for under-car home maintenance. Originally cost £750. In perfect condition. Certificate of conformity included. Buyer will need a van or pick-up truck to collect. Please call 01256 764193, South East.
£4. Five Rover Specification books. Ref 543, May 1957. Ref 578, November 1958. Ref 592, October 1959. Ref 592/C, October 1961. Ref 592/D, November 1962. Also Rover Refinements c1955. £4 each. Please call 01132 693672, Yorkshire and the Humber.
108113
SMALL CAR TRAILER
£45. Vintage lorry 25mph sign. Please call 01994 232893, Wales. 107535
VOLKSWAGEN CADDY PICKUP INSTRUCTION MANUAL 1988, £6. Petrol, diesel, manual, auto variants. Please call 01539 560618, North West.
107605
ROLLS-ROYCE CAR MASCOT RAF 668 - PRIVATE REGISTRATION POA. On retention certificate, 668 Far East squadron number, ideal for classic military vehicle, RAF with squadron suffix are very rare. Open to offers. Please call 01606 278293, North West.
VINTAGE LORRY 20MPH SIGN
£100. Will suit Mini. With winch and ramps. Some welding needed. Please call 07551 603949, Wales.
108131
Cars wanted
107476
THAMES TRADER BADGE
107663
SUZUKI EN 125CC
CHEAP CAR Wanted. Due to theft, local charity needs a cheap estate car or van with tow bar. Must have some MoT or be exempt. Animal Rescue Cheshire. Please call 07804 411490, North West. 107739
CLASSIC CAR POA. Car mascot. Lord Montague of Beaulieu's Grandfather commissioned this world famous sculptuer named 'The Spirit of Ecstasy' by the artist Charles Sykes of which I have this fine example complete with original certificate. It comes in its Lalique box with factory approval slip-card, its official personal certificate and full provenance from Rapiditas as the appointed distributors along with other related ephemera. Please call 07890 836734, South East.
Wanted. Classic car to drive and improve or cheap runabout. Anything considered. Bored pensioner. Please call 07561 440922, North West. 107483
2007, 10000 miles, £1,250. This machine is in beautiful condition. Rides super for a 125cc, ideal for learner. Could consider part ex for a 250cc with perhaps a cash adjustment. Please call 07790 512582, West Midlands.
£45. Thames Trader badge. Please call 01994 232893, Wales. 107534
TIN SIGNS
108132
108068
ROLLS-ROYCE MASCOT
SWIVELLING MILLING SLIDE FOR LATHE
JENSEN INTERCEPTOR Wanted. Project car, MK2 or MK3 complete. Don't mind condition, project or parts car is fine. Also a set of seats, interior, window glass instruments, dashboard complete, spare wheels and any other parts. Anything considered. Please call 07956 657186, South East. 107824
FORD FIESTA Wanted. MK1/MK2 or any Escort/ Cortina/Sierra estate. Preferably in usable condition although some work acceptable. Will consider other make estates/small vans over 20 years old. Please call 07538 696157, East Midlands. 108115
£250. Rolls Royce Wraith Dawn Phantom 3 mascot on wood base. Marking on wings. Please call 02083 997541, South East. 107520
ROVER SPECIFICATION
HILLMAN £90. In very good condition and smooth action. Bed: 160mm x 88mm. Can courier for £7.50. Please call 01366 728030, East of England.
£40. Six tin signs, 8" x 12". Texaco, Shell, Esso, Shell Can, BP and Esso Extra. Postage free. Please call 02083 997541, South East.
Wanted. Any old Hillman Avenger cars or A35 car for 80 year old man in London. Fair price paid. Please call 02072 377899, Greater London.
108178
107530
108168
136 Classic Car Mart August 2021
JAGUAR X-TYPE
ROVER 2600
2004, 113000 miles, £500. Wanted. Jaguar X Type, years from 2004 to 2010. Please call 07704080775, West Midlands.
BMC MG IGNITION DISTRIBUTOR
BRITISH BIKE
Wanted. Ignition distributor for BMC MG, Princess or Wolseley 1300 twin carburettor engines and Mini MKI and MKII automatic. Lucas part number 41134, 41242 and 41251. Please call 01909 721464, West Midlands.
108099
JEEP
107397
Wanted. British bike for a restoration project. Anything considered, 2 or 4 stroke in any condition. More of a tinkerer than a rider now so open to offers. The older the better. Any spares welcome. Will pay accordingly. Please call 07538 696157, East Midlands. 108116
BEDFORD TK-KM PARTS Wanted. Bedford TK-KM fibreglass headboard sheet rack for cab roof. Don't mind some repairs. Please call 07781 100832, Channel Islands.
COMMER SUPERPOISE OHV ROCKER
108035
HILLMAN MINX STOP LIGHT
Wanted. Classic Jeeps and cars over 40 years old. All conditions considered and very good prices paid nationwide. Please call 01548 521278, South West. 107849
Wanted. 1977, 100000 miles, I am looking for a Rover SD1, 2600 auto for a restoration project. Series 1 model [1977 - 1981] preferred but anything considered. Non runner, garage find, barn find etc. Please call 07577193814, South East. 108144
LAGONDA
VOLVO 940
Wanted. Postwar, 2.6 or 3.0 litre cars in any condition from project to runner. Also looking for parts - seats, instruments, gearboxes and engines, complete or parts. Anything considered. Please call 07956 657186, South East.
Wanted. Volvo 940 Estate, 2.0 litre GL, 1990/92 manual injection in good condition. Please call 07986 959015 , South West.
107825
MICROCAR Wanted. Messerschmitt KT200 or Isetta or Heinkel Trojan in any condition. Or any other micro car, willing to travel. Please call 07511 771625, West Midlands.
Wantewd. A rocker with bore 13/16", width 1", total length approx. 3 3/4". Also transverse rear wheel brake cylinder for 2 ton type (1"5/16). Please call 0031 651 166262, Rest of the world.
108242
VOLVO 940 Wanted. Volvo 940 Estate, 2.0 litre GL, 1990/92 manual injection in good condition. Please call 07986 959015 , South West. 108060
WILLYS JEEP
107480
Wanted. Any condition. Two Lucas ST53 lenses which were fitted to the Hillman Minx as a brake light. Please call 00356 7777 7775, Rest of the world. 108114
108032
108171
108138
Wanted. 1984 mini or as close to registered date of 31/05/1984. Any condition, willing to travel. Please call 07885 742504, Yorkshire and the Humber.
Wanted. Wileys Jeep or similar. Any condition considered, must be over 40 years old, very good price paid. Please call 01548 521278, South West.
108061
107848
NSU SPORT
108112
SUBARU RG 250/125 TWO STROKE MOTORCYCLE Wanted. Do not have the budget for a show winner. Everything considered. Please call 01534 822082, Channel Islands. 107746
Misc Wanted
MINI MK V
Wanted. NSU Sport Prinz. From part cars and unfinished projects to drivable vehicles. Spare parts also considered. Please call 01494 714469, South East.
PLASTIC MODEL KITS Wanted. Any plastic model kits. Cars, lorries, armour, ships, aircraft, etc. Please call 07973 885754, South East. 108268
Wanted. Not the swan neck, the one you fit tow ball on. Hope you can help, for a 1998 Crolloa. Please call 07873 550032, North West.
MERCEDES-BENZ C-CLASS Wanted. 180 C-Class Sports saloon. Low mileage, one owner or two. Must be sports model, top price for top car. Please call 07787 802941, North West.
Wanted. Also oil pick up pipe, front timing case with dipstick off Anglia or Cortina, can collect. Please call 07709 706521, South East. 107667
MG MGB GT SUNROOF Wanted. Sunroof to fit MGB GT. Any condition considered. Please call 07968 953435, South East.
TOYOTA COROLLA H/B TOWBAR
107672
FORD 1600 FRONT BOWL SUMP
Parts wanted
Vans Wanted
125CC-250CC TRIALS MOTORCYCLE
FORD TRANSIT
Wanted. Any condition. Novice wishing to try this sport. Reasonable price paid. Please call 01743 860362, West Midlands. 107359
Wanted. Transit/Bedford van. Big or small. Please forward price, year and location. Will consider camper van. Please call 07790 512582, West Midlands. 107392
AUSTIN 10 PARTS
AMBULANCE CAP BADGES
Wanted. Spare parts for Austin 10, 1935. Please call 07726 776536, Greater London.
Wanted. Obsolete ambulance cap badges for a collector. Please call 07814 010317, Wales.
107375
107366
VAUXHALL VIVA BEDFORD Wanted. 1960-1970 Vauxhall Viva Bedford HA van. Any condition. Please call 01604 511876, East Midlands.
Classic Car Mart August 2021 137
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ALL BUMPERS TRIPLE PLATED FOR LONG LIFE
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Steering wheel restoration, v modern cars, tractors, lorries, buses, boats. Bluemels, Celluloid, Bakelite, Wood & Plastic. Tel: +44(0)1902 689975 Email: sales@mgbdparts.co.uk
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TWIN TEST: DAIMLER SUPER V8 v BENTLEY TURBO R G N I Y DES U B UI G
Mk1 FORD CAPRI
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PLUS
CLASSIC ROAD TEST: VOLVO P1800 142 Classic Car Mart August 2021
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TAILGATE WAITING ROOM Sam ponders how long modern classics have to wait for their turn in the limelight.
T
here’s one element of today’s classic car culture that I can’t abide – despite owning several myself and being of a generation where such cars evoke nostalgia. And that is the term ‘modern classic’. You see it everywhere, from the shelves at WH Smith to social media groups. I actually co-run the Modern Classic Executive Cars group, targeted at those who love old ‘luxobarges’, which makes this column somewhat hypocritical. But the term ‘modern classic’ makes me uneasy because it feels to me as if there’s now nowhere left to go from here. Remember that these cars are now between 20 and 40 years old – an age that, when I was growing up, meant cars of the 1950s-1970s. Even in the mid-1990s, the Rover P6 and the MGB were long- established classics. If we use such cars as our barometers, we should already be hailing and valuing cars like the Rover 75 and MGF into the true classic movement, not giving them a new label of their own. To call cars of the same age by a different term today speaks to me of automotive elitism, of a refusal to accept that times change – but then, isn’t that the classic car movement in a nutshell? Now, modern classic does have its uses. To describe cars still on the depreciation curve in terms of their future collectability
is always appropriate. But to label cars of a certain era by this term indicates that they still aren’t perceived as true collectibles, but as the bridesmaids of the movement constantly awaiting their turn down the aisle. So, if we append this description to cars built in the 1980s and 1990s, where does that leave the cars of 2020 in 20 years? Will they be modern classics, the era which bridges the classic world to that of the modern car? Will the older cars move up a notch, or will cars from the 1990s and 2020s be lumped together? Or will we call the modern cars of today ‘modern modern classics’ when their
HAVE YOUR SAY 146 Classic Car Mart August 2021
time comes? Are we to pin our judgement of the whole hobby upon a halcyon period of Union Flags, Routemasters and black cabs? Or can we see a little reasonable movement and acceptance as time passes? There are two infinitely better solutions in my eyes – both terms that are sufficiently fluid to return ‘modern classic’ to its floating position. Firstly. ‘retro’ is still distinct from the currently accepted use of classic. Much like our own title Retro Cars, it evokes nostalgia while demarcating sufficiently from the alternatives. Furthermore, there is nothing factually incorrect about calling a Citroën BX or a Mk1 Ford Mondeo retro – both are, after all, evocative of a time past. My other proposal is simple. Why not get rid of modern classic, classic, vintage, veteran, the lot? Why can’t we all play nicely and accept that what we drive are simply old cars? Part of me likes this solution the most because it’s the most inclusive. Everyone from the De Dion Bouton owner to the man who cherishes his Mk2 Ford Focus ST can enjoy their shared hobby away from any form of judgment, comfortable in the knowledge that their vehicles are only classified by fact. We’re all individuals. Maybe we need to lose the labels to realise that. CCM
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