Even better on the right
ight rrubber

The best classic car experience is just a new set of tyres away. We stock new tyres in periodcorrect patterns for cars from the 1890s through to the 1990s. On road, off-road, rallying or
kZ\bg`bml^o^g[^mm^khgma^kb`amkn[[^kZg]maZmlZeep^l^eeZmObgmZ`^Mrk^l'
Branches at Beaulieu and Bicester Heritage.

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THE PC CLUB

Where the chaps are getting wet, but don’t mind a bit!
‘I think we need an ark!
Luckily, I Noah guy…’
Danny 'Hailstorm' Hopkins

‘Earlier, I tried to catch some
drizzly fog… but I mist’
Craig 'Cloudburst' Cheetham

‘It's raining ducks and
geese. Such fowl weather!'
Matt 'Torrential' Tomkins

‘Oi, you lot! Two is company…
three's a cloud.’
James 'Wet Weekend' Walshe

‘We're showering all these
cars with praise’
Matt 'Drenched' George

Y

ou might have guessed already, but
this issue of PC is dedicated to our
dads and grandads – and we make
no apology for it. For many of us the most
intoxicating, enthusiast-forming, childhood
motoring memories were made at his knee,
or sitting on it. The back seat is the spot
from which many of our earliest car-borne
experiences were had, but the ones that
really count were surely made in the garage,
or at a car show or next to him as he taught
us to drive. Our relationship with the car
started right there, with dad, via him, in those
places, at that young age.
For Father’s Day 2024 we are rolling back
the years and putting dad front and centre
again. We enjoy our first cars once more
– despite the rain (see above) – cars our

fathers helped us buy, fix and enjoy. We ask
you about your first cars and we talk to our
friends from YouTube-land about the cars
that they remember their dads and grandads
driving. It’s pure nostalgia, for sure, but it is
also a huge act of gratitude.
Many of us bonded with our dads through
the international language of car, we found
that common ground, that place to share
and truly enjoy each other’s company. That
carries on to how we enjoy our hobby today,
in this great community. Despite being
episodically shed-bound, we are a social
bunch, thanks, in part, to our dads.
So, whether he is still around, or joining us
in our memories, we owe him – this one is for
you, dad.

Danny Hopkins
EDITOR

danny.hopkins@practicalclassics.co.uk

Garry Mears

Head of pretty things
Making the magazine
look marvellous.

John Simister

Road test legend
The voice of reason.

JJ Vollans

Modern Classics man
Future-proofing classics.

Andy Ibbotson

Cornish correspondent
Working miracles on his
Morris collection.

‘My first car was
a Sinclair C5, but
it was squashed
flat by a London
taxi in 1988’
Phil Webster
Join the conversation
at Practical Classics on
Facebook, Instagram,
TikTok and X

See p72 for print & digital offers
To subscribe to PC go to greatmagazines.co.uk/practicalclassics

PRACTICAL CLASSICS // JULY 2024 3

Practical Classics July 2024
CLASSIC WORLD
6 The Big Picture

36 Your First Cars

The wheels that gave you wings.

38 DB7 Adventure

Minister for transport questioned.

8
12

We take the 'People's Aston' home.

Classic News

All you need to know, plus some
great ways to save cash.

46 Mercedes Adventure

Charity Heroes

54 Your Cars

Ian Tisdale's voyage of discovery.

Celebrating the great and good.

Celebrating the classics you love.

20 Clubs & Events

62 Youtubers’ Dads’ Cars

Where you must be this weekend.

Where the influencers got hooked.

22 Memory Lane

66 The Big Restoration

Your monthly dose of nostalgia.

Stunning Clan Crusader, formerly
home to a family of rats.

50 Letters

Your chance to have your voice,
heard, right here in PC.

76 Readers’ Adventures
Epic drives in unlikely cars.

64 Spotted

MARKETPLACE

Classics paped in daily use.

72 Subscription Offer

16

86 Nick Larkin

102 Marketplace

88 John Simister

106 Buyer’s Brief

90 Charlotte Vowden

110 Fantasy Forecourt

Save cash and never miss an issue.
'Original cars are like time machines'.

John takes on a new editor’s role.

More tales of woe from Rotten Row.

96 Head to Head

MG’s ZR squares up to a Saxo VTS.

RESTORING & ENJOYING
24 First Car Test

The PC boys reveal their first cars,
and the 'dad stories' behind them.

126 Ford Mondeo
130 Smart Roadster
134 Austin Seven Special
136 Morris Minor
138 ZAZ 1102 ‘Tavria’
140 Hillman Imp
142 Austin Ten

4 JULY 2024 // PRACTICAL CLASSICS

Latest, greatest kit for your classic.
Where bargains can be found.

We choose our FWD favourites.

92 Rust In Peace

124 Mazda MX-5 NB

Clan
resto

Bagging the best Alfa 156.

Dad Steve tells his tale.

STAFF CAR SAGAS

New Kit

66

114 Modern Classics

'Original isn't always best', says JJ.

116 Wise Buyer

Buying the Vauxhall Cavalier MkI.

120 Bangernomics

124 Staff Car Sagas

122 Keith Adams

142 Reader’s Saga

Danny bags himself an Audi A4.
The cheap small car is back!

WELLY!
Our Matt
takes to the track
in hs Austin Seven
Special, for a day
of pre-season
testing.

Tall tales from the PC workshop,
out on the road and at the track.
Austin Ten gearbox woes for
Andy's son Sam.

144 Ask Our Experts

Your classic helpline, with tips
varying from overheating to MIG
welder faultfinding.

148 Nailing it

Learn how to refurbush your
MacPherson struts today.

152 Weekend Workshop
Ed Hughes explains how to
refresh your classic's ailing
fuel system.

156 Home Service

We show you how to service
your classic Mini at home.

practicalclassics.co.uk

IN THIS ISSUE
126 CLASSICS

24
First Car
Face-Off
96

74

Head to
Head

Little and
large

156

148

Mini
service

Mac
struts

152
Fuel
systems

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

Alfa Romeo 147
p126
Alfa Romeo 156
p116
Aston Martin Bulldog
p7
Aston Martin DB7
p38
Audi A4
p120
Audi TT
p115
Austin A35
p58
Austin A40
p62, p103
Austin A55
p93
Austin Allegro
p25, p36, p62, p86
Austin Champ
p64
Austin Maxi
p64
Austin Mini
p156
Austin Seven
p78, p134
Austin Ten
p142
Chevrolet Blazer
p94
Chevrolet Fleetmaster
p94
Chrysler Valiant
p65
Citroën Berlingo
p104
Citroën C5
p14
Citroën Saxo
p97
Citroën Traction Avant
p64
Clan Crusader
p66
Daimler DS420
p93
DMC DeLorean
p10
Fairway FX4
p59
Fiat 126
p37
Ford Anglia
p37
Ford Escort
p36, p63
Ford Fiesta
p36
Ford Mondeo
p126
Ford Popular
p55
Ford Sierra
p63
Ford V8
p94
Hillman Imp
p140
Honda Civic
p64
Honda Integra
p111
Isuzu Trooper
p65
Jaguar Mk2
p93
Jaguar XJ-S
p62
Jaguar XJ40
p85
Lancia Delta Integrale
p114
Land Rover 130
p60
Land Rover Series III
p65
Lexus LS400
p52
Lotus Elan
p110
Mazda MX-5
p124
Mercedes-Benz Unimog
p54
Mercedes-Benz W23
p46
Mercury Cougar
p94
MGA
p13, p50, p90
MGB
p83
MGB GT
p60
MG Metro Turbo
p58
MG TF
p13
MG Y-Type
p51
MG ZA Magnette
p13
MG ZR
p96
Mini
p7, p8, p23, p36
MINI Cooper S
p110
MINI One
p122
Mitsubishi Colt
p59
Morris Ital
p62
Morris Marina
p6, p24
Morris Minor
p14, p25, p55, p136
Nissan Cherry
p23
NSU RO80
p92
Opel Kadett
p10
Peugeot 205
p20, p65, p111
Pontiac GTO
p94
Pontiac Streamliner
p93
Porsche Boxter
p57
Reliant Kitten
p22
Reliant Scimitar SE4
p65
Renault 19
p115
Renault 4
p55
Renault 5
p37
Rolls Royce Phantom II
p65
Rolls-Royce Silver Shadow
p63
Rover 75
p53
Rover Marauder
p85
Rover Montego
p58
Rover P6
p92
Seat 600
p65, p93
Seat Arosa
p36
Smart Roadster
p130
Sunbeam Tiger
p104, p132
Talbot Horizon
p56
Talbot Samba
p24, p64
Triumph 2000
p24
Triumph Herald
p94
Triumph Spitfire
p60, p102
Triumph Stag
p102
Triumph TR4
p74
Triumph Vitesse
p37
Vauxhall Cavalier
p106
Vauxhall Viva
p37
Volvo 144
p22
VW Beetle
p60, p92
VW Golf
p50, p57, p81, p110
ZAZ 1102 ‘Tavria’
p138

PRACTICAL CLASSICS // JULY 2024 5

Minister in a classic…
more of this please.

Time to have your say
Government calls for evidence to futureproof the classic sector

I

ndustry and car
enthusiasts are being
invited to help shape
government policy on
how to futureproof classic
cars. The Call for Evidence
by the Department of
Transport was launched at
Bicester Heritage on May 9
by Transport Secretary Mark
6 JULY 2024 // PRACTICAL CLASSICS

Harper at a gathering that
included industry experts
such as Sir Greg Knight MP,
representatives from the
Federation of British Historic
Vehicle Clubs and the Historic
and Classic Vehicles Alliance.
The aim is to gather views
on how classic and historic
cars can be preserved

for future generations
and secure jobs in the
£18 billion classic vehicle
sector. Since the Eighties,
policies on how classic cars
are registered after being
restored and upgraded
have largely remained the
same, and do not account
for many modifications such

as the fitting of electric
powertrains.
The Call for Evidence
from the DVLA will ask
motorists, classic car
enthusiasts and industry
to share their proposals to
drive historic vehicles into
the 21st century, while
prioritising road safety
practicalclassics.co.uk

THE MONTH IN 5 PICS

Harper also visited StarterMotor and the Heritage
Skills Academy. To have your say, visit Web: online1.
snapsurveys.com/classicvehicles. Email: CFE.
vehicles@dvla.gov.uk. Post: Vehicle Registration
Policy Call for Evidence C2 East DVLA Swansea SA6 7JL.

Donald Campbell’s Jaguar XK150 is being auctioned by
Sworders. The classic was bought in 1958 as his runabout,
and is expected to bring over £150,000 on June 18.

Fiat Motor Club (GB) will hold an Italian motoring event,
to celebrate ‘Fiat 125’, at the British Motor Museum on
August 3. Italian vehicles and non-Italians are welcome.

The Austin Rover Ltd. company name, registration
number, email address and original Metro 6R4 drawings
were sold for £6600 at Iconic Auctioneers on May 18.

Danny gave Harper a
fanbelt demonstration.

and retaining accurate
vehicle records. Mr Harper
was quizzed by journalists,
including PC’s editor
Danny Hopkins and Steph
Holloway of YouTube channel
Idriveaclassic. He was clear
as to why the survey was
necessary:
‘The way we manage,
improve and protect classic
cars has not kept up with
the times and evolving
technologies. That’s why we
are calling for industry and
enthusiasts to have their say
on how to best protect these
British classics for decades
to come.’

Danny
says

‘I questioned Mark
Harper about
protecting the right to
restore our cars at
home and the
government’s
role as
a regulator.
He is not
a classic car
enthusiast,
but he is
listening…
this is our
chance to
be heard.’

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

Aston Martin Bulldog visited Woburn Abbey on May 1 to
re-create a TV programme shot more than 40 years ago.
Designer William Towns’s widow was present, too.

The third Italian Job, Mile of Minis, featured 150 cars on
a trip through Oxfordshire and the MINI factory raising
cash for children’s charity Buttle UK.
PRACTICAL CLASSICS // JULY 2024 7

CLASSIC WORLD

Dual Turbine Dryer
£249
bruhl.co.uk

Matt questions the Mini’s
place in his collection.

Up your detailing game and ditch the chamois leather with this
powerful twin turbine drier. Touch-drying a car is a common way
to introduce scratches to your classic’s paintwork, while we’ve all
known the frustration of dribbles appearing from beneath trims
after even the most thorough towel-off. With a maximum air flow
of 59200 ft/min, with a 3200W punch from the twin turbines, this
is a powerful piece of kit, which will push water from your classic’s
bodywork with ease. The 3.5-metre extended hose and extra-long
power lead make it convenient to use, too. Part no: MD2800PRO.

Matt Tomkins wonders if it’s
time for a hard reset…

‘

Have you tried turning it off and on
again?’ It’s a phrase associated with
almost anything electrical these days,
from computers to cars with confused
ECUs. But what about our own ECU, firing
electrical signals around our central nervous
system, just as a modern classic’s ‘brain’ pings
multiplex signals around a wiring harness?
I have too many cars. It’s a simple fact, and
a fact that means some have suffered over
the past few months while I've run around like
a circus performer, attempting to keep nine
plates spinning. At some point, the inevitable
will happen and the whole lot will come
crashing down.
I sold my MGB some months ago and, having
completed the Mini, am now ready to put
that on the market, too. It’s a shame, as it’s
undoubtedly the best car in my collection, and
a demonstration
of just how far
my skills have
come in the
decade since
I restored my
Traveller. But it’s a car so nice I can’t bring
myself to use it. It’s so original that drilling
holes to fit seat rear seat belts, or risking
hoiking a buggy and car seat in and out would
be sacrilege. In short, it’s far too nice for me.
But what about the rest of the fleet?
I reckon it’s probably time for a hard reset.
A careful assessment of every car’s place
in my collection. The problem is, I can make
an argument in favour of most of them. I am
far too sentimental to get shot of my first
car, my supercharged Minor saloon, and the
Traveller makes a perfect family classic. The
Land Rover performs towing duties and the
convertible Minor earns its garaging fees with
the occasional wedding hire. Once the Mini
has sold, the project MX-5 NA will be next to
go. Then I need to take another step back and
reassess once more.

‘It’s far too
nice for me’

8 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

MY MONTH IN 5 PICS

What’s in the back of Danny’s camera?

Finding this was pretty devastating, but your
response has restored my faith in human nature.

Remember Northern Lights night? I went out in my
C70 to see the display and took this picture.

PC projects ruined
Readers step in to make something good come from it

A

fter reporting on thefts and
vandalism to cars for the past
few years, Practical Classics
has now become a victim of the
scourge. A break in and vandalism
at the PC lock up in Peterborough
has left several future project cars
destroyed and others damaged.
Danny Hopkins’s VW Bora project
had every piece of glass smashed
while cars including the 300,000mile Alfa 156 featured in a trip to
Italy last year were written off.
Editor Danny said: ‘I don't
understand why people do this...
I never will. It’s a sign of an empty
life with no meaning, I actually pity
the people who did it.’ The incident
occurred over the early May Bank
Holiday weekend and anyone with
information is urged to contact
Cambridgeshire Police. ‘We have
been touched by the response,’ said
Danny. ‘A large sum of money has
been raised by a third party and, if
the team can find an automotive
glazier willing to sort out the

mess, at least two of the cars
can live again – my Bora and Clive
Jefferson’s mint E39 BMW 5-Series.’
Once that work is done then the
generosity will be paid back by the
team. A charitable road run will be
undertaken in the cars once they
are repaired, followed by a sale to
raise money for a good cause.

Not what you want to be doing two minutes before
meeting the Minister for Transport…

Danny
says…

Beaulieu Spring Autojumble was as marvellous as
ever. Our stand was ready for the crowds, too.

‘We will raise a
substantial sum for
charity from this.
That way something
really good can
come out of
something bad.
It’s the least we
can do for the
cars and for
our incredible
readers. More
news next
time.’

Magnificent Moggyfest was bigger than ever, with
a wonderful turn out of woodies – well done MMOC.

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

PRACTICAL CLASSICS // JULY 2024 9

CLASSIC WORLD

Classic EV
standards

Which one would
you choose?

The Historic and Classic
Vehicles Alliance has
introduced a set of
minimum professional
standards (MPS) for
the electrification of
classic vehicles. The
MPS document was
launched to HCVA trade
members on March 27
for use by companies
already involved in or
considering involvement
in the electrification of
classic vehicles.

15% off Drive Dad’s Car!
And there are now more than 50 classics to choose from at GBCJ

T

o mark Father’s Day
2024, The Great
British Car Journey is
offering a special deal
for visitors to its ‘Drive Dad’s
Car’ experience where you
book, turn up and then drive
a classic car. The attraction
now boasts a choice of over 50
vehicles with the addition of
four more classics to tempt you;
a Ford Granada MkIII, Rover SD1
Vitesse, Austin-Healey 100-6

and MG Montego EFi are now
available. If you book before
June 20 you can claim a 15 per
cent discount on all experiences
with the unique PC code.
The experience, based at
the Great British Car Journey in
Belper, Derbyshire gives visitors
the keys to a choice of classics
and allows them to drive on
a special off-road course. The
ticket also provides full access
to the museum itself. The

museum goes from strength
to strength, and is hosting a
number of events this year. Visit
greatbritishcarjourney.com for
more information.
*Drive Dad’s Car at Great British
Car journey offers PC readers
a 15 per cent discount on all
drives booked via drivedadscar.
com. Readers should use
the code Practical15 at the
checkout. The code will be live
until June 20.

the Lakeside Hotel
and Spa on Lake
Windermere. The
package will include
bed and breakfast,
free tickets for
two people to visit
the nearby Ruskin
Museum – the new
home of Bluebird K7
– and the Lakeland
Motor Museum.
Lakeland
Motor Museum
is celebrating 60
years since Donald
Campbell captured
the speed records on
both water and land
(see p104). Visitors

10 JULY 2024 // PRACTICAL CLASSICS

Team PC at Lakeside in 2022.

have flocked to see
K7 in the Bluebird
Wing at the Ruskin
Museum in Coniston
after a two-decade
long restoration by
specialist engineers.
Led by Bill Smith,
the Bluebird Project
team brought both
K7 and her skipper to
the surface in 2001
after Campbell’s fatal
crash in January 1967

A new feature
showcasing cars,
engines and video
content from Richard
Hammond’s DriveTribe
media platform
launches at Haynes
Motor Museum on
Monday, June 24.

DeLorean sound
is back!
Cambridge Audio, the
official audio partner
of the DeLorean Motor
Company, is releasing
a special edition of
its Evo 150 all-in-one
player. The Evo 150
DeLorean Edition
echoes the Eighties
DMC-12 grille, logo and
brushed metal finish.

WIN THE ULTIMATE
BLUEBIRD WEEKEND!
With the return of
Donald Campbell’s
iconic hydroplane
to Coniston, PC
readers are being
offered the chance
to win the ultimate
Bluebird experience.
The winner of
Classic Lodges’
Cumbria sponsored
competition will
get a room for two,
for two nights, at

Hammond at
Haynes

(see p130).
To enter the
Bluebird competition
simply visit
lakesidehotel.
co.uk/bluebirdexperience-pc Three
runners up will get
afternoon tea for two
at any Classic Lodges
hotel, to enjoy before
December 31. The
competition closes
on June 30.

Rattletrap is
here

A 1928 Trojan forms the
centrepiece of a new
display at the Lakeland
Motor Museum paying
tribute to the famous
children’s stories of
Swallows and Amazons
creator Arthur
Ransome. It is the same
type as the Trojan
owned by the author
when he lived in the Lake
District and inspired the
vehicle ‘Rattletrap’ in his
book Pigeon Post.
practicalclassics.co.uk

CHARITY

HEROES

Craig Cheetham
on the importance of
community…

E

ver since the first lockdown, I’ve been
part of an online group chat with three
of my closest friends. It has grown to
become a small corner of the internet
that brings joy and comfort in equal measure
and is now a truly important part of my life.
It’s a group chat that was formed through
a mutual love of inexpensive, characterful
old cars and has evolved into one in which
four blokes in their thirties and forties have
simply become great mates. Think Clarkson,
Hammond and May, but without the screen
presence, talent or scriptwriters.
We’ve shared happy times, sad times,
photos of random (often terrible) old cars and
an infinite number of laughs. What began as
a car chat evolved into an everything chat as
already amicable friendships blossomed. We
moved away from cars to silly memes, other
passions such
as music and
films, and after
a while became
a full-on mutual
support group.
No boundaries.
Mental health, relationships, grief, work
stress, family life, money worries – all have
been discussed in a completely safe space,
where not one of us has passed judgement
on the others and have been there to
collectively pick up the pieces when one of us
is feeling down. Age is no barrier to having the
occasional wobble and there have been times
in recent years where that little group has
made life look so much safer, and other times
where I know I’ve also had the opportunity to
repay kindness that has been shown to me.
Or just share some terrible jokes.
Where am I going with this? Well, it’s
a community thing. A community we’re all
part of because the one thing that brings us
together is a love of old cars. The four of us are
split between Cambridgeshire, Sussex, West
London and Cornwall – without our cars, we’d
never have met. That’s what cars can do and
it’s a very special thing indeed.

‘Old cars
bring us all
together’

If you, your car club or your friends have got
anything planned to raise money for charity,
we absolutely want to hear about it and talk
about it in these pages. Please drop us a line at
practicalclassics@bauermedia.co.uk and we’ll
help you in any way we can.
12 JULY 2024 // PRACTICAL CLASSICS

FOCUSING ON...

Classic Car
Charity Tours
Midlands enthusiasts clock up miles for good causes

‘

It just sort of
happened really,’
says Mark O’Neill,
founder of Classic
Car Charity Tours. ‘I’ve
always been involved
in the local classic
car scene, repairing,
restoring, buying
and selling them. It’s

what I’ve always done.
Then, with a couple
of mates, we decided
to put on a few drives
locally where we’d get
together and drive
around. A couple of
years ago, we decided
we should raise a few
quid for charity while

doing it, so that’s what
we’ve done.’
For 2024, CCCT put
on its biggest tour
yet – for a modest
£35 entry fee, it was
a 135-mile tour of
the Worcestershire
boundaries, starting
with bacon rolls at

Classics old and new
came along.

practicalclassics.co.uk

£6000 raised for
local charities.

CLASSIC CAR CHARITY
TOURS IN 4 PICS

On tour in a charitable fashion…

CCCT founder Mark O’Neill started the tours
thanks to making a number of friends in the local
car scene. He came along in his MG ZA Magnette.

the Gigmill
Pub in
Stourbridge
and heading
around the
borders of
the county,
taking in scenic
places such as
Malvern Heights
and Broadway Village.
Fifty cars turned up,
ranging from
a Perodua Nippa to an
early flat-floor E-Type.
The oldest was a
1926 Wolverhamptonbuilt Clyno, and the
newest a trio of 2004
MG TFs, one of which
was taken along by
our own charities
correspondent.
It was a terrific day –
wonderful cars, great
banter, superb choices
of tea, coffee and cake
stops and – above
all – a great day of
celebrating a shared
passion for quirky old
motors with some
truly lovely people.
The real winner,

Chris and Georgina Westwood had one of the most
unusual cars on the event in the form of their 2000
Perodua Nippa, which is an incredible survivor.

Just a £35 entry fee
for the run.

though, was
the MS Trust – a
Multiple Sclerosis
charity that saw its
coffers boosted by
£1150 thanks to the
generosity of all
those who took part
in the tour.
‘It was a terrific
result and a superb
day,’ said Mark.
‘We started this out
as just a way of a few
of us getting together
and enjoying our old
cars, but over the
past few years we’ve
raised over £6000 for
a number of charities
and we’re going to

keep on doing
it – everyone
benefits and we have
a great day out. This
is the biggest one yet,
but there will be other
tours to come and
they’re more popular
each time.’
If you’d like to
explore some of the
highlights of one of
the most charming
and under-publicised
corners of the UK,
then follow the Classic
Car Charity Tours page
on Facebook for more
information on future
events at facebook.
com/groups/
1658080597686239.

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

Pete and Harry Yarnold made up a father-and-son
team in their MGA Roadster, which Pete bought 25
years ago. He’s had it longer than he’s had Harry…

PC’s own charities correspondent, Craig
Cheetham, took part in his 2004 MG TF. As a result,
it rained for most of the day.
PRACTICAL CLASSICS // JULY 2024 13

CHARITY

HEROES

Clwyd Car show
for cancer
Welsh group Clwyd
Practical Classics are
holding a show on July
14 at Barlow’s Caravan
Park in Caerwys. All
funds raised will go to
the Wrexham Prostate
Cancer Support Group.

Highland Rotary
tour

Funds raised from Minor's
sale will make more
moments matter.

A group of enthusiasts
from Sutherland raised
over 12k for Scottish
Air Ambulance, Assynt
Mountain Rescue and
other local charities
with their annual tour of
the Highlands in May.

Moggie makes it matter
Classic Morris Traveller raises £7100 for Dorset Hospices

A

1966 Morris Minor
Traveller has
contributed a welcome
£7100 to the funds
of Weldmar Hospicecare
in Dorchester after being
auctioned off. The car was
previously owned by the late Ian
Stone, a former Trustee and Vice
Chair of the Board at the charity,
and was donated by his family
to raise money for the cause,
which provides specialist end

of life care to people in Dorset
with a life limiting illness such as
cancer, motor neurone disease
or heart disease.
The car had been owned by
Iain for 14 years prior to his
death and had been his passion
outside of his work with the
hospice team, where the motto
is ‘Making Every Moment Matter.’
His widow, Vivian, said: ‘Being a
Trustee of Weldmar was hugely
important to Ian.

Shortly after he retired, he
joined the board and loved
visiting, seeing the staff, and
being part of a wonderful
charity. When diagnosed he
wanted to spend his last days at
Weldmar where they cared for
him so well, as well as looking
after me, too.’ The team at
South Western Vehicle Auctions
waived all fees and commissions
so that the entire proceeds
went to Weldmar.

Classic cars by
the Bridge
A gathering of classics
will take place on Bank
Holiday, August 26,
alongside Suffolk’s
Orwell Bridge. Entry
is free, but donations
are encouraged
at justgiving.
com/campaign/
carsbythebridge.

Cars at the Spa
to raise £5k
Former PC staff car.

JURASSIC RUST

PC charity heroes hit the road again
Not content with
already having
raised more than five
figures for various
charities with their
trusty Citroën
C5 hatchback,
formerly owned by
PC’s own James
Walshe, committed
fundraisers Darren
and Selina Walster
have hit the road

once again on a new
endeavour.
This time they’re
off to the French
Riviera with son
Thomas at the wheel
of a Jurassic Parkthemed C5 estate on
the Rust Bucket Rally,
along with 30 other
teams. Collectively
they’re aiming to
raise £40,000 in

14 JULY 2024 // PRACTICAL CLASSICS

A Leamington Spa
show is on track to raise
more than £5000 for a
variety of local charities.
Leamington Rotary
Club’s headline event
takes place in the town
on Sunday June 16, 2024.

New defibrillator

support of Motor
Neurone Disease
Charity the MND
Association.
Selina and Darren

have already raised
a grand, but if you can
help further, please
do so at tinyurl.
com/4zcrr267.

Heart Health
in Business, an
organisation that
educates businesses
on their responsibility
for preventing sudden
cardiac deaths, has
recently donated
a defibrillator to the
British Motor Museum.
defibshop.co.uk

practicalclassics.co.uk

PRODUCT NEWS

Feelin’ hot hot hot
FIRE SAFETY STICK £88
Lightweight and small to store, there should be no excuse for not
having one of these powerful fire extinguishers in the cabin of
your classics. Activated in much the same way as striking a match
(it’ll pay to familiarise yourself with how it works before you need
it), and boasting a 15 year shelf life, the fire safety stick has a
discharge time of 50 seconds (compared to around seven seconds
for a one-litre standard fire extinguisher) and promises not to
leave a mess in its wake.
firesafetystick.com

Great temptations
The best new kit for you and your cherished classic…
Rust free!
WATER-BASED RUST REMOVER
£16.08 (1L)/£38.77 (5L)
Ideal for use on so many components from
your classic, this water-based rust remover
is designed to remove rust quickly and easily,
without scrubbing or sanding. Submerge the
rusty parts and walk away, it’s as simple as that!
proxl.com

Be safe, be screen
TVR T350 MKII & SAGARIS WINDSCREENS FROM £810
Motaclan can now supply screens for all TVR models from M series to Sagaris, following
retooling and reproduction of T350 MkII and Sagaris windscreens in collaboration with
Pilkington. Made using the original factory tooling and traditional methods, the glass is made
on the original plywood templates, before the glass has its raw edges ground off and finished
by hand. This TVR Glass was originally produced by the Saint Gobain factory in Finland, which
closed at the end of December 2020. Pilkington’s bespoke factory specialising in this classic
production is also in Finland, meaning the tooling has been on something of a round trip,
having enjoyed a sabbatical in Motaclan’s West Midlands HQ while this new deal was set up.
motaclan.com

16 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

The Snip!
CABLE TIE REMOVAL PLIERS £36.55

Farina MG and
Riley Saloons

If you’ve ever nicked a cable when snipping
a tie, you’ll recognise the benefits of these
need new pliers. Designed for the safe
removal of nylon cable ties without causing
damage to surrounding components
or bundled wires, they feature a pair of
precision cut flat-bladed cutting jaws that
enable them to fit neatly under the head of
the tie, but away from the fastened wires.
Part no: 8783.
lasertools.co.uk

£15.99
ISBN: 978-1-39811-574-3
In this first book to cover
these rare saloons, MG
expert Neil Cairns explores
the models in detail, from
development through
modifications, sales and
the thorny subject of badge
engineering.
amberley-books.com

Matt says

Slip sliding away
QUAIFE ATB DIFFERENTIAL FOR
ENGLISH AXLE £616
Burton Power can now offer the Quaife
ATB differential for the Ford English
22-spline axle, used on a variety of
models. Unlike a conventional platestyle limited slip unit, these units
employ gears, rather than clutch
plates for a much smoother operation.
The Quaife ATB automatically biases
the torque, to a constantly varying
degree, away from the spinning wheel
across the axle to the wheel that
still has traction. It never locks up.
Thus, controlled power is delivered
to all the driven wheels, maximising
traction and minimising wheelspin,
particularly in slippery conditions.
Part no: QUALSD1
burtonpower.com

'An ATB
differential is
also stronger
than the
original
planet-gear
set-up, so is
ideal if you're
tuning youre
engine for
extra power.'

Porsche 911
£45
ISBN: 978-0-7603-8265-3
Beautifully produced and
lavishly illustrated, this
hefty hardback tells the
tale of the 911’s six decade
evolution, with sixty profiles
chronologically presented.
A must-have for 911-lovers.
quarto.com

Carpet right
CARPET SETS FOR MINI SALOONS £171
Carpets tend to get more than their fair
share of wear and tear and a tatty carpet
can seriously detract from an otherwise
lovely car. Mini Spares now has a full range
of fitted high quality tufted carpet sets to
restore Mini saloons to their original glory.
The sets come trimmed ready to fit, with
additional pads in the high-wear areas
on the driver’s side and where the seat
supports make contact. The carpets come
in a wide range of colours and the sets are
available for both right- and left-hand drive
vehicles.
minispares.com

Not Just Furry Dice
£14.99
ISBN: 978-1-80046-532-9
An enthralling, light-hearted
look at the aftermarket parts
world. This previously untold
tale is told by Chris Mitchell,
an ever-present figure in the
industry from 1962-1992 and
features a foreword by Paddy
Hopkirk MBE.
troubador.co.uk

Matt says
‘A fresh carpet
set is a great
way to smarten
up the cabin of
your classic,
or the perfect
finishing touch to
a restoration.’

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

PRACTICAL CLASSICS // JULY 2024 17

PRODUCT NEWS

Are you sitting comfortably?
AC ACE-BASED SEATS £2274 (PAIR)
Exquisitely finished, and perfect for your car
or office, these seats and their covers are
based on an original AC Ace seat. The shells are
hand fabricated and upholstered to custom
requirements in-house at the Classic
Collective's Bicester workshops.
As shown, in leather, they
weigh just 8.5kg while
a set of super-low profile
sliding seat runners
are also available at
an additional cost.
Other designs will be
available soon.
simeon@classiccollective.co.uk

Z car power
TRIPLE 45DCOE KIT FOR DATSUN 240/260 & 280Z £2688
Perhaps the ultimate induction upgrade for the Datsun’s Z-cars, the latest addition
to the Webcon Classic Power high performance carburettor conversion kit range
is this triple Weber 45DCOE kit for the Datsun 240/260 and 280Z. The kit features
Webcon’s own UK manufactured intake manifold and linkage along with three
custom jetted, authentic Spanish four progression hole Weber 45DCOE152G
carburettors. Part no: PDA301.
webcon.co.uk

Navy strength
LANOSHIELD ANTICORROSION SPRAY £55 (2L)
Supplied with a one-metre
application hose and boasting
the highest concentration
of its active ingredient,
Lanolin, possible while still
being sprayable, this twolitre kit should be sufficient
to thoroughly protect the
underside of one car. Boasting
marine-grade protection it
dries clear, so won’t upset your
classic’s aesthetics, while the
sheep’s wool-based corrosion
protection should last you
well, with pressure washer
resistance up to 3000psi.
lanoshield.co.uk

Take a break
SUPER-STRONG 1/2IN-DRIVE POWER BAR SET £68.59
New to the Laser Tools range is this 600mm nonratcheting power bar with a flexible head, designed to
loosen stubborn or corroded fixings. And this is a strong
power bar — it exceeds DIN 3122, the breaking point
reaching an impressive 80kg-m, equivalent to 784.815Nm!
The set also includes three single hex sockets (sizes 17, 19 and
21mm), together with a 125mm long extension. All of which are
manufactured from chrome vanadium with a chrome plated finish,
with the replaceable power bar head featuring a black phosphate finish.
lasertools.co.uk

18 JULY 2024 // PRACTICAL CLASSICS

Got
any
‘ose?
XK 120 TOP
HOSE £18.16
Back in stock
after a period
of unavailability,
Jaguar XK120
owners can have
peace of mind once
more with a highquality top radiator hose
reinforced with cotton for
added strength. Part no:
C3674.
sngbarratt.com

Matt says
‘How many of us have busted
a ratchet attempting to undo
a nut just too stubborn?
Or pulled a muscle in the
process? A decent breaker bar
is a must for any toolbox.’

practicalclassics.co.uk

Cavity Wax proven no. 1 in university test

See how Dynax-S50 compares to the competition after 2048 hours in hot salt spray chamber
(All panels right hand sides were solvent cleaned after testing to remove coating and reveal the condition of the steel.)
The most destructive and corrosive conditions
threatening the long-term survival of your vehicle
occur deep within its cavities, voids and hidden
panels. For example; sills, chassis rails and door
bottoms are always the first areas to succumb to
the ravages of rust, and slowly but surely any
steel bodied vehicle left untreated will
literally disintegrate.
The conditions inside vehicle cavities are
extremely hostile – normal paints and coatings
applied to their interiors are quickly destroyed
and they also fail to penetrate the vulnerable
seams and spot-weld joints used to fix the steel
sections together.
Wax injected into cavities after construction
provides increased protection, but it must be
designed for the purpose. Key features to be
provided in any good cavity waxes are; high
penetration, flexibility, resistance to temperature
extremes, moisture displacement and high anticorrosion protection.
Not all cavity waxes are equal…
You can see in the pictures to the right from
Hertfordshire University’s properly conducted
trial, how Dynax-S50 dramatically outperforms
well-known brands in aggressive salt spray trials.
For the full copy of this test, email us at
sales@bilthamber.com and we’ll be happy to
email it to you.
Highly polar corrosion inhibitors increase DynaxS50’s performance. They’ll happily attach
themselves to pre-corroded steel, killing the
corrosion and providing long-term protection to
your car for many years to come.

So whether you want to protect the new panels,
repair sections on your classic or preserve the
original structure of your old or modern car,
you will not beat the superior performance
of Dynax-S50.

DYNAX-S50

Easy DIY application
Previously the DIY method of wax injection was
at best hit or miss. It used to be extremely messy
and a job to dread.
Supplied in a giant high pressure 750ml aerosol,
complete with a 2 foot long injection lance,
Dynax-S50 turns wax injection into a quick and
easy, no hassle job, with results that will match
professional injection equipment at a fraction
of the cost. Dynax-S50 can be purchased in 5ltr
containers too, for those with existing injection
equipment.

Competitor - 1

Dynax-S50 is completely compatible with other
cavity waxes and will form its highly anticorrosive film when applied to other
wax coatings.
Competitor - 2

“The relative performance of each
product in this test, is as follows;
1. Bilt Hamber dynax-S50”...
Try Dynax-S50 absolutely risk free
We provide a full, no questions asked,
money back guarantee with every
product we manufacture.
So try Dynax-S50 and if you’re
not completely delighted by the
unbeatable cavity protection you will
obtain, please call us and we’ll refund
you in full.

'\QD[6PODHURVRO⊕
'\QD[6OWUMHUU\FDQ⊕

Competitor - 3

Competitor - 4

Competitor - 5

To order online, go to bilthamber.com, select ‘anti
corrosion’ from the top bar, select ‘view options’
below Dynax-S50 and input quantity.
Carriage £5.95 on orders of less than £60
u;;ѵ1lbmf;1omѴ-m1;Θ

Uncoated

01277 658899
For further products, visit our website

www.bilthamber.com

SPONSORED BY

Shining a light on
Lucas Classic
The inaugural Lucas
Classic was held
at Shelsley Walsh
in 2023, and this
year the event is
set to return bigger
and better, on
June 22. Richard
Pigg is Britpart's
marketing manager.
He explains: ‘Lucas
has been at the
forefront of parts
manufacture since
the first car hit the
road over a hundred
years ago. Lucas
parts are still made

under licence by
Britpart (for 4x4s),
SNG Barratt (classic
cars) and Wassall
(motorcycles), and
we collaborated last
year for that first
Lucas Classic event.
More than 1000
people came along
to watch everything
from motorbikes
and classic British
classic sports cars
to 4x4s powering
up the hill.’ See
thelucasclassic.
com for more.

Pushing on at
Prescott!

PEUGEOTS STORM
PRESCOTT
T

his year marks 40 years of the Peugeot 205
GTI being on sale in the UK, with the Peugeot
Sport Club UK being born out of the popularity
of this model in the UK market. The group's
Nick Charles dropped us a line to say: ‘Once
again the annual Peugeot Festival is being held
at Prescott Hillclimb, just outside Cheltenham,
on Sunday July 7. This year we welcome not
only the 205 GTI, but all models of Peugeot
regardless of mileage, age or condition. As
well as hundreds of Peugeot models on show,
including some selected VIP cars, there will be
action on the hill throughout the day and also
a show and shine event that features some of
the very best Peugeots in the country. For more
details and to purchase tickets, simply log on to
peugeotfestival.co.uk.’

20 JULY 2024 // PRACTICAL CLASSICS

Diamond
Daimlers
gather in
Sussex
DLOC to celebrate
six decades in
style

T

here aren't
many classic
car owners'
groups that
can claim to have been
going for six decades,
but the Daimler
Lanchester Owners'
Club (DLOC) is now
one of them, having
been founded in 1964.
To celebrate, the club
is pulling out all the
stops to put on quite
the extravaganza over
the weekend of July
20-21 in West Sussex.
Mark Hooghiemstra
is the DLOC's press
officer. He comments:
‘This will be our 58th
International Rally
and we'll be based

at the Avisford Park
Hotel in Arundel. From
there we'll be taking
in all sorts of venues
in the area, including
Arundel Castle and its
grounds, along with
Tangmere Military
Aviation Museum.
We'll also be going to
Amberley Museum on
July 19, where our cars
will form part of the
museum's exhibits on
the day. Later that day
we have something
really special: the
chance to do some
parade laps of the
Goodwood circuit.
‘The DLOC was formed
in June 1964 with
the primary aim of

promoting interest
in, the use of and the
preservation of all
vehicles manufactured
by Daimler, Lanchester
and BSA. The DLOC
incorporates both the
Lanchester Register
and the SP250
Owners’ Club and is
closely associated
with the Jaguar
Daimler Heritage
Trust. Both Daimler
and Lanchester hold
their own claim to
British automotive
history. Lanchester
was the first allBritish, four-wheeled,
petrol-driven car
owing little to
previously recognised

VAUXFEST
EVENT GETS A NEW
HOME FOR 2024

V

auxfest, the
annual jamboree
for Vauxhall,
Bedford and Opel
enthusiasts, has
a new home for
2024: Stonham
Barns in Suffolk.
Event organiser
Richard Watt told
us: ‘There's loads
to do at Stonham

Barns, making this a
truly family-friendly
weekend. The
concept of Vauxfest
is very simple: to
keep things as varied
as possible. To that
end it's not about
clubs putting on big
displays; instead,

it's about individuals
parking up next
to each other. All
Vauxhalls, Bedfords
and Opels are
welcome, regardless
of age or condition.
It's all happening
on June 22-23.’
vauxfest.co.uk

practicalclassics.co.uk

Tell us
your club news

S AT - S U N , J U N
1-2

WARKS Motofest
Coventry, city centre
(coventrymotofest.com).
LANCS Heskin Steam
Rally, PR7 5QY (heskinsteamrally.co.uk).
CHESHIRE Classic &
Performance Car Spectacular at Tatton Park,
WA16 6QN (tattonclassiccarshow.com).

SUN, JUN 2

Expect plenty of variety
at this great event.

mechanical principles.
Daimler has the
distinction of being
the British marque
with the longest
continuous production
run. As a result,
the club holds the
distinction of catering
for more models and
a more diverse range
of vehicles than
any other marque
club. Between

them Daimler,
Lanchester and BSA
have manufactured
practically every
imaginable form of
transport, from heavy
commercials, buses,
air and waterborne
craft, to family cars,
luxury saloons,
limousines and sports
cars. The club exists
for them all.’
dloc.org.

Oldtimers get
Mean in London

L

ast year we
introduced you to
the Mean Oldtimers,
a multi-marque classic
car group based in
London. This year
the club is back for
more, as committee
member Sunny
Warrington explains:
‘Our highlight of 2024
will be on June 29,

when we'll be holding
our Armed Forces Day
in conjunction with the
St George's Garrison
Church Trust. This is
a display of pre-1990
vehicles at Woolwich
Barrack Field and it'll
be the only Armed
Forces Day in London.’
facebook.com/
meanoldtimers

SOMERSET
Breakfast Club at
the Haynes Museum,
Sparkford, BA22 7LH
(haynesbreakfastclub.
org).
BUCKS Classic Stony,
MK11 1BE (classicstony.
co.uk).
BORDERS Classics at
Thirlestane Castle,
TD2 6RU (bvac.org.uk).
SWANSEA Field
of Dreams show at
Riverside Holiday
Park, SA6 6QL (fieldofdreams2371@aol.
com).
HANTS Simply Porsche
at Beaulieu, SO42 7ZN
(beaulieu.co.uk).
WARKS Metro and Mini
Show at the British Motor
Museum, CV35 0BJ
(britishmotormuseum.
co.uk).

WED, JUN 5

NORTHANTS Classic
Car Meet at Earls Barton
Showground, NN6 0EP
(classiccarmeet.co.uk).

S AT, J U N 8

LANCS Morecambe Car
Club's Northern Lights
Tour, start and end at
LA6 1BQ (facebook.com/
Morecambecarclub).
BEDS Classic Motor
Rally, Dunstable, LU6 3RZ
(dunstable.gov.uk).
WORCS Hampton Ferry
Car Show, Evesham,
WR11 4BP (hamptonferry.
co.uk).

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

If you’ve got a major club event,
tour or important bit of news
coming up, let us know!
Email practical.classics@
bauermedia.co.uk or just
ring the office.

S AT - S U N ,
JUN 8-9

WARKS Classic Commercials at the British
Motor Museum, CV35
0BJ (britishmotormuseum.co.uk).
CHESHIRE North Rode
Rally, CW12 2PH
(northroderally.co.uk).

SUN, JUN 9

HERTS Coffee & Cars
at Pizza Squisita, Sawbridgeworth, CM21 9AN
(pizzasquisita.co.uk).
NOTTS Newark
Autojumble, NG24 2NY
(newarkautojumble.
co.uk).
HANTS Mini Day at
Beaulieu, SO42 7ZN
(beaulieu.co.uk).
NOTTS Nottingham
Motor Show at Wollaton
Park, NG8 2AE (crowdpullersevents.com).
BEDS Classic Motor
Show at Turvey House,
MK43 8EL (classicmotorevents.com).
BUCKS Classics on The
Crick, HP14 4SX (classicsonthecrick.co.uk).
OXON Churchill Car
Show, OX7 6NP (churchillcarshow.co.uk).
DEVON Lyn Valley Classic, EX35 6JH (lynvalleyclassic.co.uk).
S WALES Barry Festival
of Transport, CF62 7AH
(ctpg.co.uk).
SUNDERLAND Seaburn
Classic Car Show, SR6
8DB (sunderland
classicvehicles.org).
YORKS Classic Cars at
Harewood House, LS17
9LG (greatbritish
motorshows.com).
CUMBRIA Cars and
Coffee at the Motor
House, CA13 0QE
(wigtonmc.co.uk).
DUNDEE Tayside Classic
Motor Show, Errol Airfield, PH2 7TB (taysideclassiccarclub.co.uk).

MON, JUN
10-17

NORFOLK Triumph
2000/2500/2.5 Register
National Weekend,
Hunstanton, PE36 5BB
(triumph2000register.
co.uk).

FRI-SUN, JUN
14-16

NORTHUMBERLAND
Mighty Dub Fest at Alnwick Castle, NE66 1NQ
(mightydubfest.com).

S AT - S U N ,
JUN 15-16

WILTS Bath Festival of
Motoring, Walcot Rugby,
BA1 9BJ (bathfestivalofmotoring.com).

S AT, J U N 1 5

LONDON Waterloo
Classics on Lower Marsh
Street, SE1 7RG (waterlooclassics.com).
BERKS Wokingham
Classic Motor Show, Elms
Field, RG40 2AF (tinyurl.
com/4ef2vmfk).

SUN, JUN 16

SWANSEA Brunch Meet
for all classics at Baglan
Industrial Park, SA12 7DJ
(facebook.com/swansea
americanautos).
DERBYS Cromford
Classic Car & Bike Show,
DE4 3RQ (tinyurl.com/
stcd9btn).
N YORKS Classic Car
Show at Castle Howard,
YO60 7DA (classicshows.
org).
HANTS Classic Car Show
at the Hampshire Hog,
PO8 0QD (thehampshirehog.co.uk).
CUMBRIA Lakes Classic
Vehicle Show, LA8 9LN
(lakeslions.co.uk/lakesclassic-car-show).
WARKS Classic Car
Show at Ragley Hall, B49
5NJ (classicshows.org).

We can help…

‘Clubs and events are at the
heart of the hobby and at
Lancaster we provide real
support with offers and
partnerships. Give us a call.’

PRACTICAL CLASSICS // JULY 2024 21

Need a Great Yarmouth taxi? It’ll probably be Swedish
Great Yarmouth, Norfolk, August 1978

W

WORDS RICHARD GUNN IMAGE COLOUR-RAIL/RICHARD CHANCELLOR

elcome to Great
Yarmouth, where the
Volvo taxi is king. On this
sunny summer’s day in Norfolk’s
premier holiday resort – devotees
of Hunstanton and Cromer will
argue that point – those arriving
at the town’s railway station have
a choice of Scandanavian cabs. On
the left is XAH 582H, a mid-grey
1969 144 with a snoozing driver. Its
companion is TEB 777K, registered
in January 1972. Note the different
140 grilles; it was in 1970 that
Volvo introduced its family
diagonally barred grille.
As a contrast to the big Swedes
are three more diminutive Brits.

LRT 945P is a 1975 Reliant
Kitten, which survived through to
1994. Alongside is NPW 460P; while
it may look like a standard Mini
from the rear, the DVLA records
it as a 1098cc, which means it’s a
Clubman. Registered in April 1976,
it also made it through to 1994.

Sprite survivor

Next is KWD 518E, a 1967
Austin-Healey Sprite MkIV fitted
with a hard-top despite it being
summer. The great news is that
it’s apparently still around, albeit
on SORN and now painted blue.
The same can’t be said of its
near neighbour, YRT 143S.
This bright and

shiny 988cc Datsun Cherry 100A
F-11 was only a few months old
here, having been registered
in June 1978. But by December
1992, its tax had lapsed.
While we can’t read the beige
Hillman Imp’s numberplate, the
grey primer around its wheelarch
suggests it probably wasn’t
much longer for this world.
Finally, demonstrating Ford’s
take on beige is a MkIV Cortina
(in Tuscan Beige). Its lack of any
side adornment and the basic
wheeltrims suggest a lowly
L-spec model.

Scandi noir
TEB 777K had quite
a short life for a big
Volvo, from 1972
to 1985. Life as
a taxi racking up the
saltwater environment
miles must have
challenged even
a sturdy Swede.

22 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

MOTORS NEW
FOR 1978

WHAT’S HAPPENING IN
IN THE NEWS
There was bad news
for Great Yarmouth’s
Norfolk resort rival,
Hunstanton, in
January when
a North Sea storm
surge destroyed
most of its pier,
leaving just a small
platform standing
offshore (which
had to be removed

a few weeks later).
The iron legs of the
Victorian structure,
once regarded as East
Anglia’s finest pier,
were found washed
five miles along the
shoreline.
AT THE FLICKS
It may now be
overshadowed by
Peter Jackson’s more
recent epics, but
the first big screen
adaptation of JRR
Tolkien’s The Lord of
the Rings was released
in 1978. The animated

film was a financial
success, if not
a critical one; a second
movie was originally
meant to be made
to complete the
sprawling tale but it
never materialised,
leaving the story
unfinished.

IN THE CHARTS
Kate Bush began
her rise to music
deification with debut
single, Wuthering
Heights. Inspired by
the 1847 novel by Emily
Brontë, it made the
18-year-old the first
female artist to have
a totally self-written
UK number one.
The ethereal video is
still acted out by fans
during the annual
worldwide The Most
Wuthering Heights
Day Ever.

BMW M1
Citroën Visa
Fiat Strada
Triumph TR8
Vauxhall Carlton

What was left behind
after the storm…

GO BACK
IN TIME EVERY
ISSUE WITH A PC
SUBSCRIPTION

Over to you, Jacko!

Kitten and on

Auto club

Although production
of the Kitten
officially ended in
1982 – with 4551
sold – kits built up by
dealers using some
Reliant Fox parts
continued to be sold
during 1983 and 1984.

Mini Clubmans
started off with
the 998cc 45bhp
A-series engine, but
in 1975 the 1098cc
45bhp motor was
fitted on manual
cars. Automatics
kept the original
1.0-litre unit though.

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Cherry bite
Disappointing sales of
this second-generation
model meant that
the Cherry nameplate
was discontinued in
Japan after production
ended, although it was
retained in Europe on
subsequent series.

PRACTICAL CLASSICS // JULY 2024 23

GROUP TEST

Celebrating the wheels that gave us wings and the dads that
24 JULY 2024 // PRACTICAL CLASSICS

helped us on our way to the open road…
WORDS TEAM PC PICTURES MATT HOWELL
PRACTICAL CLASSICS // JULY 2024 25

GROUP TEST

T

he first car; we all have one and your
dad probably lent a helping hand
in obtaining it. So, as we celebrate
Father’s Day here in Practical Classics,
it’s the perfect opportunity to look
back and remember the cars that
gave us our freedom. From the excitement/terror
of that first drive on the public highway to the
moment we threw the L-plates away, we recall
those times we fixed them on the driveway and the
epic adventures to far flung places. These early
experiences shaped our driving lives and for many
of us, dad was on hand to help.

MATT GEORGE’S
FIRST CAR
1972 TRIUMPH
2000 MKII
I spent much of my childhood at classic car events,
sometimes with my whole family, but most often
it was just me and my dad in his Triumph TR6.
He was a local group leader in the TR Register from
1990-1997, so naturally most of the events we
took in where affiliated to that particular club.
This would take us all over the country, creating
many fond memories in the process. Over the
years, I also took my first tentative steps in
vehicle maintenance, often helping dad with
general servicing jobs on the TR – a particular
favourite being sitting in the car and pumping the
brake pedal on demand, while dad bled the brakes
via the bleed nipple on the calipers.
In later years, we ventured further afield and
made numerous visits to the famous Le Mans 24
Hours endurance race in France, often in highspeed convoys with other TR Register members,
with the whole experience leaving a deep
impression on me as a child. All I wanted to do was
pass my driving test and get a TR of my own. Of

That straight-six just
sounds superb at full chat!

26 JULY 2024 // PRACTICAL CLASSICS

course, it wasn’t quite that simple… by the time
I was 18 and in possession of a freshly-minted
driving licence, the economics of buying, insuring
and running any car, let alone a Seventies British
sports car, were going to be somewhat tricky.
And unlike most of my friends, I wasn’t prepared to
spend thousands of pounds insuring a ten-year-old
Fiesta or Micra that was in itself only worth £500
or so. So, I hung fire for a few years instead and
eventually went to university in Leicester, which
was thankfully only a simple, two-hour, train ride
from home in Bradford, so I didn’t really need a car
anyway.
But the thought never went away and,
eventually, another Triumph that I stumbled
across while thumbing through the classified
pages in this very magazine set the ball rolling in
a slightly different direction. It was a Triumph 2000
MkII estate, so rear-wheel drive and complete
with a straight-six engine and independent rear
suspension like dad’s TR and, all importantly,
advertised for just £500. I was 21-years-old by this
practicalclassics.co.uk

‘I’ll never forget
what it meant to
me… and still does’

As part of his Journalism degree, Matt spent time on
work placement at PC back in 2008. The Triumph got
him to and from Bauer Media, publisher of his favourite
magazine, with aplomb each day for a month.

point, which seemed to be the age where insurers
decided that a driver suddenly becomes a bit more
responsible, so a year’s policy on such a vehicle
could be had for a reasonable figure, too.
So, dad picked me up from Leicester and we
journeyed across to Peterborough to take a look.
Unfortunately, it soon became clear that the car
would require more work than we were willing
or able to entertain, plus the elderly vendor had
suddenly decided that he wanted more than
the asking price for it anyway, so that was that.
However, I was sold on the idea of a 2000, with
dad and I coming to the conclusion that spending
a bit more money on a ‘good’ one would be a much
better idea in the long run.
After a few more days spent scouring the
classifieds and specialist sites online, I found
what looked like the perfect candidate – a 1972
2000 MkII saloon in a suitably Seventies shade of
Saffron Yellow. It had been the seller’s daily driver
and was therefore in good condition, pretty much
ready to go and was advertised at £1200.
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A trip to York and a thorough viewing later,
the car was as good as it looked in the pictures,
so I decided to go for it. It did need a bit of welding
to the front of the offside sill beneath the B-post
and the vendor had had a quote of £200 for the
work, so offered to let me have the car for £1000.
I offered £900 and we ultimately met in the middle
at £950. Which seems laughably cheap now, when
an equivalent 2000 would be around £4000 today,
but things were a bit different back in 2007.
With the sill repairs soon sorted, I then spent the
rest of the summer absolutely loving life with my
new car, using it to get to my temporary job during
the week, while enjoying numerous adventures in
my free time and, of course, the annual camping
weekend with our local TR Register group, but
this time taking part as a proud Triumph owner
rather than a mere passenger. As the years have
passed, I’ve also taken part in many events with
both Club Triumph and the Triumph 2000/2500/2.5
Register, with membership of a club undoubtedly
being a fantastic way of enriching the ownership
experience. Oh, and I did eventually get my first
TR6 in 2010, but I will never forget what the 2000
meant to me at the time, and what it still does
today. Other cars have come and gone, but this is
one that will never leave me as long as I have any
say in the matter.

PASSING THE TEST
I’d wanted to be able
to drive a car since
I was very young, so
I was always going
to learn to drive as
soon as I feasibly
could. I eventually
passed my test in
a Ford Focus MkI
when I was 18 and
then, even though
it was only behind
the wheel of my
mum’s Peugeot 405

GTXDT (complete
with clattery XUD
diesel engine), I’ll
never forget the
joyous feeling of
venturing out on
my own for the first
time without any
supervision. The
thrill, the freedom,
the possibilities…
even if it was only
on a trip to the local
supermarket!

PRACTICAL CLASSICS // JULY 2024 27

GROUP TEST
JAMES WALSHE’S
FIRST CAR
1984 TALBOT
SAMBA
You may not be surprised to learn that I was led
down a path away from traditional vehicular
choices from the very start. Having gone home
from the maternity ward in a first-generation Audi
100, I was taken to playschool in a Saab 96 and in
the years that followed, driven around by dad in
the back of an assortment of Dyanes, Visas, CXs
and XMs. My parents still regularly potter about
town in their yellow 1980 Dyane.
At 17, my first car should have been a red
Citroën GSA, but this plan was thwarted by
a demonstration of exceptional parenting. In June
1993, mum and dad gave me a budget of £500 on
condition I paid for the insurance myself. I’d saved
£600 by working on the Somerfield checkouts so,
when I spotted the GSA for £495, it was game on.
Only… it wasn’t. The cheapest insurance quote
was £1300. An application for a loan from ‘Bank
of Dad’ was firmly rejected and so came my first
lesson: ‘Spend only what you can afford.’
Having looked at numerous rotten Minis
and knackered Fiestas, I happily ended up with
a 1984 Talbot Samba. Essentially a Peugeot 104/
Citroën LNA underneath, the handsome Parisbuilt Samba had neat handling and the famously
tappety 954cc ‘suitcase’ engine, which seemed
unburstable… until one day in 1995, I burst it on
the M5 near Exeter. As a student in Cornwall at the

time, the regular foot-to-the-floor inclines of the
rollercoaster A30 had clearly been too much for
it. I managed to source a 1124cc lump from a Visa
and the car went on to last a further seven years.
By the early 2000s I was living in Brighton and
while a catastrophic MOT failure there saw me
trying to part the car out to enthusiasts, I couldn’t
find any as no club at the time catered for the
Samba. Efforts to negotiate dial up internet and
clunky forums came to nothing and, after joining
eBay in November 2001, the website was still
too new to be effective. I cringe when I think of
it – as will Samba owners today. Having spent
the Nineties rummaging through scrapyards
extracting seats, exterior trim and those dinky
Ferrari style alloys from posher Sambas and

This Rallye model was the car James
wanted his base spec LE to be!

28 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

James in the very hat that he wore
bck in the mid-Nineties!

bolting them to mine, there were no takers.
So, on March 15, 2002, I drove into a scrapyard in
Shoreham-by-Sea and asked if they fancied giving
the car a proper send-off. What followed was a
reminder that some cars really do have a shelf life.
After watching it being flung about and whacked
with a digger for a few minutes, I could see clearly
how the frilly A-pillar was hanging on by a thread
of steel, the suspension turrets had crumbled
while underneath it was a patchwork of corroded
plates with the seat runners barely attached.
The Samba had clung to life for nine brilliant
years – from daily trips to college and weekend
missions to nightclubs in Plymouth and Bristol, to
car magazine work placements in late Nineties
London. I turned up in it for my first day at work as
a news journalist in 1996 and after reporting on
stories like the death of Diana, Princess of Wales
and a few years later, the 9/11 attacks, drove
it home again. That little red box was a place of
sanctuary to me – a place to reflect, cry, laugh,
plan a future and to explore possibilities. Only
one little part of my Samba lives on these days.
As I left that scrapyard back in 2002, I carefully
extracted the the 'T' grille badge and, 18 years
ago, on the very weekend I purchased my Smart
Roadster, glued it to the inside of the glove box –
where it remains to this day.

James loved his Samba and
it took him everywhere,
including to the scrapyard
where it met its enforced
end in 2002. Almost like
having a beloved pet put
down, this was his final
farewell.

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PASSING THE TEST
I recall being around
eight-years old on
dad's lap, steering
his Citroën Dyane
across the vast
beach at Brean in
Somerset, but the
real driving began
on my 17th birthday
in the Peugeot 106
diesel of Dursley
instructor Rob Tarr. I
had just two weeks
to pass my test
before a magazine
work placement at
What Car? as they

required me to be
ready and able to
drive motors from
London to Millbrook
for testing. With
Rob’s guidance
across nine lessons
and advice from
my grandad Fred
(himself a former
driving instructor),
I nailed it. That first
day at What Car?
marked the first
time I drove on the
motorway. The car?
A yellow Honda NSX!

➽
PRACTICAL CLASSICS // JULY 2024 29

GROUP TEST
DANNY HOPKINS’S
FIRST CAR
1979 MORRIS MARINA
MKIII 1300
My first car was a Morris Marina – ADA 512T.
A glorious 1.3 MkIII saloon in Sandglow, which my
mum bought and used for six months before
I eventually got my mitts on it. I loved it from the
moment I owned it, because it being ‘mine’ was
a huge deal. Of course I bought it for mum with
dad and dad put up the money, some of which
I paid him to eventually make it my own and some
of which came my way as a birthday/Christmas
present.
Like every other car buying jaunt I had been on
with him, it started in the classified ads of the
Luton News. Dad would look first and circle a few
and then I would go through and circle a few… the
ones where our circles corresponded we would
telephone and then choose three to go and see.
Marina’s weren’t quite his thing… but they were
conveniently cheap.
Dad always preferred interesting engineering,
so he was a fan of good car design. Having been
a wind tunnel engineer at Hawker Siddeley in
Hatfield (‘I worked on the Trident tail engine intake’
– he always reminds me), he wanted a car that was
engineering led. So after his early cars… A30, Ford
Popular, Cortina MkI… he had graduated on to the
cars he really loved – Landcrabs. Dad was a fan of

‘I came to know my
Marinas like the
back of my hand’

Steam trains are another
of Danny’s passions in life.

Danny’s Marinas
equalled freedom.

30 JULY 2024 // PRACTICAL CLASSICS

the designs of Alec Issigonis, and Issigonis loved
the 1800, it was dad’s favourite motor. So naturally
when time and funds permitted, dad bought one.
A MkIII in Harvest Gold.
I went with him to buy it, accompanied him on
the test drive and watched him hand over £600.
In 1977 that was a tidy sum. For the next six
years we had the big BMC saloons, two of them
both 1800s. I didn’t appreciate them at the time,
especially when my best mate Stuart Girling’s dad
had a Granada MkI 3-litre manual, in white because
it was ex-Police! Still, it meant when it came to
a car for me, my expectations were realistic.
Our circled choices – three 1.3 Marinas (mileage,
condition and, most importantly, price criteria met)
– were followed up with calls and then a drive over
in dad’s Austin Ambassador 2.0HLS with its twin
carbs and ‘all the toys’. It’s ‘the car the Princess
always should have been,’ another one of dad’s
often repeated mantras.
At the first vendor’s the garage doors were
opened and there sat an out of MOT, but in great
condition, Marina 1.3 in Sandglow. A good look
over and test drive later and £150 was parted
with. ADA was mine, well, mum’s… but given a few
months she would be mine. ‘Ada’ was swiftly taken
to Gareth Motors in Hightown, Luton for Gareth
himself to service and MOT and then, mum had
practicalclassics.co.uk

PASSING THE TEST
I'll never forget the
first words that my
driving instructor,
Dave, said when I sat
behind the wheel…
‘Never forget Danny,
you are in control of
a one-tonne bullet.
It’s a death machine
if you don’t give it
respect.’ Dark. But I
have demonstrably
never forgotten
it. When test time
came around Dave
lay motionless on

Danny’s dad during Ada’s
head gasket swap in
Dawlish Road, Selly Oak.
The gasket lasted another
six months before Ada was
retired at the next MOT due
to rampaging rot. Great
first car though.

a car to drive herself to work.
Fast forward to my 17th birthday and I got my
hands on the car for the first time, driving around
an industrial estate on a September Sunday.
I did numerous driving lessons with my dad in the
Marina, mainly in car parks, but sometimes on the
road. My girlfriend at the time had a licence so, as
autumn progressed, I was designated driver on
nights out.
My other birthday present from my parents was
five driving lessons. I had a recommendation from
a friend, booked my instructor and was more than
ready when he turned up in a brand new, last of
the line, 1986 fourth generation Nissan Cherry.

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the back seat, as he
had had a few fails
over the previous
weeks and wanted
to observe the
observer (you can
do this apparently).
I passed at the first
attempt. Dave’s
words? ‘I would have
failed you. You didn’t
check a blind spot
and I clocked you
at 32 in 30. But well
done.’ He was
ex-military.

It had five doors, 1.2 litres of throbbing power
and I had a whole lot to learn. Still, regular driving
experience in both cars saw me over the line with
a first time pass.
And that was it, I was on the road in my Marina.
I had two in the end and then a pair of Itals.
I knew them like the back of my hand, I serviced
them regularly, and dad taught me how to do
a head gasket change after Ada laid a Red Arrows
smokescreen over Selly Oak during my second
year at university. It gave Ada another six months
hard use before I had to take her to the scrapyard
in Harbourne Lane. Sad day, but I kept the plate
and the memories of a great first car.
PRACTICAL CLASSICS // JULY 2024 31

GROUP TEST
CRAIG CHEETHAM’S
FIRST CAR
1979 AUSTIN ALLEGRO 1.1
I’ve always loved an underdog,
so unlike many teenagers of the Nineties, the
opportunity to own a 1.1-litre Austin Allegro as
my first car was something I embraced rather
than recoiled from. We didn’t have a huge amount
of money when I was growing up, but my old
man offered to pay for my first car for me on the
understanding that if he did, I’d drive him to and
from the pub on a Friday night and take us to the
football on a Saturday. Moments I look back on
and cherish. Thanks Dad.
We bought it from a local dealer, which
occasionally sold cheap motors that they’d taken
in part-exchange. For £250 I had a choice of two –
the Allegro or a beige Fiat Panda 45. Dad thought
the Panda was the best choice, so naturally
I rebelled…
While my mates were busy patching up sills on
their Fords, the ‘General Lee’ and I made steady
progress to and from college, permanently
pursued by a large cloud of blue smoke.
HJA 567V was tidy on the outside, but tired
under the bonnet – it burned so much oil that
I never bothered changing it. It did that itself
very efficiently, so I always had a five-litre bottle
of budget 20w50 in the boot to keep it running
sweetly, even if it did puff out a James Bond-style
smokescreen behind it.
That said, it was a reliable old tub despite its
thirst – I did over 20,000 miles in it and apart from
constantly pouring oil into it, the only repairs

Thankfully this particular Allegro is
leak-free, unlike Craig’s old one!

32 JULY 2024 // PRACTICAL CLASSICS

I had to carry out were one replacement Hydragas
displacer, sourced from a glorious old scrapyard in
one of the less salubrious parts of Stockport, and
a few weekends reprofiling the front wing corners
with a tub of Isopon P38. Anyone who’s owned an
Allegro will know exactly what patches of rust I’m
talking about….
I loved that car like nothing else. The freedom
and independence it gave me, and the memories.
It was the car I left home in aged 19, to begin life
as a university student, and the car in which
I discovered a life-long love of music, as the very
first thing I bought for it were some 6x9 speakers
and a Kenwood tape player. 17-year-olds have
their priorities, after all.
My fondest memory though was a result of
British Leyland’s one-key-fits-all approach to car
security. I was sitting my A-Level French reading
exam in the school gym when I was distracted by
a flash of orange outside the window. My mate
Chris had managed to get into the Allegro and
start it using the key from his Marina Coupé, and
as I tried my best to recollect passages from
Joseph Joffo’s ‘Un Sac de Billes’, I found myself
giggling with laughter as Chris drove the Allegro
back-and-forth past the exam room with another
mate, Dave, pretending to windsurf on the roof.
practicalclassics.co.uk

‘I reprofiled the
wing corners with
a tub of Isopon P38’

PASSING THE TEST

I was given a stern talking to by the invigilator, but
luckily I still passed the exam… We also recreated
the moment during Dave’s nuptials 12 years later,
after his best man managed to nick the keys to his
VW Polo and we drove past his wedding breakfast
with me in the windsurfing pose.
Sadly, HJA 567V died an undignified death.
After two years of sterling service, it met its
maker on a Friday evening. I was working part-time
as a lighting engineer at my local theatre and
a lass from my school lost control of her Fiesta in
an icy car park, sliding sideways into the front of it.
It took me a long time to forgive her.
That was the first of 11 Allegros I owned (and
over 300 cars to date!) but it was the special one.

The only photo I have of
HJA 567V in High Lane,
Stockport. The passenger
door mirror and wheel trims
were upgrades of my own
making, as being an Allegro
3 1.1 L neither were fitted
when the car was new.

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Unlike my Allegro,
the first car I drove
on the public
highway was the
absolute height of
modernity in 1994. It
was an L-registered
Fiat Punto, one of
the first in the UK,
and I eschewed the
instructor who’d
taught both my
mum and sister so
I could get behind
the wheel of Lyme
School of Motoring’s
striking supermini. It
turned several heads
through the mean
streets of Stockport
and my instructor,
Glynn, was a proper
petrolhead. Indeed,

I’m hoping he reads
this as PC was one
of the things we
bonded over.
Like all the best
drivers, I failed my
first test – I stopped
behind a Vauxhall
Chevette with its
lights on in what
I thought was
a queue of traffic.
It was parked, so
I got pinged for
undue hesitation.
Four weeks later,
I drove the Punto for
the last time into the
car park of Wilmslow
Driving Test Centre,
and it was another
25 years before I got
to drive one again!

PRACTICAL CLASSICS // JULY 2024 33

GROUP TEST
MATT TOMKINS’S
FIRST CAR
MORRIS MINOR
TWO-DOOR SALOON
I simply could not wait to drive. Not only would
a car allow freedom, it would also fulfil a burning
desire to be in charge of something mechanical.
I’d always been interested in old machinery, from
traction engines to vintage racing cars, having
spent years visiting car shows and race meetings.
When I was fourteen, my Dad bought an MG
Midget. It was the car that made classics feel
attainable and introduced me to the wonderful
world of car clubs (shout out to the friendly bunch
at the Aylesbury MG Club).
From my sixteenth birthday, the ‘eBay vs Go
Compare’ game was one I played most evenings.
Then, in a moment that would change my life,
I changed my search parameters and started
looking for something a little… older. I can’t put
my finger on why, but the Morris Minor jumped out
from the motley selection in the ‘Classic Cars |
Under £1000’ category. This was a car with great
support, cheap parts, and something I could
learn to fix myself. I guess what we’d now call
Bangernomics. Yes, this was something I could get
behind. But could I insure it? The usual comparison
sites said ‘Yes’, so the hunt was on.
Saturdays waiting tables soon had my purchase
and insurance pot growing. In January 2010, six
months before my seventeenth birthday, I spotted
BFH 702J on eBay. My uncle, Ivor, went to view it

on the last day of the listing and declared it sound
enough. So, while I was at work, my folks hit the
‘Buy it now’ button at £1100. I didn’t have enough
cash saved at that point, so they loaned me the
difference and we set out to Southend-on-Sea to
collect the car, which mum drove home.
It was when my first issue of the Morris Minor
Owners’ club’s magazine hit the doormat that
there was a revelation… there were more of us!
A plea from youngsters Matt Coles and Andy
Wilson: ‘We’re thinking of setting up a register for
younger owners’, the copy read. I sent an email and
friendships were formed. Soon, the MMOC Young
Members register was born and, with provision
of classic insurance policies for younger drivers
negotiated, an active corner of the club’s forum
(and later a Facebook group) set up, MMOCYM soon
became the model for other clubs to follow.
Meanwhile, having been swept along with the
wealth of advice and knowledge pinging across
the internet and, being still being months off being
able to drive, I got a little carried away and took
the car to pieces. Once again it would be Ivor on
his back under the car, this time with a welding
torch, rather than an inspection lamp, while
I enthusiastically poked holes and received lessons
in welding… and advice to stop poking!
Before long, freshly printed driving licence in
hand, I hit the road. I threw myself into the MMOC,
travelled the length and breadth of the country
attending events, meet-ups and, taking learnings
from my own restoration, repairing cars FOC

Minor ownership helped Matt
hone his skills as a mechanic.-

Matt’s Minor has received a number of
upgrades that improve its road manners.

34 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

for fellow club members in need. Then disaster
struck. A lapse in judgement. Bang. The front of
the car took a heavy hit, enough to deem it an
insurance write-off. I was devastated.
That could well have been the end of the
story, however with the salvage retained I picked
up an angle grinder and set to work. Rising like
a phoenix from the ashes, before long ‘Misty’, as
she’d become known, after an old Big Band tune,
was back fighting fit in a matter of months.
There followed several years of use, enjoyment
and modification, all with a view to turning it into
the perfect daily driver, a role it served loyally.
Regular readers of these pages will know that
‘Misty’ remains with me and, following a shed load
of welding and a respray between 2018 and 2020,
is back fighting. She’s now fitted with a highly
strung 1275 engine, five-speed gearbox and an
Eaton M45 supercharger. There’ll also be plenty
more to follow in Staff Car Sagas as ‘Misty’ reenters the workshop with a snagging list.

Sixteen-year-old Matt and
his Minor, as purchased
with an MOT and ready
for the road, albeit a little
scruffy around the edges.
Then, unable to drive it for
another few months, Matt
set to work fixing it until it
was broken.

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PASSING THE TEST
As much as I wanted
to use it, the only
driving school
offering the chance
to learn in a Morris
Minor by the time
I turned seventeen
was three hours’
drive away in
Taunton… so I had
to make do with
a diesel Peugeot
207 – yuck! But my
instructor, Richard,
was sympathetic
to my desires and
explained the

differences I’d find
when I finally got
the chance to get
behind the wheel
of my pride and joy.
‘Gears to go, brakes
to slow’, he told
me, was the way to
pass my test. ‘But
when you get into
the Morris Minor,
you’ll need to use
engine braking, too.’
I passed first time,
and hit the road in
my Minor, never to
look back.

PRACTICAL CLASSICS // JULY 2024 35

YOUR
FIRST
CARS

Some are long gone
now, but they’ll
never be forgotten

Mini City
Seat Arosa
1.0S

This is the car I had after passing
my test. Five days later, I slid
across a junction on a muddy lane
and hit a tree. One mangled Mini.
Si Price

It was a surprise
Christmas present
from my parents in
2004. I sold it 10 years
later, but regretted it.
I found it and bought
it back. It’s a keeper now.
Chris Andrews

Ford Escort 1.3 Encore
Don't I look proud! I still have the Escort – but, having driven
many other cars, I often wonder why I do.
Callum Keen

Austin
Allegro est.
It cost me £80 and
smelled of putty
and vanilla Magic
Tree. When I sat in
it you could just see
my nose over the
top of the door.
Clare Brookes
36 JULY 2024 // PRACTICAL CLASSICS

Ford Fiesta 1.1 Dash
This was my special edition Fiesta. The Escort van
pictured next to it was my company van at the time.
Clare Moralee
practicalclassics.co.uk

Triumph Vitesse
I’ve still got my first car. I bought it in
1988 when I was 16 and drove it into the
ground. I fixed it up in the early Noughties
and, although the car is far from perfect
and will never be finished, I’ll never sell it!
David Robinson

Ford Anglia
Me and my Anglia, which I bought in 1979. It lasted about three
months before the rear spring parted company from the chicken
wire and filler that was holding it in place.
Ed Prothero

Ford Fiesta 1.1 GL
This is me, just off on my first driving
lesson in October 1985. According to
the DVLA, it lasted until 1997, which is
a pretty good lifespan for a bean can!
Graham Davis

Renault 5 GTL
This was my first car –
a 1983 Renault 5. Selling
it was one of my biggest
regrets in life.
Hannah Louise Orbell

Vauxhall Viva E
Coupé
I got this Viva when
I turned 17, and passed
my test in it. I had many
adventures in it over the
following five years. I’d
probably still own it if it
hadn’t been stolen.
Mark Bursa

Fiat 126
Still with me after 28 years!
Richard Hanlon

Mini 1275 GT Clubman
I bought it cheap at auction and later found out why: somebody
had fitted a 1000cc engine. I rattle-canned the Castrol go-faster
stripes myself! Phil Coates
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PRACTICAL CLASSICS // JULY 2024 37

DB7 ROAD TRIP

THE PEOPL
38 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

E’S ASTON
Danny celebrates 30 years of the DB7 with a drive back in time
WORDS DANNY HOPKINS PICTURES DANNY HOPKINS/MATT HOWELL

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PRACTICAL CLASSICS // JULY 2024 39

DB7 ROAD TRIP

I

know I’m going to be chased out of Dodge for
this, but I think the DB7 is the most beautiful
Aston Martin ever. It’s not as macho as
a DBS or V8; or as iconic as the earlier DBs;
or as aggressive or in your face as more
recent designs, but it is a work of genius with
lines to make your eyes water. Like all great GTs
it looks right from every angle. Even its backside,
with those Mazda 323F lights, looks delicious, with
gorgeous hips rising up over the wheels to enclose
its rear hatch. Like all the best car art it also looks
effortless, like the stylists weren’t trying too hard
(note to almost every car designer at work today).
The DB7 is the Aston I would have.
So, Ian Callum and Keith Helfet got it right
straight out of the box – or, rather, straight out
of Jaguar’s box, where the XX project had been
cooking for over a decade. It’s not a Jaguar: Callum
went to work hard on the XX after Jaguar left the
car behind, opting to pursue the XK8 instead. But
the foundations had been laid for a car that has
been universally adored from the moment it went
on sale in 1994 (having been launched in Geneva
the previous September) to the day the last one
was built in December 2004.
So, time for a birthday party – or at least a bit of
recognition. And yes, an excuse for me to pilot one
of my top ten tick-list cars for a couple of days.
The one I’ve chosen to perform this rite of
passage in is a special one. It’s a 30,000-mile 1997
manual six-cylinder coupé belonging to PC reader
Chris Johns. He saw my little nod to a preference in
our DB7 buyers’ guide a few issues ago.
I could have picked any DB7 – V12 Vantage,
Volante, Zagato, GT – but my needs were specific.
I love the early six-cylinder (i6) car with a manual
box – arguably DB7 as envisaged from the start,
and the one with the supercharger.
Having read that, Chris gave me a call. ‘Fancy a
go in mine?’ I didn’t need asking twice.

Chris has a shed of many wonders; from his first
love, Bucklers, to MGs via a fantastic early Austin 7.
But the DB7, under its Aston dust sheet, provided
the real mystery. It was a brooding presence and
an obvious object of desire, even though I couldn’t
actually see it yet. Once Chris pulled the cover off,
it revealed itself in all its beauty.
He handed me the keys and gave me the
lowdown on its various idiosyncrasies, including
its fly-off handbrake and slightly agricultural
gearchange – which would go to be the only
real disappointment. Well, that and the fact
that I was too tall in the body for the car. I have
a preposterously long torso, so I resigned myself
to a flattened hairdo or a reclined driving position.
Then came my instructions. ‘Don’t be afraid to
use it properly,’ and a commitment from me to
make to make sure I photographed the odometer
as it tripped over 30,000 miles. And then I was off
on to Oxfordshire’s B-roads, with a smile as wide
as some of the potholes I was avoiding.
40 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

‘I think this is the most
beautiful Aston Martin ever’
Once I began to time my changes correctly, the
350-ish horses available around 5000rpm began
to make themselves known. It took a few miles,
though – the heavy clutch and sluggish shift made
me have a long look at my own capabilities. But
once I was there, with the supercharger whistling
its tune, I began to exploit the chassis’ potential.
Yes, I know there are some XJS underpinnings
but actually that’s no bad thing. Tom Walkinshaw
raced the XJS in the Seventies and Eighties and he
was convinced there was plenty more to be had
from the Jaguar design. He had no hesitation in
rewarding these underpinnings with a DB7 badge –
he knew how good they were.
I agree. Comfortable and compliant, even in this
slightly stiffened car with the sports package,
it inspired confidence, cornering flat but with
enough feedback to give a clear indication of what
was going on. This is a driver’s GT.
I was heading for the Aston Martin Works in
Tickford Street in Newport Pagnell; the former

Chris Johns in his
‘shed of many wonders’.

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PRACTICAL CLASSICS // JULY 2024 41

DB7 ROAD TRIP
manufacturing base, now home of Aston Martin
Heritage, servicing and a dealership selling new
Astons. It is the historic home of the marque where
some 13,300 cars were hand-built between 1955
and 2007, when the last V12 Vanquish emerged.
But the DB7 wasn’t built here – it was put
together in the old Jaguarsport facility at Wykham
Mill in Bloxham, Oxfordshire, which was converted
to produce Aston’s new machine. In the early
Nineties, though, Aston’s HQ was here in Tickford
Street, so I was happy to parade up and down the
famous road until the odometer clicked over to
30,000 miles. Only then did I drive into the former
factory site for a photograph.
Even now the site is busy and, of course,
it oozes atmosphere. While the new factory
was being set up in Bloxham in 1992/93 many
management and engineer ‘commutes’ were made
between the two sites, so I decided to retrace the
route along the A422, A421 and B4100, achieving
30,036 miles by the time I reached the Bloxham
factory site (now a printworks). Back in the day,
they kept an unofficial best-time scoreboard for
this route. I can’t incriminate the remarkable driver
or reveal the astonishing time that was set but,
needless to say, I didn’t get anywhere near it.
Originally, DB7 bodies were built at Motor
Panels in Coventry. After that (prior to 1998,
when Bloxham’s paint shop was installed), the
bodies were transported to Rolls-Royce in Crewe
for painting before going back to Oxfordshire for
assembly. The six-cylinder engines were built at
the nearby TWR factory and the later V12s were
made by Cosworth Technology.

Production started slowly. In 1994, only 30
DB7s were built, but this rose to 700 by 1995.
Fifteen cars per week was the aim but during
V12 production, they more than doubled that.
Eventually, 7091 DB7s were built over nine-and-ahalf years. It’s quieter these days.
I crawled past the entrance before heading
up to Banbury and taking the M40 to Warwick.
Skirting Coventry (where the bodies were made)
I then headed on to the M6 towards Crewe. The
DB7 is an excellent B-road weapon, but it goes
interstellar on the motorway – with so much more
left in the rev range, it instantly made me want to
head for derestricted European roads.
This pilgrimage to the paint shop gave me
the opportunity to sample the delights of the
astonishing Crewe Hall Hotel – and pose by the
car with a nice big mansion in the background.
The sprawling pile was home of the Crewe family

Add a dapple of
sunlight, and its beauty
becomes more exquisite still.

It doesn’t just say ‘Heritage’ –
you can almost taste it here.

42 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

Left: Capturing the 30k-mile
landmark. It’ll be run-in soon.

DID THE DB7 SAVE ASTON MARTIN?
As the Eighties
matured it was
obvious the company
would need to
increase production to
survive, so chairman
Victor Gauntlett
suggested a smaller
Aston should be built
alongside the V8s.
It should be built
to a budget and in
a greater volume.
The vision was
there so, when Ford
bought 75 per cent
of Aston in 1987 and
Walter Hayes came
out of retirement as
CEO, new funding gave
that vision purpose.
Aston now had
access to some of
the best vehicle
engineering facilities
in the world – but
what about the car?

The DB7 began life
as a successor to
the Jaguar XJS – it
was actually going
to be a Jag. The car
was imagined by Tom
Walkinshaw, who
had been impressed
by the XJS's abilities
after driving it in the
European Touring Car
Championship and
wanted to re-body it
so it would have more
modern styling..
When Ford bagged
Jaguar two years
after taking its stake
in Aston Martin,
Walkinshaw’s idea
grew into a possibility.
But for whom?
Walkinshaw had been
working on a sports
car project for Jaguar
since 1982, the XJ41 –
which itself spawned

the Ian-Callumdesigned Project XX.
Ford canned it and
Walkinshaw came to
Aston with his offthe-shelf proposal.
The XX could live on. It
was great timing – XX
became Aston Martin
Project Newport
Pagnell Experimental
(NPX).
The new design
was a restyled XX
using much of what
made the project so
appealing. Aston kept
designer Ian Callum
on and asked him to
develop NPX further.
Beauty was the key,
as was performance.
The new TWR-built
engine was a light
alloy, DOHC straightsix, very similar (but
not identical) to

Jaguar’s excellent AJ6.
Featuring a watercooled Eaton M90
supercharger, it gave
NPX real punch and
a sub-6sec 0-60 time.
DB7 was revealed
at the Geneva
Motorshow in 1993
to unanimous praise.
It was eye-wateringly
beautiful and a proper
evolution of the ‘DB’
marque. The timing
was perfect and so
was the £80k price:
orders flooded in.

Production started
in 1994 at a new
factory in Bloxham,
near Banbury.
Three years later,
a convertible ‘Volante’
arrived and in 1999
the V12, which
supplanted the 6-pot.
Production ceased in
2004. It can be argued
that without the DB7
Aston would have
withered and its new
factory would not
have been built.
As it is, this is an
Aston worthy of
its place in the
marque’s
history.

➽
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DB7 ROAD TRIP

For Danny, it’s the DB7 that should
be on the pedestal, not him.

JAMES BOND AND (NOT) THE DB7
No DB7 for Mr Bond…?
Pretty much. The
Nineties saw our man
at MI6 in a series of
Beemers. BMW paid
£80m to supply cars
for three movies,
which meant that
Pierce Brosnan’s Bond
drove a BMW Z3 in
Goldeneye,

a 750IL E38 [below] in
Tomorrow Never Dies
and a Z8 in The World
is Not Enough.
After a £100m
deal with Ford, Bond
was back behind the
wheel of an Aston
Martin for Die Another
Day, when Q-Branch
supplied him with the

V12 Vanquish – or
Vanish as Q called
it, because it had a
gadget to make the
car invisible. But it
was too little too
late; the DB7 should
have been 007’s car
through the Nineties
and early Noughties.
Opportunity missed.

‘No, Mr Bond – I expect you
to drive the one on the left!’

from 1608 and since then has enjoyed an amazing
history, including being requisitioned by the War
Department in WWII and used as a prisoner of
war camp for high-ranking German officers. The
manager allowed me to park outside the main
entrance – a DB7 sets the correct tone, don’t you
know. I’m sure those officers would approve of
Mercedes Benz’s 10 per cent stake in the current
company and the fact that, these days, the
modern Aston cloaks a mainly Bavarian drivetrain.
I spent the following day with other classic
enthusiasts playing a new treasure hunt game,
44 JULY 2024 // PRACTICAL CLASSICS

TECH SPEC

ENGINE
3228cc/6-cyl/OHC/
supercharged
POWER
355bhp@5500rpm
TORQUE
368lb ft@3000rpm
TOP SPEED 165mph
GEARBOX
Five-speed manual
0-60MPH 5.8sec

It is soo the
Crewe Hall
Hotel’s kind of car.

whizzing around Cheshire using the Quest Drive
App with the assistance of a co-driver. We
absolutely failed to win, but who cares when you
know that outside you have the winning ticket to
take you home. Yes, I know it’s shallow, but the
knowledge that a DB7 was out front put a huge
grin on my face. A bit of petrol-hedonism for a
couple of days? Nothing wrong with that!
The sense that the DB7 is the Aston some
of us, may, just may, one day, be able to afford
is a bonus, a temptation, a tease. And its less
outlandish price tag meant I was confident to drive
it and park it and use it – it wouldn’t break the
bank if something went wrong.
As I headed back to see Chris the following day,
confidently navigating his car through heavy rain,
I was even more convinced that Newport Pagnell
(or rather, Bloxham) had really saved its best for
the masses. This was still my favourite Aston
despite the Ford Orion switchgear and Citroën
door mirrors – no – because of them. I realised
that the birthday drive I had been on was indeed
a celebration worthy of a Practical Classics story.
The People’s Aston, the Practical Aston, is 30! ■
practicalclassics.co.uk

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TEAM ADVENTURE

Well… it is 90!
Ian Tisdale’s ‘Heckmotor’ was made in 1934,
so every day is an adventure
WORDS & IMAGES IAN & KIRSTEN TISDALE

46 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

M

y wife Kirsten’s early appraisal
of our little rear-engined
Mercedes-Benz W23 130,
was pragmatic: ‘Not so much
a continent-crosser,’ she’d
observed, ‘as something to take
down to the pub?’ Plainly not impressed, then, and
‘pedestrian’ was another description that I seem to
recall. Well, we’ve had the little chap for about four
years now – our first Mercedes-Benz and DaimlerBenz’s first car with less than six cylinders – and it’s
taken that long to get fully to grips with it.
It presents well, just as it did when it arrived
from Vienna in a double-deck transporter during
the first lock-down, to be unloaded as close as
CARS’ big artic could get, a lay-by a mile from
our house. It had spent over two decades in
a German museum after a thorough resto but,
while generating a few PC Staff Car Saga bulletins
from time to time, its commissioning has been
quite prolonged. Probably, a crucial difference
from many people’s projects, though, is that it’s
been a rolling process, with the old car in regular
ABOVE All aboard in
use from the off, despite a number of issues, and
Vienna, still unseen by
attending quite a few high-profile events to which
the Tisdales.
we’ve driven, not trailered it.
Now, stories generally start at the beginning
– ‘once upon a time’ – but let me celebrate the
end of this one first, because I think we’ve pretty
well cracked it, at last! And, embarrassingly, the
final bit of the jig-saw was me learning how to
drive the thing properly, all the more surprising
when a lifetime in commercial transport has
left me able to cope with the likes of an Eaton
12-speed Twin-splitter, and even helicopters. The
little Mercedes’s gear-shift sequence starts
with a dog-leg first, one of three conventional
unsynchronised forward gears, third being
direct-drive, and a semi-automatic
overdrive fourth that’s selected by
And it only took Ian
moving the lever sideways to the
four years to learn
right and forward, without going via
how to drive it.
neutral or using the clutch.
I had read the English-language
handbook carefully when we got
the car – I’ve even got two copies
of it – but discovered only the day
before driving to 2024’s PC Classic
Car and Restoration Show that I’d
Onto a local recovery
transporter for the last mile.

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still not been using that overdrive correctly.
In my defence, there are different descriptions
on the so often dodgy Internet. It had somehow
seemed appropriate to ease off the accelerator
while making that clutchless up-shift, but no, it’s
best to think of it as a pre-selector. If you keep the
pedal down while shifting, nothing happens until
you come off the throttle, either straightaway or
at your leisure, whereupon overdrive just clicks
nicely in, with no need to blip the throttle or touch
the clutch. Changing down, you simply flip the
lever down, lift briefly off and accelerate, and it
takes up drive in third immediately.
Coming to a standstill in fourth can be
embarrassing, as it’s tricky to find a gear to
pull away in, but once the pre-selector
technique is understood that
becomes a lot less likely. And I
was fascinated, at the NEC, to
catch up with serial Tatra-owning
friend, Jiři Pechan, who said that
his front-engined 1937 T75 has the
same arrangement, something I
should have known with my Tatra
background, and I later discovered
that so does 1933’s Mercedes
W18 290 and W22 380, too. Even
the American front-wheel-drive
Cord 810 and 812 had a similar
characteristic, though with much
more complex machinery, so not
such a novelty back in the day.
For four years, sluggish performance had
combined with this apparently distracting gear
change to take a lot of the pleasure out of the
drive, though not the satisfaction of campaigning
something as old and unusual, but that, too, was
finally resolved a day before the big show. What
else had we had to cope with, though? The new
but flat 6 volt battery on arrival was almost
inevitable with two different opportunities to be
left live, an ignition switch on the dash and
a multi-position rotary switch on the floor that
PRACTICAL CLASSICS // JULY 2024 47

TEAM ADVENTURE

Handy to have a
folding table when
your seat collapses.
Carb sealed 24 hours before NEC show.

be neither the 26 BFRV or 26 FVS
options specified in the handbook,
which explained the absence of
a summer/winter lever on it, and had
suffered breakage at some point that
had been skilfully stitch-weld repaired, possibly
due to use on a stationary engine on which they
were sometimes employed, but that wasn’t our
main carburettor issue, as would eventually
become clear.

THE BIG RUNS

adds ancillary circuits the farther it’s turned.
Oh, and even though this is a 1934 car there’s
a steering lock that also isolates the ignition
circuit, but not the cranking that will still work but
without starting the engine.
Before anything else, the clutch rod had to
be shortened to raise the pedal and the driver’s
seat given some adjustment in order for me to be
able to press it. Another early step in achieving a
reasonable drive was replacing the carburettor’s
140 main jet with a more appropriate 100. Ignition
timing dogged us for a while, frustrating attempts
to combine a smooth level cruise and adequate
hill-climbing ability until we’d had the distributor
rebuilt with new advance/retard springs.
In due course, we’ve also had to have the
dynamo re-wound and rebuilt, and the voltage
regulator too, with modern tech in the original
case. The up-draft Solex carburettor turned out to

TOP Post-delivery
inspection by the guvnor.

Our longest trips for two years running were to
attend the Hampton Court Concours of Elegance
with the Mercedes-Benz club, on the first occasion
making use of a cyclists’ app to avoid hills as well
as motorways, which turned a two-hour run into
more like four. Oh, and my seat back collapsed
as we approached the marshalling area on the
Sunday, and had to be propped up with a picnic
table that we’d usefully brought with us.
On our second visit, after a better run, we
ground to a halt in busy traffic twenty minutes
from our Molesey hotel, but managed after a bit to

‘My seat back
collapsed and had
to be propped up
with a picnic table’
Luckily no hard feelings! Winner and
magnificent runner-up – NEC 2021.

48 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

Time to head home with two of the
fleet after 2024 NEC Resto Show.

limp on to our destination. Once back home, after
a rather tense journey, we’d discover that three
layers of gasket between carb and manifold
had failed to seal the joint because the two
threaded studs were too long. The up-draft
Solex is concealed under the exhaust and
inlet manifolds and has to be attached by
feel, and the nuts will have felt tight even
though the gaskets weren’t sealing, probably
for years.
Our immediate work-around was a thick
cork gasket, not a long-term solution in the
hot environment, and it soon became clear that
those two over-long studs weren’t going to come
out of the manifold without breaking either it
or themselves, so Plan B, then. Our saviour, Tim
fashioned three nicely punched gaskets from
a sheet of Klingerite, an almost indestructible
material that’s waterproof, fire and temperature
resistant, and conveniently to hand in his
extensive workshop.
It’s a sealant material that the German
company Klinger developed in 1898, with a wide
temperature and chemical range of application,

May 2024 and plenty
of interest at Hook
Norton brewery.

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but it’s also worth noting that it is no longer
sold in the European Union due to its chemical
content. The good news is that it is totally
effective, because the little Mercedes is now
driving as it should, at last.
The other good news is that the front
transverse leaf springing has softened up and I
can also now use my 12v sat-nav in the car, thanks
to a neat little hop-up transformer made for me by
clever friend Peter Frost.
So, it’s been a four year adventure, or at the
very least a voyage of discovery. Some of us ‘more
mature’ car folk will recall the wise advice in every
Haynes workshop manual’s preface, back in the
day: first treat your freshly arrived car to
a really good wash, to get a better
idea of its condition, and then try
to find a friend’s example to
drive and compare with your
own. Well, although ours
still looked lovely after
its older restoration and
twenty-odd years idle in
a museum, comparison
of driving characteristics
wasn’t an option though,
as it’s almost certainly
the only UK-registered
example.
Our friend Jeff Lane has
one in his 350-car museum,
but that’s in Nashville,
Tennessee. I have also sat in the
one at Mahymobiles in Belgium but
that example is derelict, and the cars at
M-B’s Stuttgart museum and at Sinsheim are
embedded in their displays, as is the non-runner in
Ladenburg’s Karl Benz museum, so our journey has
been quite challenging.
But, I guess another way of looking at it is that
it’s only just begun. Fingers crossed! ■
PRACTICAL CLASSICS // JULY 2024 49

Ever had a Cav?
MkI (See p106)
Cooking Golf did the job
– and didn’t attract the
wrong sort of attention.

LETTER
OF THE
MONTH

My dad had a Cavalier
Coupé in 1986. I loved it so
much I got one of my own
four years ago. It certainly
turns heads!
Keith Jones

I have two – a sports hatch
and a four-door saloon,
which is my daily driver.
Darren Hill

Joy of Bangernomics
Craig Cheetham's Bangernomics article (PC,
June 2024) reminded me of another advocate
of unexceptional cars – the racing driver Sir
John Whitmore, who wrote a short book in 1988,
Superdriver – Discover the Joy of Driving.
The title is deliberately ironic because it doesn't
refer to top racing drivers but explores the very
different skill of driving ordinary cars safely
and smoothly on public roads. As he points out,
supercars are subject to the same speed limits
and traffic jams as the most basic model of car,
but with added accompanying frustrations,
making them pointless as daily transport.
At the time, he was driving a base-model VW
Golf in he which enjoyed practising ‘superdriver’

skills, arriving at journey's end refreshed and with
a sense of achievement rather than frustration.
A bonus was that, in the part of London where
he lived, the humdrum Golf didn't attract the
attention of thieves and vandals, who targeted
neighbours' more upmarket cars instead.
You featured my Honda Jazz MkI recently. With
its 1.4-litre motor (a proper little racing engine
that positively thrives on revs) and CVT autobox,
I think of it as more of a ‘sporting saloon’ (to use
an old term) than an ‘unexceptional’ car. It is
perfectly happy to be driven smoothly and quietly,
but enjoys being hustled along in sport mode (as
indeed do I!) when conditions allow.
John Paton, Isle of Wight

I LOVED IT ON DRIVE-IT DAY
This photo of my MGA was taken on
a ‘Drive It Day’ run to Holderness
in East Yorkshire. We had bacon
butties before setting off on
a scenic drive to Spurn Point
and a pitstop at the Kilnsea
pub. We enjoyed the sunshine,
and catching up with fellow
petrolheads before returning
home via remote Sunk Island.
Our food was supplied by Janet
Foreman, who also sponsored
the event.
Geoff Kirk, East Yorkshire

50 JULY 2024 // PRACTICAL CLASSICS

I have vivid memories
of sitting in the driver’s
seat of my grandparents’
yellow Cavalier, totally
enthralled by the air vents.
Howard Darvill
My first car was a 1978
2.0GL automatic, with
Bosch electrics and a twinchoke Weber carb.
Kevin Barnes
I put my lime green
1.6L into a ditch after
hitting some diesel on
a roundabout in 1988.
Rob Frisby
My first car back in ’83
was a 2.0GL. Loved it for
its comfort, but the inner
edge of the front wings
soon rusted through.
Dave Watson

Ouch!
Reading Ed’s feature (PC
Academy, June 2024) I just
want to add the following
advice regarding battery
basics. Ensure your ring (if
worn) doesn’t touch the
opposite terminal of the
battery to the one the
spanner is on, as well as
the spanner. Take it from
me – it causes a big flash
and instant heat, and can
lead to having your ring cut
off your finger. Something
you do only once!
John Bowlzer, Fife

I’ve owned this one
[above] for ten years.
Fantastic to drive and the
seats are like armchairs.
So many people don’t
know what they are.
Nigel Hopes
My dad had the Opel
Ascona, a lovely car and
much nicer than a Cortina.
Rob Hans
A 1980 B-Series Manta
hatchback is the only
automatic I’ve ever owned.
Hayden Pulfrey
practicalclassics.co.uk

HARD LIFE, RIGHT ENOUGH
As I write this, I’m lounging in a hammock
between two palm trees on a beautiful beach
in Punta Cana, Dominican Republic, reading
this month’s PC. I’m here on business, but
there’s always time for a catch-up with my
fave magazine! I own a ’67 Triumph TR4A that’s
due to return to the road this month, having
last been on the road in 1982.
Graham Hall, North Yorkshire
Graham passes the time as he waits
for another pina colada to arrive.

Y Type: it smells
as good as it
looks, says Nigel.

Wonderful Y is just my Type
We saw this perfect
MG Y Type in
Malmesbury, near
where we live.
We were in town
to see a Civil War
re-enactment, which
was fascinating. Then,
strolling back along
the High Street, we
saw the Y Type, which
had been taking part

Across
7 Vauxhall Viva successor (5)
8 See 20 down
9 A 1990 Lamborghini - the
company¹s first 200mph
production road car (6)
11 Joint-sealing component (6)
12 We associate them with bolts (4)
13 Which tractor company
developed the Jensen FF’s fourwheel drive? (8)
15 Healey coupé from the Fifties (8)
17 Launch name of the Daimler
SP250 (4)
19 One conjuring up an early Thirties
Hillman? (6)
21 Bond GT from the Sixties (6)
23 De Tomaso supercar that
survived for more than two
decades into the Nineties (7)
24 These Alfas were also badged as
Nissan Cherry Europes (5)
Down
1 & 5 down Maker of the Princess
4-Litre R (6,4)
2 Famous Bugatti Type 57SC variant
(8)
3 Word linking lights, gate and
fins (4)

in a club weekend
event. The photo,
taken by my wife Katy,
hopefully shows the
quality of the car. It
looked very original,
especially the biscuit
leather trim, and we
could really smell that
wonderful old-car
smell when we were
close to it!

If we could remove
the other cars from
the scene and make
the photo black and
white, the view would
look just perfect
for the Fifties –
Malmesbury High
Street has changed
little over the years.
Nigel Maloney,
Wiltshire

4 Famous Birmingham car plant
(10)
5 See 1 down
6 We know it better as the
Mitsubishi Shogun (6)
10 Toyota Land Cruisers, Mercedes
G-Wagens, etc (3-7)
14 High-performance Mitsubishi
coupés from the Eighties (8)
16 Current SEAT superminis dating
back to the mid-Eighties (6)
18 It was home to DeSoto (3,3)
20 & 8 across Suspension
component and aid to stability
(4-4,3)
22 _ cam, like the Maserati
Khamsin’s engine (4)

JUNE 2024 Answers
ACROSS 1. Camper 8. Austin 9.
Supervan 10. Edge 11. Beta 12. RS
Cosworth 15. Muscle cars 18. Opel
20. Kias 22. Isabella 23. Rekord
24. Petite
DOWN 2. Azure 3. Pre-war 4. Riva 5.
Mangusta 6. Islero 7. Midgets
13. Cressida 14. Jupiter 16. Cosmos
17. Sonett 19. Eclat 21. Wasp

SEND ENTRIES TO: Practical Classics, July Crossword, Media House,
Lynch Wood, Peterborough PE2 6EA. Closing date: June 19, 2024.
JUNE CROSSWORD WINNER Mr C. Lewis, Llantwit Major, Glamorgan.

Good old beer!

We’ve got a 12-bottle case of
West Berkshire Brewery’s
‘Good Old Boy’ beer to send to
this issue’s crossword puzzle
winner. Closing date is June 19.

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

PRACTICAL CLASSICS // JULY 2024 51

YOUR SHOUT

Who loves
a Panda?
I saved this one from being
scrapped a few years ago.
I loved how simple it was.
Ed Prothero

I've never owned a Panda
but had a couple of its
slightly larger brother, the
Uno. I really want to find
another one; a 45S with
the FIRE engine.
Jamie McAlley

Anybody round here got a Trabant…?
I snapped this picture in September
1987 just outside Dresden, in what
was then East Germany. I was on
a tour of eastern Europe in my
Volkswagen Type 2 camper at the

time. I'm hoping that your readers
will be able to identify some of the
vast range of vehicles (!) that are
queueing for fuel.
Iain Downs, Bracknell, Berkshire

Game-changing Lexus
What a spread of
models and topics in
the June ’24 issue.
The interview
with Issigonis's
secretary adds to
our understanding of
his character. Also,
you rightly identity
the Lexus LS400 as
a significant luxury
car. I test-drove one
in 1991, and the only
parallel I could draw
was with the new
XJ6 during its 1968
launch. That had the
same sensory impact
as the Lexus – so
quiet in comparison
to rivals of the time.

In John Clark's
article on
restoring
his 'Senna'
Mercedes
(May issue)
he refers to
Senna winning

The Lexus
was a huge
success in
the US – by
1991 it was
outselling
Mercedes,
which must
have ruffled
a few feathers.
For European
tastes it was a little
bland, although it
gained a reputation
as a car that would
get you from A to B in
sublime comfort and
give you near-certain
total reliability.
I wonder how many
early LS400s survive?

his first GP
in Monaco
in 1984. In
fact, he came
second to
Alain Prost
(although
he almost

52 JULY 2024 // PRACTICAL CLASSICS

Brilliant cars – ours was
a twin-sunroof FIRE
1000cc model. A blast to
drive, because it weighed
only slightly more than
a bicycle. Downside was
that it had all the impact
resistance of a carrier bag.
Tim Griggs

PREMIUM
PROBLEM

Our
test
car (H456 FPA) is no
longer listed by the
DVLA - but the express-fleet 4.0 XJ6
I was running recently
joined the Jaguar
Daimler Heritage
Trust collection!
Paul Skilleter
Hampshire

certainly
would have
gone on to
win if the
race hadn't
been stopped
early). Senna's
first Formula

One win was
actually in
the following
year’s
Portuguese
Grand Prix.
Tony Young,
Bolton

I am retired, in excellent
health and have a nineyear no-claims discount
on a 12-year-old car,
which is kept at home in
a locked garage. The car
is driven less than 3000
miles a year. My wife is
the only additional driver
on my insurance. She too
is retired, in excellent
health and has a nine-year
no-claims dis count on her
own car insurance.
Despite all this, my 2024
insurance renewal was
a completely absurd 145%
higher than last year! The
question must be asked –
are others in my situation
being forced to subsidise
the insurance premiums
of drivers of newer and
much more expensive
cars having relatively high
annual mileages?
To me, this situation
seems grossly unfair – in
fact, it’s morally wrong.
Do you agree?
Michael Dawes,
Cambridge

We drove our Panda to
Russia and back. We
bought it for that trip and
it’s now our daily driver.
David Phiz
Here is my first brand-new
car back in 1986.
Arthur Smith

Yep! Brilliant design.
I’m down to owning 23 of
them; 30 was just silly.
Vernon Hibberd
Yep. Bought one new in
1983. Great little car and
design. The way the rear
seats could be turned into
a hammock-style bottle
carrier was very useful!
Phil Moss
I think basic cars of the
past are always looked
back at fondly. They have
a lot of character.
Pete Garvey
I’ve got ones covering 1986
to 2014 at the moment!
Gavin Bushby
practicalclassics.co.uk

Karl says his Rover
deserves to survive.

Let’s be more part-icular
I have to agree with
everything Charles
Smith said in his letter
(‘Poor Parts’, June
issue). I bought a pair
of very nice-looking
brake calipers for my
’73 Triumph Spitfire
They turned out to be
Chinese copies – hence
the almost-too-goodto-be true price.
I’ve also owned
a 1966 Jaguar Mk2
3.8 for 20-plus years.
The cost of parts for
the Triumph is quite
reasonable – but even
more so in the case of
the Jag.
I quickly found out
why. The Chinese have
been busy for years
producing parts that

(sort of) resemble the
originals, even where
safety-critical items
are concerned.
Sadly, the quality
of these parts, in my
experience, has always
fallen far short. There
are many ‘suppliers’ of
parts for these cars
in the UK; they know
exactly what they do,
and they know that
invariably the quality of
these parts is poor.
What they perhaps
don’t realise is that
owners would much
rather pay more for
better-quality parts
– assuming these
suppliers can tell the
difference!
Ken Mayfield, Suffolk

Got a Noughties
roadster?
Smart Roadster, but
I quite like the StreetKa.
Darren Walster
StreetKa would be
a fun choice. I own an
MGTF and it’s a fabulous
car for the money.
Richard Brookes
I had an MX-5; great fun,
but rusted badly. My wife
had an MGF. Great engine,
but a rattler. She then
had an MR2, but it had an
issue with some ceramic
from the cat breaking up.
Dimitri Urbain
Yep! Barchetta, always.
This [below] is my third.
Colin Alexander

Below average, Danny
In the Team Adventure article in the May issue
Danny Hopkins passed a comment on 'annoying
average speed cameras'. I’m very disappointed
that, as the editor of PC, he would appear not to
take speeding seriously and would speed given
the opportunity. Speeding is anti-social and a big
issue where I live – and thankfully these cameras
are being installed.
It may have been meant as a flippant comment,
but it adds credence to the selfish speeding
culture that persists. You did not need to say it
and it added nothing of value to the article.
John Chaplin, Surrey
Ed: Bang to rights. No-one is above the law… least
of all motoring journalists.

Practical Classics

H Bauer Publishing, Academic House,
24-28 Oval Rd, London NW1 7DT Email:
practicalclassics@bauermedia.co.uk.

Commercial Director
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Group Sales Manager
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Editorial

Marketing

Phone 01733 468000
Editor Danny Hopkins
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Special contributors Keith Adams,
Craig Cheetham, Richard Gunn, Matt
Howell, Ed Hughes, Andy Ibbotson,
Jonathan Jacob, Nick Larkin, Rich
March, Tim Morgan, Adam Shorrock,
John Simister, Russ Smith, Ian Tisdale,
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Woodcock

To advertise in PC call:

07761 041824 and ask to speak to
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Phone 01733 468000
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To contact us about subscription
orders, renewals, missing issues , back
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email bauer@subscription.co.uk or
call our UK number on 01858 438884.

I’ve had a Smart Roadster
for ten years. Never fails
to make me smile.
Gareth Thomas
MR2 MkIII is brilliant –
best car I’ve ever bought.
Lisa White
MX-5 for the fun factor,
even if it rusts badly
Dave Watson

To manage your account online, visit
secure.greatmagazines.co.uk/solo.
Group Editor Phil Bell
Publisher Rachael Beesley
Chief Financial Officer,
Bauer Publishing UK
Lisa Hayden
Co-Chief Executive Officers,
Bauer Publishing UK
Helen Morris and Steve Prentice
Practical Classics magazine is
published 13 times a year by H Bauer
Publishing, company number LP003328,
The Lantern, 75 Hampstead Road,
London NW1 2PL. Registered no
01176085. No part of the magazine may
be reproduced in any form without prior
permission of H Bauer Publishing.
All material published remains the
copyright of Bauer and we reserve the
right to copy or edit any material
submitted without further consent.
The submission of material to
H Bauer Publishing, whether unsolicited

SAVE OUR MODERN
CLASSICS!

The recent announcement that 20012014-registered cars will suffer higher VED
really made me fume.
Arguably, pricing older cars off the road
under the guise of it being for the public
good has severe ramifications, regardless
of these cars’ condition. While older, poorly
maintained cars will eventually die a death
thanks to MOT failure or cost of parts,
most of my fellow readers will have wellmaintained cars that they love and cherish.
I have two Rover 75s in excellent condition
and really don’t want to lose them.
The government, as usual, has failed to
think it through. The classic car business
contributes billions to the economy of the
UK. With fewer cars to cater for, the spare
parts industry will gradually flounder; MOT
centres will lose revenue, and small garages
will struggle. Restoration specialists will fall
by the wayside because the noughties cars
won’t be worth working on.
Also, some people can’t afford newer
cars, and older cars don’t normally travel
as far as newer ones. Finally, many of us
just don’t want an electric car or hybrid – at
least I can repair my Rovers myself and get
all the spares I need at reasonable cost.
Karl Sheridan, East Yorkshire

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publish that material in the magazine,
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H Bauer Publishing Limited is a member
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Contact us Email practicalclassics@bauermedia.co.uk. For ‘Your Shout’ danny.hopkins@practicalclassics.co.uk
Visit us at practicalclassics.co.uk or search Practical Classics Official on Facebook, Instagram and Twitter
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PRACTICAL CLASSICS // JULY 2024 53

‘My dad’s spirit is still very much alive in the Mog’
1957 Mercedes Unimog 404 Jay Aldred, Suffolk
This is my most special
vehicle, because my dad
bought it in 1993 when
I was five years old. We
went everywhere in it,
right up until my dad died
in 2003.
Being only 15 at the
time, I was too young to
use it – and anyway my
first car would have to be
something practical to
get me to and from my
upcoming panel beating
apprenticeship.
My family sold it – and
it hurt to see it go to
a new owner because
it symbolised all my

childhood memories and
bonding with my dad. I
used to visit my dad's
grave, quietly promising
him that one day I'd find
the Mog and buy it back.
Fast-forward to 2015
– and the family who
owned it actually saw
my post on a Facebook
group appealing for info.
They were touched by
my story and invited me
over. I kept in touch.
Then in 2019 its owner
Derek, a lovely ol’ boy,
let me drive it at a
rally, with my dad’s
brother next to

me in the passenger
seat. The memory still
moves me. Before we
left, Derek shook my
hand and promised me
first refusal on it.
In September 2020,
totally out of the blue,
he offered me back
the Mog. A week later,
I went to Lincolnshire
to sign the V5, grab
the keys,

warmly shake Derek's
hand and climb into the
very cab my dad used
to climb into to drive us
around. Words can never
describe what it’s like to
own the very truck that
holds so many of my
life’s happiest memories.
My dad’s spirit is still
very much alive within
the tin and canvas cab
of this old exGerman
Army

To practical.classics@
bauermedia.co.uk, marked
‘Your Cars’. Make sure your
pictures are hi-res and
that you are
in them.

54 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

‘My mum bought it new and I PDI’d it at the dealership’
1986 Renault 4 David Cunningham, West Midlands
This very car was bought
brand-new by my mum
and I PDI’d it at the Renault
dealer where I worked
at the time. So it’s a real
family heirloom.

Mum owned it for four
years, then sold it to
family friend. Then my wife
needed a car, so we bought
it back – she ran it for three
years then sold it to a guy

in Windsor. Big regrets!
I called him a year later and
ended up buying it back.
I’ve had it for 23 years
now, and it’s a keeper.
Seven years

ago we did a body-off
restoration. It’s now got
everything rustproofed
and looked after – I just
service it.

‘I have owned it for 57 years’
1965 Morris Minor Steve Chater, Cirencester

I bought the Minor in 1967 when it was 18 months-old. I paid £435 for
it plus £17.10s for a heater to be fitted. It’s now done 250,000 miles.
I rebuilt it in 1984, when I brought it up to Deluxe spec, including
fitting bumper overriders and door cards. I’ve had to replace various
bits over the years, but regular servicing and renewing all the usual
consumables have resulted in reliable motoring.
I’ve thoroughly enjoyed my ownership of the Morris and the
pleasure it appears to give other people.

‘I drive this car to
remember my wife’
1955 Ford Popular Eric Polley, Suffolk
I lost my wife Sue,
and this was my
response to the grief
– 45 years married
and this is her, in
car form – I have her
picture on the dash
and it is a constant
loving reminder. It’s
got a 3.9 Rover V8,
specified to my taste

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

and it is really fast;
it used to be a drag
racer running nitrous.
It makes a fantastic
noise and looks
amazing. My family
love it, especially the
kids – grandad’s hot
rod. It’s horrible to
drive but that’s not
the point, is it?

PRACTICAL CLASSICS // JULY 2024 55

YOUR CARS

‘It gets more attention than my BMW E30’
1984 Talbot Horizon Ultra Dale Ackworth, Billingham

So, what exactly is an ‘Ultra’, Dale?
‘Don’t get too excited! Talbot was really
struggling to sell cars in Europe at the
time, so there were various special
editions to jazz up the range. You would
expect it to have some bells and whistles
but all it got was a chin spoiler, wheel
covers and a sunroof. No electric windows
or any luxuries to speak of. It was a bit of
an odd one, although it was pretty keenly
priced at £5295.’
Does yours have a good history?
‘Yes, it’s been well looked after from
new. I’ve owned it for almost two years
and, although I tend to go through a lot
of cars, I am a bit protective of this one.
If I put a photo of it online, people go
mad for it and I get stopped in the street
occasionally by very enthusiastic folks
who like to tell me their Talbot memories.
That doesn’t happen so often with my
BMW E30 3-series Touring!’
What’s it like to own?
‘It’s the less tappety 1.3-litre engine. It’s
quite smooth and has a decent amount
of oomph, while it has a surprisingly
slick and precise five-speed gearbox. So,
it’s actually pretty good on a long run.
The Horizon is also easy to look after,
56 JULY 2024 // PRACTICAL CLASSICS

because it’s simple mechanically – which
is just as well, because parts aren’t very
easy to come by. That goes for trim and
bodywork especially. There are barely any
parts left now.’
Your car obsession started early, right?
‘It certainly did. I remember seeing a
Rover SD1 for the first time and was
immediately fascinated by all the buttons
and switches inside. That’s when my
lifelong love of British Leyland started.
Before long, I was collecting Haynes
manuals and was a regular at the big car
shows, where I’d grab as many brochures
as I could. By the age of 15, I was the

proud owner
of a £300
Nissan Sunny!’
You couldn’t drive it, of course – so
what did you do with it?
‘Sat in it, cleaned it, fiddled about with
the engine! One day, mum walked into
the kitchen and was horrified – I’d taken
the rocker cover off and was cleaning
it in the sink. After that, I bought a Mini
and passed my test in it. Then came a
Rover 827, Capri, Allegro and eventually,
an obsession with BMW and Porsche.
I lose track of what I’ve had but I can’t see
myself selling this Horizon anytime soon.’
practicalclassics.co.uk

‘I drove it back from southern Spain’

1983 MkI Volkswagen Golf GLi Steve McNiven, Thorner, West Yorkshire
While on holiday on
the Costa del Sol
recently, I struck up
a conversation about
cars with a fellow
diner in a restaurant.
In the course of
this, he mentioned
that he had an old
VW Golf that he was
looking to move on
– it had been in an
underground garage
for 20 years!

ABOVE Dale’s little Horizon is a
real conversation-starter.
FAR LEFT The 1294cc motor is
surprisingly smooth and peppy.
LEFT The interior of Dale’s car
is in good health – just as well
because trim parts are scarce.
BELOW There wasn’t really
that much special about the
Ultra special edition.

I asked what he
would like for it.
‘A case of wine will
suffice,’ he said.
I took his number and
messaged him the
next day.
What I found was
a solid MkI 1.6 GLi
convertible. I then
tried to find someone
local with some
tools and a bit of
know-how to help me

resurrect the car so
I could drive it home
to Yorkshire.
Eventually,
a Scottish mechanic
said he’d take on
the job of making
the car fit enough
to get me to the
ferry in Santander in
northern Spain.
After a few days in
the garage, I set off
from Marbella for an

epic overnight trek
to Santander.
I spent 12 dark hours
covering Spain, 32
hours on the ferry
then five dark hours
from Portsmouth up
to Thorner.
I've fitted a new
alternator, radiator,
dash bulbs and
heater control unit.
Next, I’ll straighten
out the panels.

‘I wanted an
early one with
‘fried egg’
headlights’
1999 Porsche Boxster 2.5
Martin Chamberlain, Kent
I had a 1958 Morris Minor
tourer that, while it was
a lovely car for pottering
around country lanes, was
hopeless on a motorway.
So, I sold it for a tidy sum
and went searching for
a 986 Boxster, because I’d
always fancied one.
There are several
ridiculously cheap ones on
eBay but they would more
than likely be a world of
pain, so I bought my car
from a Porsche specialist,
with a comprehensive
service history and –

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believe it or not – a threeyear warranty. I wanted
an early example with
the ‘fried egg’ headlights
because, as with any car,
the early ones are most
sought after. For me, its
unusual colour is a bonus
too – you don’t see many
Arena Red Boxters.

I’m very pleased with
it – it handles like a dream
and is plenty quick enough
for me, despite being the
so-called ‘lowly’ 2.5 (in fact,
it got me my first speeding
fine in decades!). It joins my
little fleet of a 1973 Rover
P5B , two 1970 Maxis and
a 2008 VW T5 camper van.

PRACTICAL CLASSICS // JULY 2024 57

YOUR CARS

‘I’ve donated it
to a car museum’
1985 Rover Montego Countryman
John Sanderson, Cumbria

I found my Montego Countryman
in a back street in Mosta, Malta –
I used to spend a lot of time on the
island, and this was the car I drove
while I was there.
I also have a Rover 75 – not quite
so exciting but it was on its way to a
scrapyard near Kendal. I intercepted
it, paid £200 for it and have been
driving it for the past five years.
I've restored the Montego and
have donated it to a museum
on Malta. I intend to spend my
retirement restoring Rover cars,
which I'll donate for preservation in
museums. That will be my lasting
testament to my love of Rovers.

‘It was loaned to Moss and Hill’
1957 Austin A35 Hobbs Auto Neil Evans, Boston, Lincolnshire
This very special
A35 was bought
new in 1957 by the
Hobbs Automatic
Transmission
Company and fitted
with its prototype
four-speed automatic
gearbox. It was used
as a demonstrator to
try to sell the gearbox
to car manufacturers
and was loaned for a
week to both Stirling
Moss and Graham Hill.
Hobbs went
bankrupt in 1961
and the design never
caught on, so there
are very few cars

fitted with the Hobbs
automatic gearbox.
After the firm
folded, this car
was used by David
Hobbs, the son of
the designer of the
gearbox. He became
a well-known racing
driver particularly in
America and raced a
Lotus Elite fitted with
a Hobbs box – with
great success.
The car was
eventually retired
and David gifted it
to the Austin A30/
A35 Owners' Club
for its preservation.

Then my brother
Gary and I bought
it and restored it
to a presentable
roadworthy condition.
David Hobbs came
over from Florida to
the Classic Motor
Show and met up
with the car after
more than 50 years.
Also there was the
autobox specialist
Cecil Schumacher,
who helped us repair
the gearbox. David
and Cecil knew one
another in the Fifties
– it was a great
reunion.

‘I’ve wanted to own
a Metro ever since
I worked at Cowley’
1984 MG Metro Turbo
Richard Lofthouse, Middlesbrough
I won the pools when I was 18 – the first time
I’d ever done it! Me and my dad split the sixgrand winnings and I spent my £3k on an XR2.
However, I really liked Metros and have
always wanted one like this. I worked at the
body plant at Cowley for three years as
a robot engineer, initially on the Maestros
and Montego line, later moving to the Rover
800 floor. Since that time, I’ve been looking
for the perfect Tickford Maestro or MG Metro
– but then I spotted this stunning Metro. It's
a beautiful example and even appeared in
Practical Classics in 2007, in a group test of
affordable hot hatchbacks.
It jumps out of fourth gear occasionally and
will need a bit of work soon but, otherwise, it
drives faultlessly. It’s enormous fun. Even the
little roof-mounted boost gauge works! Well,
most of the time anyway.

practicalclassics.co.uk

‘You do get some funny looks!’
1997 Fairway FX4 Gordon Harris, Cumbria
You do get some funny looks from folk
up here in Cumbria and North Yorkshire
when you drive over the moors in a
London taxi. I’ve had a few people trying
to flag me down too! I used to drive a
Morris Traveller but my good lady, Anne,
began to suffer with her leg and found
it a bit of a job to use the clutch. This
was the perfect solution because it's an

automatic, and it's also really easy for
both of us to get in and out of.
I bought it 11 years ago from its
previous owner in north London. It’s my
fourth FX4 and has the 2664cc Nissan
engine. It's done 500,000 miles, but is
reliable and easy to maintain.
My other car is an Austin A35 van,
which I bought new in 1961. I’ve driven

that to just about every county in the
United Kingdom over the years, from
Cornwall to the Orkneys. That has about
300,000 miles on the clock but it’s resting
today, because I’ve brought my friends
Steve and Linda out for lunch.
I do all my own maintenance on that
car too, although I’m in my 80s now and
struggle a bit with some jobs. But I’d
rather nobody else messed about with
my cars. I’ve looked after my A35 – and
my wife – all these years. I’m glad to say
they’re both still in excellent condition!

‘My timewarp Mitsi has been invited to lots of events’
1983 Mitsubishi Colt Cordia Turbo Mick Findley, Luton
The car belonged to my old boss and
friend Lionel, whom I still see today. He
bought the car new in 1983, but only
did about 26 miles a week in it.
In 2002 he was unable to drive due
to ill health and the car was left in his
underground car park. Friends would
come and drive it every few months to
keep it turning over.
In 2012, while chatting to him
about the car, he asked me if I was
interested in it. I said yes, and that was
that – the deal was done. I arranged
for a full service and inspection, and
the garage found no rust. It had done
only 27,500 miles, mind you.
In May 2014 Mitsubishi Motors
invited me to the company's
40th anniversary grand tour that
started near its UK headquarters
in Cirencester – and the car won an
award for best-presented hatchback,
presented to me by Mike Brewer. JohnJoe Vollans invited the car to Japfest
in Silverstone when he worked for
Retro Cars and Hagerty invited it to
Radwood in 2022.

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PRACTICAL CLASSICS // JULY 2024 59

YOUR CARS

‘My working fleet – for a day!’
1970 MGB GT and 2003 Land Rover 130
Tony Vincent, Newtownards, Co Down
This a tale of two wedding
classic cars. When my
granddaughter asked if she
could use my Land Rover 130
for her wedding car and the
MGB GT for going from the
church to the reception at HMS
Caroline in Belfast, I naturally
said ‘no problem’. Then I realised
that the combined age of the
vehicles is 74 years! What could
possibly go wrong?
Well, nothing as it turned
out. Both cars polished up
beautifully and performed
their tasks without any undue
fuss. I suppose this makes
them working vehicles again

– at least for one day. They
definitely enjoyed being in the
spotlight and I loved showing
them to a new generation. Both
vehicles ran well and arrived
back home to a sigh of relief!

‘I saved it from nearscrap condition’
1960 VW Beetle Rohan Ranasinghe, Sri Lanka
I have two classics, both of which have been,
or are being, restored under my ownership.
One is this 1960 Beetle that I've left behind in
my native Sri Lanka while I'm living in the UK.
I bought it in near-scrap condition in Sri
Lanka in 2017; and, given the fact that
we're so far apart for much of the time, its
restoration is making slow progress. But
the body is finished at least, repainted in its
original Indigo Blue.
Currently, you can't import classic cars to
Sri Lanka, so there's a finite supply to choose
from when buying. Despite that, only rare
exotica such as MGAs and Karmann Ghias are
worth far more there than here in the UK.

‘It was going to be broken up,
so I just had to have it’
1975 Triumph Spitfire 1500 Terry Randall, Newmarket, Suffolk
This was owned by an AA mechanic
who was trying to sell it – but
nobody was interested, so he was
on the verge of breaking it up.
My friend knew about this and,
knowing I'd be interested, tipped
me off. I took a look at it on eBay,
and decided I had to have it.
60 JULY 2024 // PRACTICAL CLASSICS

Ten years on, I’ve had a lot of
work done on it – my mate Ted has
helped me learn how to service it
and do basic jobs. I fitted electronic
ignition and bullet mirrors. I just
love it – you're so low down it feels
like you’re going fast everywhere.
And it’s such a beautiful design.
practicalclassics.co.uk

DAD'S
CARS
Dad’s classics – YouTubers special
‘My grandad always dreamed
of owning a sporting Jag’
Jaguar XJ-S V12 Idriveaclassic, Steph
Holloway’s grandad’s car
My grandad’s car that
got away! He was a big
man, tall and broad – a
farmer – but he had always
dreamed of owning a Jag.
Eventually he bought an
XJ-S in 1980, but he didn’t
fit in inside. It also had
to go back to the dealer
a lot, so it went after a
few months. It was all
American cars after that!

Sadly Steph's
grandad didn't
fit the Jag.

‘It gave me a real love
for people’s cars’
Austin A40 Furious Driving, Matt Richardson’s dad’s car
My dad had an A40 not unlike the one at the Great British
Car Journey. Easy to fix, brilliant to drive and very, very
good on fuel – it was clever package. So, a top all round
car, with rear-wheel drive, the A40 gave me a real love and
respect for people’s cars… practical classics in fact.

‘Dad was a rep and he
absolutely loved his Ital’
Morris Ital UK Barn Find, Claire Kent’s dad’s car
My dad was a sales rep back in the day, so he drove his
Morris Ital, and that was the car he owned and loved.
I remember being in the back of it being thrown
around. We would be horrified by it today.

‘Grandad
loved his
Allegro,
and I loved
mine, too’
Austin Allegro
UK Barn Find, Elton
Murphy’s grandad’s car
My father and
grandfather used to
go sea fishing and, as
a little child, we would
go round the coast
of Essex in a Mini. Me
in the back with all
the kit. But the car I
loved the best was my
Allegro… which I did
up as a Tesco value
wedding car. I was
inspired by grandad. He
loved his Allegro, too.

62 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

Escort’s road
manners
impressed Ian.

‘You can Drive
Dad’s Car, too…’
Just use you exclusive PC code
Practical15 and get 15 per cent
off any booking before June 20.
It is the UK’s No.1 classic driving
experience with over 40 British
classic cars from the Thirties to
the Nineties that you can take
out for a spin on a purpose-built
circuit. You'll get 15 per cent off
with your exclusive Practical
Classics discount (apply code
above at checkout) booked online
for a drive before June 20, which
also includes entry to the Great
British Car Journey museum, too.

‘Dad’s base model MkI was superb’
Ford Escort MkI Hubnut, Ian Seabrook’s dad’s car
‘My dad had a bog standard Escort MkI
and it was just brilliant. Practical and
fun to drive… easy to fix, too. That is a
significant chunk of my youth right there.

As with all Escorts, in particular the rearwheel drive cars, it was its extremely
competent road manners that endered it
to so many young drivers.

NEXT
ISSUE…

We join your favourite classic
car YouTubers for an exclusive
look at how they work. As a taster,
we asked them to nominate a car
they remember their dad or grandad
driving, chosen from Drive Dad’s
Car vehicles at the the Great
British Car Journey
in Derbyshire.

‘It was a
family car
that was actually cool’
Ford Sierra
Wrenching Wench, Katie Bushell’s Dad’s Car

‘Dad chased Paul
Daniels’s Roller’

I came home from hospital in my dad’s
black Ford Sierra… I can still remember the
number plate, too. It was sort of the car
that got me interested in cars because
despite it being a normal family car, it was
still cool, and dad said that it was great to
drive, too.

Rolls-Royce Silver Shadow Poetic
Transportation, Levi Dance’s dad’s dream car
It’s a car my dad
would be jealous of –
he would have loved
a Rolls. Dad chased
Paul Daniels in a Rolls

once… his number
plate was LEV 1.
He tried to chase him
down as it spelt Levi!
But he didn’t stop.

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The Sierra was
fun and practical
in equal measure!

1972 Austin
Maxi 1750
I saw this Maxi two
days running in
Tenbury Wells in
Worcestershire.
Looks very well used.
Graham Lomax,
Greater Manchester

Citroën Traction Avant
A lovely looking Fifties Traction Avant with startling yellow
wheels, parked up in Little Venice, London.
Tim Harker, London

Honda Civic CRX
This magic little Honda was outside
my friend’s garage in Lancashire.
Adrian Lloyd, Lancashire

Austin Champ
This beauty was parked at the side of
a house in south London. It appears
to be roadworthy and in use.
Paul Symington, Bangor, Co Down

1986 Talbot Samba Style
I spotted this in a car park in Kidderminster. According to
How Many Left, there are just 15 on the road and SORN.
James Broomfield, Worcestershire

SEND SPOT TED pics to danny.hopkins@bauermedia.co.uk. If published, you’ll win a copy of one of PC’s Bookazines
64 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

Seat 600
This Sixties Seat 600 was in Soller,
Mallorca. There was a rougher donor
car parked around the corner.
Jeremy Campbell, Penrith, Cumbria

1982 Land Rover 109 Series III
Fire Appliance
I saw this restored Series III fire engine in the Cotswolds.
It was in pristine condition.
Leo Shelley (13), West Sussex

1991 Peugeot 205
Roland Garros
Convertible
This was in Wivenhoe, Essex. There
aren’t many 205s left – and the
Garros convertible must be the rarest
of all. Iain Wilton, Essex

1933 Rolls-Royce
Phantom II
I passed this near Calne
on my way to work one
morning. It looked amazing!
Rob Drew, Calne, Wiltshire

Reliant
Scimitar GT
SE4
This lovely Scimitar
was in a local side
road in south London,
standing out a mile.
Andy Padmore,
London

1991 Isuzu Trooper SWB
I spotted this Isuzu Trooper parked up in
Cambridge. Still looks sturdy and clean.
Benjamin Thorndyke, Cambridgeshire

1967 Chrysler Valiant VC
I saw this Chrysler Valiant on Angelo Street in South Perth,
Western Australia. It has been fully restored.
Duncan Askquith Ellis, Perth, Australia
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PRACTICAL CLASSICS // JULY 2024 65

THE BIG RESTORATION

O U T

O F

T

Having gone from waterlogged, rat-infested wreck to B-road
66 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

Dug out of a barn
in February 2018,
Alistair’s Clan was
full of rodent nests.

H E

D E E P

king, this plucky little Clan Crusader is a real survivor…

WORDS JAMES WALSHE PICTURES JONATHAN JACOB

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PRACTICAL CLASSICS // JULY 2024 67

THE BIG RESTORATION
Road manners
are impeccable.

Reasonable space
for a squashy bag.

F

ew cars are as underrated as the
Clan Crusader. The creation of former
employees of Lotus, this wedgy little
car is right up there in the list of the
most innovative cars of the Seventies.
Surprised? Many are, as this month’s star
restorer was keen to point out. Alistair Wright also
happens to be recently appointed secretary of the
Clan Owners Club. ‘There are so few of us, as they only
made about 300. But to restore one for the first time
was to find out what they’re really made of.’
The Crusader’s glassfibre monocoque might be
lightweight but it’s astonishingly rigid with strong
reinforced sections, putting certain high end Italian
sports car makers to shame. Running gear from the
Sunbeam Stiletto meant Seventies hacks heaped
universal praise upon the 600kg County Durhambuilt Crusader – especially for its performance and
outstanding road manners. That is, of course, when
they weren’t getting their kipper ties in a twist over
the obvious elephant in the room; the way it looks.
While there was no doubting the expertise of exLotus man Paul Haussaur and former F1 and Indy Car
engineer Brian Luff, many were (and still are) critical of
John Frayling’s styling. ‘It’s an acquired taste’ admits
Alistair. ‘But once you’ve driven a Crusader, you won’t
be talking about the way it looks!’
It's the inherent strength built into the Clan’s shell
that gives the car such supreme handling prowess,
but that also gave Alistair a headache when it came

‘The shell is so stiff,
good quality repairs
were essential’
68 JULY 2024 // PRACTICAL CLASSICS

to the restoration of his. ‘It was quite clear the shell’s
structural wood needed replacement, while it would
be necessary to solve the poor repairs that had been
done after earlier accident damage to the B-post.’

WINTRY CRUSADE

Alistair’s love of the Crusader goes back to his first
sighting of the car. ‘I read about it in a book called
Specialist Sportscars – A Very British Breed after
which it became an itch I had to scratch.’ He began
surfing the net for available projects and eventually
found a white one for sale not far away – it was
parked up in a barn in Cumbria. ‘It was too late to
view it though, as the auction was ending that night.
Encouraged by my wife Emma, I placed a last-minute
bid and stayed up until midnight to witness myself
winning myself my very first Clan Crusader!’
The pickup took place in a snowstorm near Shap,
where Alistair found six other Crusaders. ‘They were
in various states of disrepair, while my purchase was
practicalclassics.co.uk

A 930cc
upgrade
and twin
Strombergs
give Clan
extra
oomph.

Here’s how Alistair did

1

DEC 2018

2

FEB 2019

Engine was removed
without any drama,
but ‘looked like it had been in
a swamp’. Alistair saw it as an
opportunity to strip and upgrade.

Cosy interior is almost
entirely original, as
Alistair wanted it.

Once the filthy cabin had been
steam cleaned, the entire
structure was stripped back to basics.

SEPT 2019
partly dismantled and missing parts; the vendor kindly
dug those out for me before I brought the whole lot
home on a transporter.’ The biggest shock lay in wait
for Alistair when he found signs of life inside the cabin.
‘The car had clearly become a home for rats and was
filled with nests. It was so horrible, I chickened out
and got the whole car professionally steam cleaned!
It needed some serious fumigation!’
Having set about preparing his small residential
garage for the housing of his project, the deep clean
revealed the Clan’s white paint cracking (original
‘Tobacco Leaf’ brown now visible). ‘After getting
a heat gun on it, the white peeled off like chewing
gum. The shell was sound but would need a lot of
repair work’. That’s when Alistair’s ‘secret weapon’
arrived; stepbrother Ashley is a classic car nut,
glassfibre guru and fastidious car painter by trade.
‘He used to work in the body shop at TVR preparing
show cars and is a real hero of this story, as I just
didn’t have the skills to do it all myself.’
This was around the time of the pandemic
lockdown. ‘None of us had very much to do, so it kept
us busy! The shell was stripped and sanded down by
hand as you wouldn’t want to use a machine and the
nose cone was removed – clearly it had been damaged

Shell stripped and
repaired, it was
almost time for
paint. But what
colour? Original car
was brown and had
been painted white
many years ago.
The decision was to
go with a shade as
close to the yellow
paint Clan offered
when new.

3

MARCH 2019

Alistair’s stepbrother Ashley,
an expert in glassfibre bodies,
fits replacement plywood diaphragms.

4

5

JUNE
2020

Engine upgraded
from regular 875cc Imp
spec to a rather more
powerful 930cc with
Sunbeam pistons and twin
Strombergs. Alistair says
it makes the car a lot more
usable on modern roads.

YOUR NEXT SERVICE IS ON US, ALISTAIR
Halfords can now provide parts for most older cars and classics. That is
why we will get oils, filters and brake pads for Alistair’s next service.
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PRACTICAL CLASSICS // JULY 2024 69

An employee of the National
Trust, 46 -year-old Alistair cut
his teeth at the age of 13 on
a tractor. Wife Emma, and
kids Oscar and Teddy
all helped with the
project.

Alistair’s
tiny garage
presented a
challenge.
Great
driving
position
and
suitably
sporty
dials.

as you can imagine, so they had to be stripped and
fitted with newly fabricated steel door beams,
which were made for me by a sheet metal worker.
Putting that all-important strength back into
the car took time but eventually, with sections
of timber replaced and clothed in fresh glassfibre,
Alistair’s attention turned to colour. ‘Ashley is
a self-confessed stickler for originality and was
keen to take it back to tobacco leaf brown but he
was outvoted by the family, who agreed with me
on the shade of ‘Ginello Ginestra’ – the same bright
yellow as a much-loved family Fiat Punto.’

RESEARCH MATTERS

at some point – and the car had reportedly been
spun into a lamp post, hence the damaged to the
B-post’. In rolling up their sleeves, the pair got to
see what this clever little car was made of.
The Clan’s body comprises two main structures
fused together, with the glassfibre concealing
wood reinforcement underneath in areas such
as the A-post, inner sill structure and B-post.
It’s almost unbelievably rigid, says Alistair. ‘When
they came to homologate it for the RAC Rally,
they did the roll cage test, but it didn’t need one.
They filled a skip with water and placed it onto a
Crusader shell, which showed no distortion at all’.
The Clan far exceeded expectations in the frontal
crash tests at MIRA, too – it hit the concrete wall
at 30mph and subsequently drove away.
The Crusader was one of the first cars with
a door impact beam – box section from the hinges,
right the way back. The door seals leaked from
day one, so corrosion came quickly and that led
to all sorts of issues with windows and the door
frame. The doors on mine had lost their strength,
70 JULY 2024 // PRACTICAL CLASSICS

USEFUL
CONTACTS
Clan Club,
clanownersclub.org
Hillman Imp Club,
theimpclub.co.uk
Imp Competition Parts,
07454 618703
Shrigley Engineering,
moulson.co.uk/se

While the body took a great deal of time, Alistair
says it was only half of the project. ‘Every other
item on the car was either broken, corroded or
missing. The whole front suspension had collapsed
– the dampers were rotted through to what felt
like paper. I’d never seen anything like that before.’
He reckoned the process was so much easier with
a dose of research, reasoning that knowing the
history of a car will help to determine its future.
This Crusader turned out to be a standard 1972
model with canvas roof and Cobra Supaslots and
having spent its early years in London getting
plenty of use, it ended up in the Midlands in the
early Eighties where it was restored for the first
time’. Alistair discovered the owner had changed
the colour to white, fitted a new roof and had
the engine rebuilt by Chesman Engineering. ‘That
meant electronic ignition and a Weber carb, but
I was gutted to find that engine had long been
changed by the time I acquired it’. Half a dozen
more owners tried and failed, with numerous
parts going missing in the process. ‘Interior, wiring,
suspension, all pipes, sunroof, engine ancillaries,
fuel tank; it all had to be sourced’.
The engine looked like it had come out of
a swamp, so a full rebuild from 875cc to 930cc
with Sunbeam pistons took place with help from
Imp specialist Andy Jones at Shrigley Engineering,
where it received such modifications as an oil seal
practicalclassics.co.uk

I’ve driven a few
Crusaders before.
Both were a little
tired, but you could
still feel the pedigree
underneath the
cracking paint and
saggy seats. Alistair’s
impeccably restored
example showcases
the Clan’s talents
perfectly – especially
with the upgrades
he has added to the

package. From the
moment you fire up
that charismatic,
rip-snorting little
engine behind to the
moment you fling
the car into the first
bend, the Crusader
feels far more
sophisticated than
you’d ever believe.
With low centre of
gravity, it’s go-kart
sharp in the bends

with exceptional
stability on all but the
lumpiest of Cumbrian
roads. For such
a tiny sports car, it’s
surprisingly roomy,
too – Alistair and
Emma will happily
confirm the
Crusader makes
a very capable and
practical weekend
getaway car. It is
a capable tourer.

on the crank instead of the original rope scroll.
‘This aspect of the restoration turned out to be
a little challenging as we soon discovered the twin
choke Strombergs I’d rebuilt leaked petrol onto
the Janspeed ‘Banana’ manifold.'
In addition, Alistair added electronic ignition, an
upgraded cooling system and competition brakes,
rear hubs and gearshift – all Imp competition
parts – and a new wiring loom. ‘Originally, only one
fuse was fitted in the whole car – for the cigarette
lighter. So, I added a whole lot more when the new
loom was installed!’
Many painful nights were spent dealing with
everything that goes through the central tunnel
of the body. ‘As you can imagine, the engine and
’box are at the back and the battery and fuel tank
are up front. Along with the gear linkage, I had to
ensure all the pipes and wiring fitted and lined up
in an impossibly small space.’
I was up for the challenge though. ‘I grew up
around tractors and having been inspired by
a copy of Popular Classics I picked up in 1990,
which I still have, I bought a £50 tractor fitted
with a 2-litre Triumph engine so at the age of 13,
I learned how to fix it!’
Alistair says the parts-bin nature of the Clan
was helpful in certain respects. ‘As well as all the
Imp parts, it has Capri headlamps, front indicator
lenses from a Ford Escort, Hillman Hunter rear
lights, Mini wipers and heater and a modified Viva

WIN!

The Halfords kit bundle
When you nominate your favourite restorer you
will be entered into a free competition for the
chance to win a whole load of lovely Halfords car
products and goodies worth up to £500. All you
have to do is nominate your favourite restoration
when the process opens in early 2025.

Sophisticated
Clan has true
talent on the road.

Restorer of the Year 2025
Restorer of the Year celebrates the shed heroes who,
every year, produce extraordinary work breathing life
back into basket cases and bringing classics that are going
nowhere back to the road. With our sponsors Halfords, we’ll
scour the land to bring you the very best, then you get to
nominate your favourites (and get entered into the Halfords
prize draw). Then we will visit and video the top five nominees
so that you can meet the eventual winner at the PC Classic Car
and Restoration show at the NEC next March.

HALFORDS
EXPERT
CHRIS
MILLAN SAYS

‘Nigel Moss's
fascinating TR4 revival
is a great example
of how to restore an
imported car, including
a left- to right-hand
drive swap. Making a
tiny TR4 for the kids
was also a stroke
of genius. And this
Clan resoration can
be filed under that
title, too. A perfect
rebirth of a really rare
car, which involved
lateral thinking,
detailed upgrades
and glassfibre.
Unbelievably tricky!’

window winder mechanism’. Inside, Alistair’s Clan is
almost entirely original, as he wanted to preserve
as much as he could – except for the seats. ‘
A local upholsterer took the sad rat-eaten seats
and completely revived them, while an enthusiast
in France handmade a replacement Britax roof to
the original factory spec, which I was able to then
fit. It amazes me when you realise these clever,
highly skilled people are still out there.’
At the heart of it all, existing owners were
the key to Alistair’s success. ‘I was new to Clans
and Imps, but I had so much help and support in
terms of people giving their time and advice as
well as going out of their way to find parts and
help.’ He says owners went out of their way to
share their experiences. ‘I must thank Jon Lloyd,
James Spencer and Jim McEwan at the Clan Club
– plus the incredible Bob Allen from the Imp Club.’
Despite the Clan’s diminutive size, Alistair says
a whole lot of creative thinking was needed, while
extra room would have been welcome. ‘Working
in my small garage was challenging – it’s a rather
tight space! Also, there is no Haynes manual for
a Clan Crusader. You can only get so far with an
Imp handbook!’ ■

YOUR NEXT SERVICE IS ON US, ALISTAIR
Halfords can now provide parts for most older cars and classics. That is
why we'll get oils, filters and brake pads for Alistair’s next service.
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PRACTICAL CLASSICS // JULY 2024 71

LIKING WHAT YOU SEE?

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READER’S STORY

‘I restored little
and large TR4s’
When Nigel Moss finished his project Triumph,
he built another for his grandchildren
INTERVIEW AND PHOTOS JAMES WALSHE

M

y Triumph TR4 is a US-spec
model that found its first buyer
in California in 1962 and stayed
there until I bought it in 1999.
I’d contacted a company that offered to
find good cars from the US and ship them
anywhere in the world, so I gave them a
budget and off they went!
Eight weeks later, this car arrived at the
docks in London and was trailered back to
my home. I bought it sight unseen but I’d
been given a very accurate description by
the company, and I knew what I was getting,
which was a running TR4 with bad paintwork
and a shredded interior. I was still asking
myself the question: ‘What have I done?!’
I drove it off the trailer and straight into
my little single garage, where a rolling
restoration began. I stripped it down over
the next 12 months – with the priority being
to relocate the steering wheel. I immediately
carried out a conversion to right-hand drive,
which involved measuring everything up and
cutting the bulkhead in all the right places
for the column and pedal box, then plating
the original holes back up. I wasn’t hiding the
fact it started as a left-hand-drive car; I just
wanted to do the job properly.
The engine bay itself was painted black,
so I took it back to red while the engine was
out. I cleaned up the metalwork, primed
it and painted the whole engine bay in
cellulose. It was okay, but I soon realised
I was no painter! I decided to put the
bodywork on the back burner for a while and
began rebuilding the rest of the car.
I was working in engineering at the
time and was able to cheekily tap into my
employer’s equipment and expertise. It was
easy to get things machined or cleaned,
which really helped move things along.
I skimmed the cylinder head and took
the engine block into work, where I had it

cleaned in a pickling tank before bringing it
back to my garage, where I rebuilt it.
Meanwhile, registering the car in the UK
was a bit of a tedious process but, having
queued up behind dozens of other people at
the DVLA’s Manchester office, I managed to
get there in the end.
Once all the mechanical parts were up
and running, with refurbished suspension
and brakes, I drove it regularly in the years
that followed, completing more jobs one at
a time. There was always plenty to do!
I gradually worked my way around the car –
including the interior, which was quite bad.
It had the wrong seats and the rest of it
had been badly damaged by the Californian
sunshine. Nothing is hard to find, when you
have such great club and specialist support
– it's why the TR is such a practical classic.

Used and enjoyed

I was chuffed at how the car was turning
out, but the time had come to address the
paintwork. I sent the car away because I’d
never get the bodywork to a great standard
if I tried it myself. It was done in two-pack
and has lasted 20 years or so. It's by no
means perfect, but then I never wanted a
concours car; I wanted a car to enjoy with my
family and to use as a daily driver.
My little girl used to sit in the back on long
trips until she got too tall, which is when I
bought a Herald. That was replaced by a V8engined TR7 (which spent most of its time
going sideways) and later a Dolomite.
My wife Rosemary has been very tolerant
of the TR4, although it does sometimes play
up. We’ve had some great times together in
it, with my granddaughter enjoying driving
her own pedal-car version. I bought that in
2019 and refurbished it. The miniature TR4
gets a lot of attention at shows. Often more
than the full size version, actually. ■

YOUR NEXT SERVICE IS ON US, NIGEL
Halfords can now provide parts for most older cars and classics. That’s
why we will get oils, filters and brake shoes for Nigel’s next service.

74 JULY 2024 // PRACTICAL CLASSICS

Although a runner, Nigel’s
Californian TR4 needed
restoration when he bought
it in 1999 from a company
specialising in importing cars
from the US. It took eight
weeks to arrive in the UK,
and then Nigel eagerly got
stuck in.

Mini TR4!
Nigel found some old photos
of himself as a child riding a
Tri-ang pedal car, so decided
to find one on eBay in 2019.
It was in a terrible state and
needed a lot of work – but
it was worth it. ‘It’s for the
grandchildren, but it always
draws a crowd at car shows!’

Engine
The car was a runner but,
once it was back in his garage,
Nigel removed the engine so
he could convert it to righthand drive. He stripped the
engine and took numerous
parts to his workplace for
machining and deep cleaning.

Cabin
The interior was in poor
condition, thanks to age, wear
and sun damage. Nigel found
a local company who supplied
leather hides and bought all
the foam he needed from
TR Bitz so he could to do the
seats and door cards. They’re
truly superb quality.

Practical
Classics Restorer
of the Year 2025

Practical classic!
Named after brothers William, Walter and Arthur Lines
who founded the company, Tri-ang (three ‘Lines’ make a
triangle, see!) was in business between 1919 and 1971 and
by 1923 boasted the largest toy factory in the world. While
the firm manufactured pedal cars in all shapes and sizes,
it was best known for model railways.
To subscribe to PC go to greatmagazines.co.uk/practicalclassics

Nigel is entered into the 2025
Restorer of the Year
competition. You can vote for
your favourite in a future
issue of Practical
Classics magazine.

TIME
TAKEN

EST.
COST

(YRS)

(£)

5

14k

BEST ADVICE
‘If you find yourself frustrated,
walk away from the car, take
some time to breathe and go
back to it later.’

PRACTICAL CLASSICS // JULY 2024 75

READER

ADVENTURES

You went
where?!
Five cars, five inspirational trips,
ten horizon-busting pages
WORDS AND PICTURES PC’S AMAZING READERS

ll you need is the inspiration and a few
bravery pills, and you could be building
some unforgettable life experiences for
you and your classic.
Well, over the course of these ten
pages, you’re certain to be inspired
from reading about the astonishing, life-affirming
adventures undertaken by your fellow PC readers.
That classic in your workshop or on your drive is
your ticket, ready to whisk you to where you want to
go. Summer’s here – so get planning. And remember,
science has shown that any trip in a classic is 89 per
cent more enjoyable than one taken in a modern car.*
*We made this bit up, but it’s still true.
PRACTICAL CLASSICS // JULY 2024 77

READER ADVENTURES

FROM NEW YORK
TO LA IN A 1932
AUSTIN SEVEN
David and Karen Witton, Ipswich

Between September and November 2023, my wife
Karen and I drove Molly, our 1932 Austin Seven,
from New York to Los Angeles via Niagara Falls,
Chicago, and Route 66. The car was shipped to
Newark, New Jersey and shipped home from Long
Beach, California at the end of the trip. It was just
the two of us – no support truck or assistance in
tow. Our only breakdown was a puncture.
The car was well prepared: I’d previously rebuilt
the engine from top to bottom with a Phoenix
crankshaft and had already run it in for about 1000
miles. The gearbox was a three-speed, but with
a higher-ratio ‘Andes’ second gear for long climbs
over the mountains. I’d also fitted a modern HardySpicer propshaft instead of the original noisy, high
maintenance ‘pot and peg’ design.
I rebuilt the rear axle with new crownwheel
and pinion, halfshafts and hubs, and completely
overhauled the brakes and suspension. New tyres
and tubes were fitted after the wheels had been
checked and rebuilt as necessary. The car was
rewired with LED flashers, including four-way
flashing hazards. I fitted a 6v/12v inverter with
USB and accessory socket so that we could use
a satnav and phone charger.
I packed spare parts and tools to cover most
roadside eventualities. The most valuable piece
of kit was the American Garmin GPS. This was
worth its weight in gold, especially for finding

Seven makes its
Manhattan transfer
via the Holland Tunnel.

petrol stations! The only spare I used was a new
inner tube when we had a flat tyre in St Louis.
The spares and some tools were stored in the
recesses under the rear seat, which I’d removed to
reduce weight. I replaced it with a panel secured
by 5mm countersunk Allen screws. A lockable
panel under the driver’s seat also held some tools.
Luggage for the two of us consisted of a small
airline-size cabin bag, a soft-grip bag and a carrier
bag containing various bits and pieces.
Despite some warnings to the contrary, driving
a vintage car in the US was easy. Driving manners
are better than in the UK and, of course, the car
attracted a lot of attention (and forgiveness when
we sometimes found ourselves inadvertently in
the wrong lane of an eight-lane freeway!).

THE BIG HIGHLIGHTS

There were many highlights: driving through
Manhattan to reach traffic madness in Times
Square; or the great cloud of spray that told us
we were approaching the falls at Niagara, and the
Chicago skyline as we approached the great city.
By this time, we had already covered 1022 miles.
We’d never been to a drive-in movie before and
so a visit to the one in Carthage, Missouri was
a must. These are becoming rarer in the US – there
78 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

Making waves at
Niagara Falls.

Epic skyline on the run into Chicago
– starting point of Route 66.

Taking centre stage
on Broadway.

A stop back in time
on the Mother Road.

were more than 3000 in the Fifties and Sixties,
and now there are fewer than 300. Americans
treat this an outing for all the family with cars
and pick-up trucks parked with tailboards down,
allowing room for picnics and sleeping bags for
the children. Surely this had to be the first time an
Austin Seven had ever been to a drive-in movie?
That one and only puncture happened in St
Louis – hardly surprising, because we’d been over
some of the worst roads in the US. It was also one
of the rare occasions when the weather turned
violent overnight while Molly and her crew holed
up in the hotel for an extra night.
Oklahoma City centre was surprisingly devoid
of traffic, and it seemed eerily quiet until the
outskirts. This was where we encountered the
only other thunderstorm on the entire route but,
again, we stayed an extra night while the car was
safe in the basement. The weather was otherwise
glorious, and our entire journey was conducted in
T-shirts and shorts.
Although much of Route 66 still exists between
Chicago to Santa Monica, it’s rough in places and
downright impassable in others. Towards California
it is entirely replaced by the Interstate. We avoided
the interstate as much as possible, which often
meant significant diversions on to smaller and
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PRACTICAL CLASSICS // JULY 2024 79

READER ADVENTURES

‘Satnav says there’s a slight
left-hander in 27 miles…’

Soaking up the atmosphere
on the Vegas Strip.

Seven heaven: the
remarkable little
Austin has done it!

more pleasant roads. Many roads were arrowstraight for mile after mile, sometimes through
desert scenery with no habitation and hardly any
vehicles. Petrol was usually 87- or 91-octane that
Molly was quite happy with until higher altitudes –
such as Santa Fe, which sits at more than 7000ft.
Although we carried a spare can, the Garmin GPS
provided reassurance of the location of petrol
supplies along the many lonelier stretches.
Winslow would be just another Arizona town if
it weren’t for the Eagles. The classic Take it Easy
features the line: ‘Well, I’m a-standin’ on a corner in
Winslow, Arizona…’ The song seemed to be playing
everywhere. A unique feature was La Posada,
a beautiful hotel built right next to the railroad.
We’d arranged to meet friends in Las Vegas,
so we just had to take the opportunity to drive
down the Strip. This naturally attracted a lot of
attention, although it was slightly chaotic, what
80 JULY 2024 // PRACTICAL CLASSICS

‘Driving down the
Strip naturally
attracted attention’

with traffic and road
closures due to the
imminent F1 race.
It’s difficult to single
out highlights, but
staying in wigwam
motels in Holbrook
and Pasadena are up
there. And then there’s the exhilaration we felt on
reaching Santa Monica Pier on the Pacific coast.
The official end point of Route 66 has been moved
around over the years: the Pier ‘end’ is apparently
more for the tourists, while the current official end
is at Mel’s Diner on the nearby Olympic Boulevard.
Molly’s final drive was to Long Beach for
shipment back to the UK. She had covered just
over 4300 miles in 10 weeks, crossing 14 states
and four time zones with nothing more than
a puncture to contend with. What a car!
practicalclassics.co.uk

TO ITALY IN A
GOLF CABRIOLET
Chris and Joanne Millan, London

I was looking for the perfect car for the European
road trip that I’d promised myself after suffering
the trauma of having my beloved old Beetle
stolen. I was in mourning for four years!
Unfortunately, this ambition was scuppered by a
badly timed pandemic. Once the world returned to
normal, I resumed the search for the ideal classic.
I’d always bought classics from the heart in the
past and never with an agenda, so this was all
new. I set about scouring the internet, poring over
ads and looking for inspiration, but the task ahead
was already picking the car for me – it had to be
a VW, had to be a convertible, had to be reliable.
Golf, then – and an auto. Despite some people
thinking that automatics are trouble, there’s less
to go wrong than in a manual – no clutch to go, no
synchro to lose, no linkages to break.
And there it was, an ’84 Golf MkI Cabriolet. Golf
MkIs have always featured prominently in my list
of previously owned classics (I’ve had about six
of them, I think). They’re great fun, they drive like
a modern car, they’re good at long distances and
I know my way around them. I made the call and
arranged to go and take a look. I was told that the
previous owner was, reassuringly, an AA man – and
it did indeed look like all the important bits had
been done. Great-looking car too. We did the deal
and I drove it home.
Before we left for the continent I checked
everything I could possibly think of that could
potentially break. So I inspected the brakes, wheel
bearings and all the suspension components, as
a result of which I fitted new dampers. I did a little
bit of bodywork to smarten it up – I wanted it
looking like a classic, proper Golf. It needed a new
hood, which thankfully came with it (honestly, this
isn’t a job that you want to do too often).
Even when inspecting the car before agreeing
to buy it, I knew I had to lower it. Its original
suspension was very high – it just looked wrong.
It felt wrong too – when cornering, it swayed
everywhere. I dropped it by 60mm on the front and

ABOVE Looking pretty
damn cool with the
Italian sun beaming
down on it.
BELOW Chris gives it
a proper good look-over
before the off.

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40mm on the back, just to get it level. If you were
looking at the car for the first time, you wouldn't
necessarily even notice it had been lowered.
But I’m happy – to me, it looks correct now. I fitted
a set of good tyres to the original steel wheels –
with nice, thick tyres, you really don’t notice the
lack of suspension travel.
I started to work on the engine. I changed all
the ignition components and converted to the
32/34 Weber carburettor. The Golf would have
come originally with a Pierburg carb, but they’re
renowned for being difficult to adjust.
I think it sounds pretty good too. I used a
plenum that fits straight on to it, so I've still got
a cold air feed. I found that the rubber boot that
connects the induction pipe on the GTI fitted
nicely on the plenum, so I bought one of these
online. It’s an original GTI one and it fits perfectly
to the plenum, so the whole induction kit looks
like it was fitted at the factory.
A couple of 100-mile shakedown runs to the
coast gave me a bit of confidence in my new
purchase, albeit that one of these trips ended
on the back of a breakdown truck (as a result of
a badly set-up manual choke that caused the
carburettor to flood). Better to find out then than
halfway across France, right?
My partner Joanne was very supportive and had
a surprisingly high level of misplaced confidence in
my capability to get us through this. ‘C’mon – you
see it done all of the time on car programmes,’
she said. Yeah, except we haven’t got a six-figure
budget and 30-strong backup crew, dear.
A route was planned: Calais to Annecy, Annecy
to Florence and then a big run down to Rome,
Naples and on to Sorrento. I figured we were
looking at just under 3000 miles and five hotels.
The weeks leading up were spent booking said
hotels, collecting essentials (first-aid kit, warning
triangle, spare bulbs), and putting together
a travel toolkit that included a fan belt, spare
hoses, jubilee clips, ignition bits, loose wire and, of
course, a roll of duct tape. It was all packed neatly
into a box in the corner of the boot, hopefully
never to be looked at again.
PRACTICAL CLASSICS // JULY 2024 81

READER ADVENTURES

ABOVE The view that
puts the ‘Oh!’ into
Sorrento.
LEFT Motor was the
epitome of reliability
throughout the whole
trip.

Departure day meant an early start to catch the
5.30am LeShuttle train from Folkestone. On the
autoroute the little Volkswagen seemed happiest
at about 75mph, purring like a kitten as it cruised
serenely through France.
We stopped for fuel about 200 miles into France,
at which point we worked out we were getting
about 320 miles to a full tank. While stopped, we
decided to drop the roof. This was what it was all
about! The dream was becoming a reality and felt
like everything I had hoped for.
The drive to Annecy was a delight, and we rolled
into the hotel’s secure car park at about 4pm.
As we walked towards reception I glanced back
(like you do), and noticed a few black spots on
the floor. A quick oil check confirmed my fears – it
barely even registered on the dipstick. I played it
cool, not wanting to worry Joanne unnecessarily.

SLIPPERY DISASTER?

Next day, I bought five litres of engine oil and
refilled before heading for our next destination –
Florence in Italy. The scenery was spectacular as
we drove through the Alps, briefly glimpsing the
ski resort of Chamonix and all the while gazing
open-mouthed at the panoramic mountain views
all around– including the snow-crested Mont
Blanc. Inbetween all this world-class sightseeing,
I checked the oil regularly too.
Before long I was parting with €54 and driving
the seven miles through the Mont Blanc tunnel
to eventually emerge in Italy. The sense of
achievement at this point was immense – I was
starting to believe we could pull this off.
Strangely, I’d noticed that once the oil fell to
a certain level it seemed to stop leaking. I took
82 JULY 2024 // PRACTICAL CLASSICS

the opportunity to investigate further when we
reached Florence – and found that the sump and
exhaust had taken a whack on a speed bump (so
much for lowering…), resulting in a dislodged sump
and a missing exhaust spring clamp. That also
explained the slightly noisier engine note I’d been
aware of. I reseated and retightened everything.
After a sightseeing day in Florence, the next
big challenge was looming – six hours and nearly
400 miles to Sorrento. The sun was out, the roof
was down, and we were cruising along listening
to Italian pop. Along the way, the amount of
appreciation for the little Golf seemed endless –
waves and smiles, thumbs-up or just subtle nods.
That’s the thing with a classic – people are happy
to share that appreciation with you.
The road into Sorrento was spectacular, so we
frequently stopped and stared. By far, these were
the best roads of the trip (albeit just a little bit
scary, mind you). The
twisty, tight mountain
bends really tested the
Golf’s handling.
We spent five days
there, saw some
beautiful places, sat
in harbours, walked on
beaches, visited Capri,
learned new words and
had a fair few laughs
along the way – and all a painless drive from
Kent. The little Golf had soldiered through 2738
miles, visited three countries (twice), powered
over mountains, tamed tight Italian roads, cruised
the Ligurian coastline, battled monsoons and,
no doubt, made quite a few people smile along
the way. And all without missing a beat. It's just
a simple four-cylinder engine, but there is an
unmistakable sound to a Golf, especially an early
one – even at speed.
Our road trip included a couple of day-long, 600mile runs along the way, and we both emerged
feeling fresh afterwards. It’s more comfortable
than my new Audi A3, that’s for sure.
So, did I pick the right car? Absolutely, I did.
Would I do it again? In a heartbeat. In fact, we’re
planning to do Monte Carlo and back next year.

‘Along the way,
the appreciation
for the little Golf
seemed endless’

practicalclassics.co.uk

MGB’s GRAND
TOUR OF FRANCE
Adrian and Joanne Jewitt

Last July, my wife Jo and I decided to take our
1971 MGB to Toulon on the French Riviera for the
summer. However, the drive to the Med would be
the equivalent of a normal year’s mileage, so it
had the potential to be risky. I’d serviced the car
in March 2023 but, by the time July came around,
I hadn’t driven it for four months. That would turn
out to be a mistake.
Our plan was to drive about 250 miles a day for
four days along the N-roads, sightseeing along the
way, with no accommodation booked – reliving the
French touring holidays of our youth.
On our first night, we were staying with a friend
in Lille. The car had been driving well but, as we
neared Lille, I heard a loud rattling noise coming
from the automatic gearbox every time we pulled
away from roundabouts and junctions. Convinced
it was a lack of gear oil, I bought a litre to top up.
Next day, no sign of leaks – so off we go.
We stopped for lunch at Laon, and afterwards
continued on straight, tree-lined country roads
through southern Champagne. I mentioned to Jo
that there was a resonance through the car at
3000rpm and maybe the ill-fitting new hood was
wobbling. ‘Something to keep an eye on,’ I said.
We reached Langres after a long day's drive, and
relaxed with a glass of the local fizz, and the best
meal we’d eaten in months. Next morning, at a tiny
village in the middle of nowhere, I parked alongside
a 2CV. This so excited the locals, a lady from the
Mairie took a photo of the two cars.
On the last day of the big drive, we drove south
from Lyon along the N7 in nose-to-tail traffic. The

BELOW A visiting
classic makes friends
with a local one.
BOTTOM Lined up to
take part in a charity
‘telethon’.

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rear-view mirror was vibrating so much that the
daytime running lights of following cars looked
like hoops – something to fix in Toulon, then.
Leaving Orange, the car began to lose power
pulling away from junctions, making alarming,
clunking transmission noises. ‘Can’t do anything
about it now; just limp to Toulon, and take it to the
local garage.’ Then a HUGE bang stopped the car
in its tracks, with the UJ hanging off the diff.
We had to be towed away. But when I told the
RAC over the phone that we had no return ticket
booked, they refused to cover our towing costs.
I thought I had 90 days’ cover; they said ‘non’ after
five days. So, €600 later, we travelled the last 80
miles to Toulon in a crew cab.
To avoid customs charges I had to find and buy a
new propshaft with all the fittings in France – a lot
of hassle. Luckily, the local MG Motors team were
able to fit the propshaft before they all went on
holiday the following week. The garage is at the
bottom of the hill where we live, so Jo was able to
coast all the way down to them early one morning,

PRACTICAL CLASSICS // JULY 2024 83

READER ADVENTURES
worthy of England, we paraded for 30 minutes
with our one wiper, among other old British cars
driven by French pals. With partial vision, it was
almost too exciting.
Just before Christmas, the club took part in
a telethon. We lined a local seaside promenade,
and passers-by could buy a ride along the prom
for a €5 donation. This event was covered by the
French classic car weekly, Vie de L’Auto, and the
MG appeared in the January issue.
From July to December, DOT became our daily
driver. Until October we only drove with the top
down, and it really benefited from being used
frequently, with constant maintenance.

RETURN FIXTURE

with me running behind to provide a helping push
on the flatter bits. Needs must, right?
A shout out here to the Club Des Anciennes
Automobiles du Var (CAAV), who helped me
out. I had already contacted them before the
breakdown, and they gave me names of parts
suppliers and local garages – and moral support.
In France, they run boring old cars for ever. I saw
a huge selection of non-classic, 30-40-year-old
cars in various states of patina/delapidation that
were still being used. The French loved our little
orange car, the Emm Jay, and it started lots of
conversations with the locals.
However, owning and running cars such as
the MG (officially ‘voitures de collection’) is a rich
person’s hobby, unlike in the UK. The CAAV meets
every month at a local market town, featuring
a Jensen Interceptor, Jaguar Mk2, various MGAs
and MGBs, TRs, a Singer, Minis, big Healeys, as
well as a Mercedes, Studebaker and Cadillac.
But only DOT was right-hand drive and that won
us a certain kudos as ‘les Anglais’.
We had a couple of mishaps. Overnight someone
vandalised the soft top, and sat in the car playing
with the manual controls. I’d fitted a battery
isolator, so at least the car couldn’t be started,
but I had to find a boat and car trimmer to repair
the window. When I arrived, he was working on
the seats of a TR-something. Professional pride
forced him to check the MG, and he said I’d done a
good job of restoring the original-spec interior and
seats. Another day, in a beach car park, someone
stole one of the wiper blades. Like, why? It took
weeks to get a replacement, and we’d really need
it meanwhile.
It took weeks to get a replacement – and it does
rain occasionally on the Med coast. On one twoday trip, we took the MG to the Gorge du Verdon,
Europe’s answer to the Grand Canyon. It was
wet – really wet. I’d never before driven through a
cyclone in a 50-year-old car with only one working
wiper, over 3300-feet passes and along a 30-mile
canyon. Quite an experience.
The next wet trip was to the Paul Ricard circuit,
our first track event. In November, through rain
84 JULY 2024 // PRACTICAL CLASSICS

Above: Knights in
shining armour – MG
Motors in Toulon.
Below: Jo in the
amazing (but wet…)
Gorge du Verdon in
Provence.

Our return journey through France in December
was a triumph: 800 miles in two days, no issues,
no oil or water used, 34 mpg. We set out early on a
Sunday morning, headed north on the autoroutes,
and a steady 60-65mph got DOT to the ferry an
hour earlier than planned. At this point I relaxed,
knowing the car would get home whatever. After
an uneventful trip around the M25, DOT was safely
tucked in the garage, just as night fell.
So, our adventure covered 3000 miles, one
major breakdown (who’s ever heard of a broken
propshaft?), five months in the sun, autoroutes,
forests and mountain roads, but we never did
drive the Corniche de L’Esterel in Grace Kelly’s tyre
tracks. Perhaps just as well.
As Peter Mayle discovered in the Nineties, living
for a Year in Provence is very different to taking
a holiday there. We got an insight into what makes
the French tick, and the cultural differences
between Paris and the south of France.

practicalclassics.co.uk

Many more road trips
to come for Nick and
his prized Jag.

ROVER
MARAUDER
TO ANTIBES

Amy Whitewick and partner Nick, Somerset
I met my partner Nick just a bit more than a year
ago and started helping him on his vintage Rovers,
learning little by little – and reading your magazine
to support my learning.
In those early days, I’d lift a bonnet and be able
to identify that it was an engine I was looking at.
It’s fair to say I’ve come on a bit since then – now,
I enjoy taking bits apart, cleaning and repairing
them with Nick’s guidance. Starter motors, fuel
pumps, brake cylinders, distributors. – count me in!
Brake bleeding is my favourite job.
After many winter months of working together
on his 1951 Rover Marauder Roadster, we set off
on a two-day trip from the south of the UK all the
way to Antibes in the south of France.

XJ40 ROUND THE
ISLE OF WIGHT
Nick Phillips, Saundersfoot, Pembrokeshire

As an avid reader of your magazine, I love reading
about you and team going off on your road trips.
This is something I've wanted to do myself for
some time – and recently, I managed to do it.
My wife and I are frequent visitors to the Isle Of
Wight. The roads there are wonderful for driving
on and the scenery is spectacular, particularly
Military Road on the south-west of the island.
We’d been invited to join our friends for a long
weekend. As designated driver, I said I’d only do it
if I could take my 1993 Jaguar XJ40 3.2S. Everyone
was as enthusiastic about the idea as I was.
The Jag performed faultlessly, covering 620
miles in four days. On the motorway, it purred
along at 70mph with plenty of oomph when
required, despite having four adults and a bootful
of luggage. More surprising was the fact that it
averaged 26mpg on a route that included cruising
on motorways, spirited driving on cross-country
roads and more gentle cruising on the island.
On the way back home, I drove over 200 miles
without a break and we all got out at the end
of the journey without any sign of discomfort
whatsoever. That tells you everything about the
ride comfort the XJ offers.
Now that I've broken my road-trip duck, I'm
planning the next one. Our friends will join us –
and we’ll definitely be taking the Jag again.

All smiles from Nick
(right), but the Rover’s
Marauding came to an
abrupt end (above).

‘That tells you
everything about
the ride comfort
the XJ offers’
To subscribe to PC go to greatmagazines.co.uk/practicalclassics

It was my first time on a ferry, and the longest
road trip I had ever been on; but not everything
went quite to plan.
Our ‘adventures’ included: breaking down after
coming off of the ferry into France and being
pushed off road by members of the McLaren F1
team; attempting to drive down a mountainside
in the dark with dim headlamps, having to use
Google Maps and shouting out grades of corners
in numbers of hairpin-ness from one to four; being
terrified of the French motorway driving style;
cruising past vineyards; suffering three cracked
exhaust valve springs; and having to pack 46kg of
tools to come home by aircraft.
We’re still waiting for the car to be recovered
back home. And I’ve just about recovered, too. ■
PRACTICAL CLASSICS // JULY 2024 85

OPINION

‘The Seventies are still
part of our daily lives’
Time has certainly moved on as far as Nick is concerned

S

usan Stranks is 85-years-old. Whaaat?
Or you may ask, who? I’ve just discovered
that it’s half a century since the
legendary lady left Magpie, basically
an earthier version of Blue Peter, having been
a presenter since 1968, dare I say causing blood
rushes to many a teenage boy? I was a regular
viewer! So why am I mentioning this? Well, it seems
that to many of us, who spend a lot of our time
with classics, reading magazines about them and
watching YouTube videos, the Seventies are still
part of our daily lives. And we forget half a century
has elapsed!
Somewhere in my subconscious must be
a parallel universe in with Thames Television still
cranking out Magpie starring a young Susan from
its Teddington Lock studios, with Austin Allegros
in the car park and that Mick Robertson with his
extraordinary hair? Music from the decade is
constantly on countless radio stations, we can
buy the fashions online and even drive around in
an Allegro, a car surely no-one in 1974 thought in

‘Original spec cars
are the nearest
thing that we have
to a time machine’

A shocking thought that
the oldest Austin Allegros
are 51-years-old.

a million years would become a much-loved tribute
to British quirkiness.
Who would have thought that a happy example
would be more than capable of coping with 2024
traffic when a substantial number of people would
dedicate themselves to keeping these cars on
the road. No need to order a book… a few strokes
of your keyboard and you can enjoy everything
Allegro, from road tests to vintage commercials.
We can expand the search to British Leyland, and
oh, where did the evening go?

Nostalgia hit

We do love our original street scene photographs,
and yes, we can go back to 1974 to see almost
new Allegros parked outside horrific concrete
edifices housing branches of The Golden Egg and
Brentford Nylons, alongside Ford Cortinas, lots
of BMC Farinas and rusty ten-year-old Vauxhall
Victors. Things were different then. Buses often
had conductors, many a senior would serenade
you with tales of experiences, on occasions even
86 JULY 2024 // PRACTICAL CLASSICS

Nick Larkin has
appeared in many
classic car (and a few
bus) publications since
1989. He joined PC in
1996, and remains
a regular contributor.

World War One and everything from offices to
trendy nightspots and Allegro interiors were
blurred by a haze of cigarette smoke. A smart
phone was merely a landline receiver that had to
be ordered from and fitted by the nationalised
telephone service. We had it tough.
The Eighties may well be many people’s
favourite decade as far as nostalgia is concerned,
but it is a bit of a shock that we are celebrating
the 40th anniversary of the Austin Montego and
err, Lada Samara. That’s no adverse comments
about the cars – merely the fact that it’s now four
decades on since our gaze first fell upon them.
And reaching 30 in 2024? Oh no, the Range Rover
P38. And the Kia Picanto is 20!
Time has rumbled on. I’ve had my 1960 Austin
Cambridge for 40 years, the newest Morris Minors,
unless you count the example famously built from
parts in 1974 (so that’s now 50!) celebrate their
53rd birthday this year and I bet many will get
cards. The youngest traditional ‘classic’ Mini will
be 24, and the Austin Seven 85. Many classics
have a small proportion of survivors, but some
have still made it through the years, often thanks
to a wonderful survival story. Original spec cars
are the nearest we have to a time machine, and
irreplaceable pieces of social history. The fact we
can still savour a 50-year-old today is thanks to
many a preservationist and skilled restorer. Or just
people who never got round to scrapping them.
Did you know the lovely Susan Stranks was
a child actress, appearing as in The Blue Lagoon,
a 1949 film? Now that era was a long time ago, and
never gets mentioned much. ■
practicalclassics.co.uk

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OPINION

‘The magazine is a club’s
key communication tool’
John explains his new role in the editor’s chair…
466 Sept/O

ct 2023.q

C

ars clubs are so last century, reckon
some. Why get bogged down in
membership fees and all that committee
stuff when you could just have
a Facebook group for free? Many reasons, of
course, and one of the main ones is that a classic
car club usually publishes a regular magazine.
For many members, especially those not
wedded to an online world to the exclusion of
all other modes of communication, the club
magazine is a vital window into the world of
the club, its members and its cars. And you
can keep a magazine. You can't so easily
keep a Facebook page, and as for finding
a Facebook post from a week ago, good luck
with that. Facebook has its uses, of course.
And a club can often use email for urgent
news of events, cars and parts for sale and
other timely matters. But the magazine is
a club's key communication tool, and it gives
members a little buzz of excitement when it
drops through the letterbox.
Last June I rapidly needed to embrace
all of this as I became the editor of the
Singer Owners' Club magazine, called – with
straightforward clarity – Singer Owner. Previous
editor Gifford Wright had been doing the job
magnificently for 45 years, starting just before
I joined the club, and was showing signs of not

xp_Singer

Jn_Feb all

2016.qxp

03/09/202

3 14:54
Page 2

How the Vo
gu
at the Earls e nearly got a rea
r
on the on Court Motor Show engine. How the pre
ly running
. Two brillia
ss reacted
Airstream.
nt
Seniors an
How Singe new books on Sin to the SMX’s débu
d a Junio
t
r restored
gers. More
– and a loo
r spun the
. Reports
progress
Ards TT
k back at
from our
what our
model reg crash debacle. Tw
outgoing
o
istrar
editor achie
ved in his s, a stack of letter
s
45-year ten
ure…

the Typesetter', who would
be sent the original emails
or word-processed copy, but
it was a laborious process
involving typically 24 pastedup spreads distributed over
Gifford's dining table every
couple of months, spreads
then transferred into computerusable layouts by Trevor. And all
Brochures
just
this Gifford did for the love of the
could loo aren’t made like thi
k forward
to the hig s any more. The ow
h life laced
ner of a new
with a litt
Gazelle
le benign
club
and the marque.
bending Series 1, howeve
r,
of visual
reality
Having been around magazines
Septemb
er/Octob
er 2023
and publishing since the Eighties
and having done a lot of subediting and production, I can
produce the magazine the modern
Issue 466
way with a layout and editing
program – QuarkXpress in Singer
Owner's case because that's
Singer Owner no.466:
John’s very first issue
what Trevor used. So far, I've kept
at the helm
broadly to the design that has evolved little since
1978 while I get the hang of the process, but I'll
probably refresh it soon. The whole thing is fun to
do, but what I hadn't quite appreciated is the huge
amount of time it all takes.

SINGER
OWNER

‘My maxim for
a magazine item
is: will people
want to read it?’
really wanting to do it anymore. He had been
hinting that I could take over, being a journalist
and all, and finally I caved in. Singer Owner is quite
a venerable publication. It started in the Fifties,
and my first issue was number 466. It comes out
every two months, is A5 format with 48 or 52
pages, and is printed by the excellent HD Print of
Ware, Herts with a print run of around 1000 copies.
Gifford never took to the modern way
of publishing, involving tricky things called
computers. He laid the magazine out the oldfashioned way, pasting columns of copy onto
templates and marking where the pictures should
go. In later years the columns came from 'Trevor
88 JULY 2024 // PRACTICAL CLASSICS

Rough diamonds

John Simister has been
at the heart of British
motoring journalism for
more than 30 years.
A classic enthusiast, he
currently owns a Mazda
Eunos, a Rover 2000 TC
and a Singer Gazelle.

Car club members often have interesting
stories to tell for the magazine, but they are not
professional writers. So, their copy sometimes
needs a lot of editing in a way that professionally
written contributions to PC, for example, would
not. This is the single most time-consuming part,
but it's hard not to try and improve the words
when I've spent so many years doing just that.
What is particularly good about the SOC, though,
is that it covers a wide range of cars, so there's
usually lots of good material for the magazine.
My maxim for a magazine item is: will people
want to read it? Many car club magazines have
pages of reports from various 'regions', for
example. They seem to be there simply because
they always have been, but they can be very dull.
Club members should appreciate their editors
and the work they do, but the editors themselves
should never forget the rule that applies to every
magazine, amateur or professional. If an item
doesn't inform or entertain, don't run it! With that,
issue 470 of Singer Owner is calling… ■
practicalclassics.co.uk

1974 - 2024
Celebrating

50

Years
THE ORIGINAL AND STILL THE BEST

MADE IN BRITAIN

L
MADE IN BRITAIN

L Y
SOUTHERN CARBURETTERS LTD ARE INDEPENDANT & ARE IN NO WAY ASSOCIATED WITH SC PARTS GROUP

CLASSIC CAR FUEL & IGNITION SYSTEM SPECIALISTS
7 Priestley Way, Crawley, West Sussex. RH10 9NT Tel. 0 9 5 84 Fax. 0
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sales@southerncarbs.co.uk

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

9 5

09

PRACTICAL CLASSICS // JULY 2024 89

OPINION

‘Dad, it's over to you
this Father's Day’
Charlotte's dad, Steve, shares his story…

‘M

y dad was chuffed, well chuffed,
when I qualified with a City & Guilds
in mechanical engineering; I was the
first one in the family to go to college.
He left school at 14 and wanted to do something
in motor racing but circumstances meant he
needed to earn money to put food on the table,
so the dream was lost. It’s a shame because
whatever he put his mind to, he could do it.
My dad had the patience of a saint. He taught
me to drive in a Ford 4D on the family farm. I can’t
have been more than eight years-old and it was
my job to back the lorry into the barn. When I was
12, and a little more proficient, he bought me
a blue Austin A35 estate. It was an MOT failure,
but it ran. It was the car I cut my teeth on; dad
showed me how to fix it with basic tools. He also
showed me how to use the starting handle,
and how not to break my thumb in the process.
Dad had a lot of confidence in me, when we went
out on the road he said: ‘right, it’s all down to you.’
I started my own business as
a mobile mechanic in 1990, two
years after Charlotte was born.
Growing up, it was the promise
of doughnuts and ice cream that
would bring her to a car show.
Her interest really began when
she became custodian of the
MGA. It was reading the vehicle’s
documentation that made her
realise, 'wow, there’s a story here.'
The car also had a history that she’d
lived with her maternal grandfather.
Life is a constant learning curve
and Charlotte had to re-learn how
to drive in the MGA; it’s given her
a good insight into clutch control and changing
gear. My dad said to me, anyone can drive like
a lunatic, but there’s not many people who can
control a vehicle. The same logic is applied here.

Working on the MGA has strengthened
Charlotte and Steve's relationship.

Steve, with his late father,
and friend, Dennis.

Inquisitive to the last

I’ve taught Charlotte to question things, establish
facts and seek the truth, it’s something that’s
stood me in good stead over the years, but
sometimes her inquisitiveness has been an
absolute pain in the bum; especially when I’m
trying to repair the MGA under pressure at the
side of a road!
The MGA’s uncomplicated engineering makes
it a pleasure, rather than a chore, to work on, but
when you’re teaching someone the basics there
are two things to bear in mind; keep it simple and
make it enjoyable. Telling someone how to do
90 JULY 2024 // PRACTICAL CLASSICS

Charlotte Vowden is
a mechanic’s daughter
who had spent fifteen
years as a newspaper
journalist and editor
before she inherited an
MGA, which changed
both her life and
outlook.

something is not the same as actually
doing it, so it’s important to back the
theory up with something practical.
Sharing highs and lows in the MGA
has strengthened our relationship.
Charlotte’s a grown woman now, so
I can be more of a friend than a father,
and we’ve become much closer.
Our understanding of each other is
better, too; I’ve certainly learnt to do
as I’m told! Occasionally.
I had the time of my life helping
my dad on the swill round, whereas Charlotte
comes up with bonkers ideas for road trips. She
encourages me to do things I would never have
thought of, let alone done. When she suggested
a 600-mile round trip to Cornwall for a pasty I said,
let’s go! This summer, we’ve set ourselves an epic
challenge. She’s the engineer, I’m the oily rag and
we endeavour to plan for all eventualities.
It’s great to see Charlotte stand up for women’s
rights in the motor industry, letting major
companies know they need to do better. It is
a long road, but she’s achieved firsts for women in
many things. What gets my goat is that everybody
automatically assumes the MGA is my car. I need
to get a t-shirt made.
I miss my dad, he’s never not in my thoughts,
but bereavement is a personal thing. I cherish the
super memories that I have.’ ■
practicalclassics.co.uk

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Just look what Maggie Love has found for us in South Africa!

VW Beetles
A colourful hoard of classics in
Cape Town, South Africa, compiled
by Maggie Love during a visit. This
corroding row of Bugs is just one of
the amazing sights on display.

Rover 2000 P6
NSU Ro80
Plenty of lovely condition classics are on show inside the museum,
but the rotters like this rare NSU Ro80 (minus grille) are left outside.
92 JULY 2024 // PRACTICAL CLASSICS

A complete Sixties-era Rover 2000 displaying an array of
colourful patina across its dark green panels. For those who
would like to visit, the location is Wynland Auto Museum.

practicalclassics.co.uk

Seat 600
The premises belong to a gentleman
who is an avid collector of all things
classic, and supplies cars for the South
African film industry, although all the
rusty cars outside like this cute Seat
600 are just keepsakes.

Pontiac Streamliner
This split-screen Pontiac is in a row of much further corroded cars, hoping one day it will be
transformed into an exotically painted street-rod of some sort.

Austin A55
Cambridge
Older cars on site
like this Austin
A55 Cambridge
are really showing
their age with heavy
decay of the top
surfaces, but many
are still structurally
solid (unlike the
somewhat more
rotten Thirties/
Forties cars on site).

Jaguar
Mk2
All the rusty
old classics
in this
collection, like
this Jaguar
Mk2, have had
their engines
removed and
stored safely
indoors, but
many are too
far gone for
repair.

Daimler DS420 Hearse
Considering only 5000 or so Daimler DS420 hearses (and limos) were made, it’s not an
uncommon entry into Rust In Peace. While many have been raced to destruction on the
track in the UK, this one is comparatively safe in South Africa.

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

PRACTICAL CLASSICS // JULY 2024 93

RUST IN PEACE

Triumph Herald
This tiny carcass surrounded by
Detroit giants has been completely
stripped, yet it is still unmistakably
a Triumph Herald convertible.

Mercury
Cougar RX/7
The South African climate
has not been as harsh to
this beast of a car, a 1970
Mercury Cougar RX/7, as one
might expect. It would be
lovely to think it could drive
away after some tinkering
(and with its engine dropped
back in!).

Ford V8 and
Chevy Blazer
A handsome Ford V8 pick-up
alongside a crusty Chevy
Blazer (with a ‘squareback’
VW Type 3 to the left).

1971 Pontiac GTO
As well as the European entries, a heavy lean towards American
muscle can be witnessed on site, such this Pontiac GTO.

Chevrolet Fleetmaster/Fleetline
A bright orange Forties Chevrolet surrounded by huge Detroit
gas-guzzlers from the Sixties/Seventies (plus the rear of an
Eighties Lada Niva to the left!)
94 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

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Vauxhill
Vauxhall
Wolseley

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HEAD TO HEAD

HEAD TO HEAD

21st
CENTURY TOYS
The hot hatch story didn’t end in the
Nineties, and here’s the proof
WORDS EMMA WOODCOCK
PHOTOGRAPHY ADAM SHORROCK

MG ZR
160 VVC
Engine 1796cc/4-cyl/DOHC
Gearbox 5-speed manual
Power 158bhp@6900rpm
Torque 128lb ft@4700rpm
0-60mph 7.4sec
Top speed 131mph
Fuel economy 38mpg

96 JULY 2024 // PRACTICAL CLASSICS

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G

olf and 205 GTIs can easily set you back five-figure
sums, but many 21st century drivers’ cars have yet
to experience a real upsurge in interest. That can
surely only be a matter of time because some were
truly special, right from the factory – including gems such
as the Citroën Saxo VTS and MG ZR 160 VVC, with their light
weight, direct steering and feelsome handling. Producing
118bhp and 158bhp respectively, and weighing in at 935kg
and 1145kg, both know how to make every pony count.
Spied from the other side of a city centre car park, it’s
not hard to see why young drivers fell for the Citroën and
MG. The pair have a shouty, arch-filling attitude that makes
even the Citroën’s 15in five-spokes look large, while vivid
shades of Poseidon Blue and Rio Red accentuate everything

from the wide-mouthed front grilles to the substantial
side skirts. Step a little closer and blaring idles fill the air:
the Citroën’s serrated and fluctuating, the ZR’s a steadier
baritone. It's a struggle to decide which car to try first.

C I T R O Ë N S A XO V T S
After production ceased, as the noughties ended, the
Saxo became the affordable secondhand hot hatch for an
aspirational youth. So much so that it was cast as Gavin’s
car in Gavin & Stacey. Now owned by Jack Cullen, this
example is that very car from the series. The iconic sitcom
used a modified Série 1 Saxo VTR for the first two series
before moving to this standard Série 2 VTS for the third and
final series. We’re honoured to have ‘Gavlar’s’ old motor here.

CITROËN
SAXO VTS
Engine 1587cc/4-cyl/DOHC
Gearbox 5-speed manual
Power 118bhp@6600rpm
Torque 107lb ft@5200rpm
0-60mph 8.2sec
Top speed 127mph
Fuel economy 33mpg

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PRACTICAL CLASSICS // JULY 2024 97

HEAD TO HEAD

Both the VTS and the VVC had the mechanical specification
to back up their aggressive aesthetics. For Citroën, that
meant leaning on tried-and-true PSA componentry. Much like
its Peugeot twin, the 106 GTI, the VTS benefited from
a 1587cc variant of the TU inline-four engine, equipped with
dual overhead camshafts and 16 valves, and driving through
a five-speed manual gearbox. Peak power of 118bhp was the
result, giving the VTS a useful 20bhp jump on the eight-valve
VTR unit and a whopping 60bhp over the basic 1.1-litre cars.
Citroën paid just as much attention to the brakes, fitting
247mm vented discs to the front axle of every VTR and
VTS, with solid discs of the same diameter at the rear. Other
changes included standard power steering and an extensive
bodykit. Suspension stayed closer to the Saxo and 106 norm,
with MacPherson struts at the front and trailing arms with
transverse torsion bars at the rear. Changes made for the VTS
were as you might expect: it sat a little lower and rode a little
firmer than its more basic brethren. The anti-roll bars grew to
19mm front and 22mm rear.
Inside, where black plastic abounds, the cloth seats are
comfortable but fall short of the support the bolstering
suggests. The driving position is unorthodox, with a steering
wheel that’s further away than you’d want. Down at your
feet, the pedals are so heavily skewed to the right, you could
98 JULY 2024 // PRACTICAL CLASSICS

easily press the clutch with your throttle foot. Drive the Saxo
hard and it leans back as you add throttle, the front wheels
lightening as traction grows scarce. Once the tyres bite,
there’s a bit of torque steer to grab your attention through the
midrange before it settles down for a noisy run to the redline.
Working through the gears, the Saxo is a clear winner, with
a long yet light action that barely needs thinking into the next
ratio. Both the clutch and gearlever reward your work with
constantly fluctuating weight and feedback. On a B road, the
steering babbles with so much feedback you’d swear it was
unassisted. The chassis telegraphs what’s going on below and,
thanks to a 935kg kerbweight, it takes you where you want
to go with speed and enthusiasm. But you’ll need to treat the
Saxo with respect – the brakes are relatively weak and, should
you trail the brakes or hit a bump mid-corner, the steering can
weight up as your line tightens. Snap oversteer beckons.
Very much like the ZR, it’s a conspicuous bargain that’s low in
weight, lacking in pretence and high in fun. Don’t let the snobs
talk you out of it. It is a superb driver’s car.

MG ZR 160 V VC
At Longbridge, engineers were working on a similar project
to transform the dowdy Rover 25 into a gaze-stealing sporty
hatch. And when it was launched in 2001, the MG ZR did indeed
practicalclassics.co.uk

cause an immediate stir. This wasn’t your gran’s Rover. Exterior
changes included a full bodykit, a twin- plane rear spoiler, mesh
grilles and a sports exhaust that jutted from a heat shield cut
into the rear bumper. Every ZR had alloys of at least 16 inches in
diameter, while the range-heading ZR 160 VVC had 17-inchers.
The extensive revisions continued under the skin. All ZRs
featured lower suspension and a thicker front anti- roll bar than
their Rover counterparts, and a revised steering rack. The 160
VVC went further still, gaining standard ABS, 282mm front and
260mm rear disc brakes, and 205/45 x 17 tyres all round.
Best of all, the 160 VVC got a 158bhp 1.8-litre variant of the
Rover K-Series inline four. Also fitted to the MGF 160 Trophy,
this unit had revised camshafts, a 52mm alloy throttle body,
ECU changes and variable valve timing. The result was very
respectable straight-line performance: 60mph in 7.4 seconds
and a 131mph top speed, to be precise.
It’s easy to get comfortable in the MG. Its steering wheel has
rake adjustment, the pedals fall where you’d expect them to
be, and the black-on-white gauges are easy to read. The front
seats are fab: substantial cloth buckets with red stitching and
red leather inserts, and with more prominent bolsters than the
Saxo’s. The ZR feels like it means business.
And it does. Get hard into the power at walking pace and,
even in first gear, the ZR 160 responds by putting the power to
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THE DEBATE
DANNY SAYS
MG WINS

I had one as a
company car when I
edited Steam Railway magazine
back in 2006 and it was
hilarious. For six months, it
delivered real-world road fun
both as a commuter car and
family wagon – I loved it. The last
all-British hot hatch did everything
I asked, especially on a twisty
B-road when I was driving solo.
But I choose it here not simply for
nostalgic reasons nor because
it delivers as a driver’s car. This
compact cruise missile, brilliantly
created by Rob Oldaker and Peter
Stevens is, very soon, going to
be truly sought after. It is a great
design, has real attitude and will
hold its own against anything,
including the fizzy, busy little VTS.

JAMES SAYS
CITROËN WINS

I’ve always liked the
MG, which deserves
the respect it gets here. But who
wants a refined hot hatchback?
The family can like it, or stay
at home. To me, the hot hatch
is about pure hooliganism, in
the old-fashioned sense. Loud,
attention-seeking and with a
youthful thuggishness, the Saxo
was top of the pile with savvy
youngsters and the young at heart.
That it possesses the supremely
surefooted and composed
handling magic Peugeot-Citroën
had perfected over decades is
the icing on the cake. If you want
a hot hatch, by all means enjoy an
agreeably warm and tasty madras.
Me? I’ll take the hot and stinky
vindaloo, please!

PRACTICAL CLASSICS // JULY 2024 99

HEAD TO HEAD

‘This may be the
last chance to
grab a bargain’

100 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

the ground cleanly. There’s no scrabble and no torque steer, just
the melody of an engine that makes peak power at 6900rpm
and will run all the way to its 7100rpm cutout. The gearlever
has a short, notchy movement until you respond in a firm way:
do that and it’ll shift as quickly as you can move your hand.
As the road starts to twist, the MG continues to impress.
The brakes are strong, the turn-in direct and the steering light
and accurate, if a little short of feel. Flicking through a fast
left-right-left, the chassis impresses with its wide-shouldered
stance and strong grip, giving you confidence to push harder. No
wonder the predictable 160 is so popular with amateur racers.

WHO IS COMING HOME WITH ME?
The VTS and ZR are shifting from ‘old used car’ to ‘modern
classic’, following a path taken by the Peugeot 106 Rallye and
Ford Puma. The upturn in interest is already happening so this

WA N T T O B U Y O N E ?
Both cars are getting rarer as the rough ones get scrapped.
The days of finding a half-decent one for under a grand are
gone, although they’re still a bargain compared to older GTis.
But that can’t last – we say buy now and hold on to it before
the ex-Max-Power brigade remember how good they are!

C I T R O Ë N S A XO V T S G U I D E
Corrosion is a problem with the Saxo shell. Prospective
buyers should check the front inner wings under the ECU
and fusebox, the false jacking points behind the lower arms
and front anti-roll bar, the boot floor and sides, the rear inner
wing seam and the chassis legs.
If the car has done more than 60k miles it’ll likely need
rear radius arm bearings. Power steering and engine sensors
can go, and body panels are hard to locate new. Saxos are
generally in worse condition for their age than 106 GTIs.
‘Matthew Jobling, who runs Peugeot and Citroën specialist
PUG1OFF (pug1off.com) says: ‘I don’t think it matters if you
go for a facelifted model or not. They’re getting scarce now

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may be the last chance to grab a VTS or VVC bargain. Over a
longer period, we’d place our chips on the Citroën. As a small
French hatch, it slots into a sector that runs from the 205 GTi
and Renault 5 GT Turbo, to the Clio 182 Trophy. The ZR is more of
an unknown force. Nostalgia is one hell of a drug, mind.
Right now, either of these cars provide a riotous place to
put £3500. On a twisting back road, they’ll grab your attention
faster and harder than cars costing 10 times as much. The Saxo
is a fizzbomb with steering and gearshift feedback to spare, but
the ‘meh’ brakes and oversteer could land you in trouble.
The ZR 160 VVC counters with excellent seats, strong
refinement, a secure but balanced chassis and the 7100rpm
song of a pulsing K-Series. It’s a multi-faceted, multi-talented
machine compared to the Saxo. Capable of cruising one minute
and careening the next, the MG is a boy racer that’s all grown
up. It's my winner.

so I wouldn’t be surprised if prices really rocket, much like
the 205 GTI market but perhaps to a lesser extent. Buying a
VTS for less than £1000 is generally risky, though, and you
will have to expect a work-in-progress car.’

MG ZR 160 V VC GUIDE
ZRs can suffer water retention and corrosion where the front
wheelarches meet the floorpans. But they’re quite solid cars
and you can get the parts – and people to work on them.
Price-wise, you’ve got more aces up your sleeve when selling
a VVC: they’re harder to find now, so you can ask a bit more.
Gavin Fairley, who runs mgroverrepair.co.uk, says: ‘The
K-Series head gasket issue is quite renowned, and with good
reason. However, I’ve found the VVC engines to be more
robust than the normal 1.6- and 1.8-litre units. In the case
of cars that have seen work, it’s all down to which gasket
has been used in the repair. Check the header tank for signs
of K-Seal – that isn’t good news. Make sure there’s a service
history and look for cambelt, head gasket and water pump
work. Also make sure a VVC doesn’t rattle when it starts up;
that points towards poor servicing or incorrect engine oil.’

PRACTICAL CLASSICS // JULY 2024 101

Early Spitfire was a
bargain for somebody!

‘More runs than Mo
Farah’s training plan’

I

’m picking up on this bumper issue’s first
cars and fathers’ theme – a joint effect
that marked several turning points in my
life. The car in question was a 1964 Austin
A40 Farina. About as rough as you’d expect
for something picked up for a mere £60 on
a dark night in 1977. Holes in the floor, a stuck
passenger door and a ‘drive-by’ respray in
maroon with zero shine and more runs than
Mo Farah’s training plan.
But to me it meant freedom. Both to take my
girlfriend out and to go fishing wherever and
whenever that I wanted. Three days later, the
little Austin hauled me and my tackle to a famed
Lea Valley venue. A great trip… until I got back
in the car. There were no brakes, the pedal just
went to the floor. Possessing the mechanical
nous of our cat, I phoned dad. He wasn’t best
pleased but came out and drove the A40 home
on the handbrake. Letting me drive his Lancia
Beta for the first time.
Dad knew that I had no money with which
to pay a garage to fix it, so he changed my life.
I was presented with a carrier bag of tools and
told to get round to the library
for a workshop manual. You
could do that in those
days. It took a while,
but I replaced the dud
rear cylinder, bled the
brakes and was as
proud as Punch. I had
a new hobby, one that
eventually led me to
PC’s door.

Russ Smith has been following the classic car market
for more than two decades and contributes to
Practical Classics, Classic Car Weekly and Classic Cars.

Odd Triumphs
Bargains at WB – if you think outside the box

T

here was
some
interesting
stuff in
WB & Sons’ latest
Newcastle sale, with
over 71 per cent
of the lots on offer
being sold.
For us, it was
two Triumphs that
stood out in the
results. Firstly
a 1965 Triumph
Spitfire MkII with a
rare period fastback
hardtop. Though
looking pretty
straight and solid,
this was sold as a
non-running project.
For your average

PC reader, that
spells opportunity.
Especially as the best
of these hard-to-find
early Spitfires can
sell for up to £18k.
This one was snapped
up for just £3815.
Then there was the
smart-looking Stag
– one for those who
like the Stag’s looks
but worry about the

V8. This had
a 2.5-litre Triumph
straight-six powering
it – and several copies
of PC in the boot.
Presented with a
fresh MOT, it was
estimated at £1012k but sold for just
£8000. Which more
than takes its lack
of originality into
account.

‘No V8, no problem’.

The Good Auction Guide PC’s pick of thebest classic auctions
S AT J U N 8

WED JUN 19

WED JUN 19

THU JUN 20

S AT J U N 2 2

S AT- S U N J U N

WB & Sons,
Killingworth,
Newcastle upon
Tyne. (0191 268 9011,
wbandsons.com).

Brightwells,
Leominster,
Herefordshire.
(01568 611122,
brightwells.com).

H&H Classics,
Duxford, Cambs.
(01925 210035,
handh.co.uk).

Dorset Vintage &
Classic Auctions,
Stalbridge, Dorset.
(01963 363353,
dvca.co.uk).

Dore & Rees Classic
Cars, Frome,
Somerset. (07920
500091, doreandrees.
com/motoring).

Anglia Car Auctions,
King’s Lynn, Norfolk.
(01553 771881,
angliacarauctions.
co.uk).

102 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

Russ preferred to lug fishing gear
around in his A40 and, once he’d
learned how to fix it, that’s what he did!

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PRACTICAL CLASSICS // JULY 2024 103

MARKETPLACE

Chris with pals
from the Cumbria
Classic Car Club.

Lakeland Motor Museum
Curator Chris celebrates 30 years at one of the best UK’s museums

I

t’s a typically damp Spring day when
PC arrives at the Lakeland Motor
Museum to be greeted by members
of the Cumbria Classic Car Club.
Asked if they’d normally be out on such
a rainy day, there’s a robust response:
‘YES!’ All are keen to point out how a visit
to Lakeland is always worth the effort
– and always best when you’re at the
wheel of a classic. Members like Michael
Rackham, owner of the stunning Sunbeam Tiger you
see here, says the museum is very much part of the
landscape. ‘There’s always something new to look at!’
While he isn’t wrong, our search for the moment
is for the museum’s head honcho, Chris Lowe. We
eventually find him and ask if he’s ready or the season.
‘I’m never ready! There’s always something to do!’
Chris has spent the past three months converting
his storeroom into a cinema. ‘I’ve also just finished
building a special display about Arthur Ransome’s
book Pigeon Post (set in the Lake District and the
sixth book in the Swallows and Amazons series), I’ve

Chris started at
the museum as
a teenager.

USEFUL
CONTACT
Lakeland Motor
Museum,
lakelandmotor
museum.co.uk

WHAT I BOUGHT THIS MONTH…
1998 CITROËN BERLINGO
JAMES WALSHE, DEPUTY EDITOR

Y

es, I know…
another one.
This will be the
ninth Berlingo I’ve
rescued since 2018.
It’s the earliest I’ve
had though – a 1998
1.4-litre three-door

with truly horrendous
lacquer peel and
a (very broken)
full-length Webasto
sunroof. Owner Chris
James bought it new
in Denmark, but after
it failed a recent

104 JULY 2024 // PRACTICAL CLASSICS

just installed a Trojan (on loan from the
Trojan Trust) and as for the cinema room,
everyone likes to sit down. Your feet can
get tired as there’s a lot to see here!’
To be precise, there are 30,000 items
on display at the museum – from the
collection of cars and bikes to items of
memorabilia and a tribute to Bluebird
and the Campbell legacy. The fact that
Donald’s restored Bluebird K7 has returned
to Coniston (now installed at the nearby Ruskin
Museum) means the Campbell profile has been raised
again, so there’s a lot of interest in Lakeland’s replicas.
As the museum is open all year round, Chris says
it’s never particularly quiet. ‘We’ve been improving
the car park and outside space to accommodate the
many car clubs who visit us. We’re also thinking about
the next generation of car enthusiasts, so we’ve
just stashed away a couple of cars donated to us –
a Toyota Starlet and a late model Fiesta – both of
which will go on display in a few years or so when the
world is ready for them to be classics!’

VERDICT
Rare early
sunroof car
in time for
summer!

MOT on brakes and
balljoints, he’s letting
it go so he can focus
on his Messerschmitt,
Smart Roadster and
Citroën Méhari.
PAID Nowt!

practicalclassics.co.uk

Wolseley enthusiasts and members from The 6-80 & MO Oxford
& Cowley Club will be joining together for a terrific weekend at:

Wolseley Register National Rally
16th–19th August 2024
the Shuttleworth Collection, Bedfordshire
So what makes the perfect weekend?
• An impressive static display of Wolseley and
Morris cars overlooking the flying area on
Sunday 18th August
• A unique collection of vintage aero and vehicle
exhibits plus amazing gardens

• 875 acres of parkland with camping facilities
• Organised runs and visits over the weekend
to the Worth Collection and Bletchley Park
• A rally dinner to celebrate 60 years of the
Wolseley Register.

Join us for a great weekend!
For more information, visit www.wolseleyregister.co.uk
or find us at www.facebook.com/wolseleyregister

Wolseley Register National Rally on the
finishing straight at Brooklands, 2023

FITCHETTLTD
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Fitchett (Redland)
(Redland) Industrial
Telford,
Shropshire
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T.T.D.D.FITCHETT
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StationHill,
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Telephone
01952
619585
/
610519
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Email:
td_fitchett@hotmail.com
Telephone 01952 619585/620434 Fax 01952 610510 www.tdfitchett.co.uk
MONDAY-FRIDAY 8am till 5.00pm. SATURDAY 8am till 12.30pm
PRICES INCLUSIVE OF VAT, Carriage extra.
Overseas orders outside of the EEC are not subject to VAT.
Please quote original part number if available. It will help us to help you.
Complete range of overdrives built by ex-Laycock engineer. POA
TRADE ENQUIRIES WELCOME
Prices correct at time of going to press but may be subject to change
without prior notification.

At the time of going to press we can supply most gearboxes, steering
rack and diffs for every model of Triumph car, saloon or sports, from TR4
through to TR7, Herald through to Stag.
Front struts–Stag, 2000, TR7 - Drive shafts - TR6, Stag, 2000.
Manufacturers Part No. used for reference only
ALL MAJOR CREDIT CARDS ACCEPTED

MARKETPLACE

Vauxhall
Cavalier MkI

They’re hard to find these days
– but it’ll be worth the search,
says James Walshe

WHAT TO PAY

PROJECT £500-£2k
GOOD £2k-£5k
EXCELLENT
£5k-£10k
TECH SPEC
ENGINE 1897cc/
4-cyl/OHV
POWER
100bhp@5400rpm
TORQUE
113lb ft@3800rpm
GEARBOX
Four-speed manual
TOP SPEED 106mph
0-60MPH 9.2sec
FUEL ECONOMY
31mpg

LIVING WITH
A CAVALIER

HOW EASY TO
WORK ON
■■■■■

PARTS
AVAILABILITY
■■■■■

RUNNING COST
■■■■■

PERFORMANCE
■■■■■

Why you want one

How on earth can it be that so few Cavalier MkIs
survive, given that they built nearly a quarter of
a million of the things?
One imagines it has something to do with
their reason for existing in the first place. Used
extensively by sales reps, Cavaliers spent much of
their lives blasting up and down drizzly motorways
during the week, then performing family duties
at weekends. Yet, like so many other Vauxhalls,
criminally few were preserved.
Facing almost impossibly stiff competition
from a Ford marketing department obsessively
battering Vauxhall during the Seventies, it’s no
wonder. Car magazine was complimentary at the
time, preferring the look of the griffin-badged

106 JULY 2024 // PRACTICAL CLASSICS

cars and suggesting the Cavalier had ‘superior
performance to match its high standard of
roadholding and handling’. It’s hard to disagree.

Which one do you want?
You certainly won’t be spoilt for choice, because
there are fewer than 400 survivors. What you will
find among that select band is a range of two- or
four-door saloons and a two-door coupé with
four-cylinder engine capacities of either 1256cc,
1584cc, 1897cc or 1979cc.
At the bottom of the range was the ‘L’, with
period brochures boasting of reclining front seats
and twin sun visors as standard, and options
including an automatic gearbox and metallic
paint. The GL badge got you velour seats, extra
practicalclassics.co.uk

As you’d expect, it’s highly
unlikely you’ll stumble over
a first-generation Cavalier
on eBay, so you’ll need to
join the Cavalier and
Chevette Club for the best
chance of finding what
you’re after.
The handsome Coupé
appears to be in most
demand, so expect to pay
a little more. An

immaculate example sold
for £17,000 at Mathewsons
a while back, but don’t be
put off – they’re not
normally that expensive.
Despite its extra
practicality, the sports
hatch isn’t so sought-after.
Recent examples sold
include a low-miler that
went for £5500 at
Letchworth Motor Auctions

in December and one that
fetched £2700 at WB &
Sons last October. Really
tidy saloons seem to sell for
around the £5000 mark.
Cavaliers of any kind in
need of restoration aren’t
too scary as a DIY prospect
because parts (trim aside)
are relatively easy to find.
You’ll need to be handy with
a welder, though.

CABIN
Interiors are simple and
durable. Replacement trim is
very hard to find now.

BODYWORK
Check front chassis legs, jacking
points, front wings, front valance,
bonnet and battery tray.

ENGINE
They’re uncomplicated and
mostly tough. The 1256cc
Chevette unit is simple enough
so rebuilds are easy, while the
1584cc and 1897cc units are
similarly straightforward.
The 1979cc lump features
hydraulic tappets.

sound insulation and a clock, while top of the
pile was the GLS Coupé. A 2.0-litre unit replaced
the 1.9 in March 1978, which is when Vauxhall
introduced the sports hatch version of the coupé
with its usefully large hatchback opening (these
two sporty versions would eventually lose their
Vauxhall branding to become the Opel Manta).
In your search for the perfect Cav, you may find
an LS (which slotted between L and GL); but if it’s
posh you want, see if you can find a GLS. Rejoice if
you happen upon the Silver Special with its silver
paint, blue plaid cloth trim and sports wheels; or
indeed the 1980 LS-based Command Performance
edition, which boasted special brown or silver
paint, stripes and tinted glass.
Belgian production ran from 1975 until 1981.

Luton-built cars have ‘Made in England’ on the
chassis plate. UK production didn’t start until 1977
– only the four-door saloons were built here.

What to look for
The 1.3-litre engine is from the Viva/Chevette,
which is well supported by clubs and specialists.
These engines need a decoke every 80,000 miles;
the three-bearing crankshaft can also snap if
revved too much. Worn rings and rumbly bearings
are common while timing chains get rattly as they
stretch, but they generally just keep going. A
tappety top end means the valve clearances need
setting. Pushrods can punch through rockers and
the Stromberg carbs’ diaphragms can split when
they perish, leading to poor running.

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PRACTICAL CLASSICS // JULY 2024 107

MARKETPLACE

CHAT WITH A CAVALIER OWNER
Paul Lickorish tells us about his pride and joy
That’s quite a shade

1 of green, isn’t it?

‘It certainly is! My 2.0-litre
GLS is in a shade known as
‘Pasticcio’ that didn’t appear
in Vauxhall’s brochures at
the time – I believe that’s
because it’s a Belgian-built
model. The car was bought
new in 1979 by Smiths
Crisps and given to their
chief sales rep – a chap
called Tom Neil. He kept it
for 39 years, 20 of which
were spent in his garage
not turning a wheel. It was
then sold to a gentleman
in Scotland who sold it to
me in 2020.’
What sort of condition
was it in?
‘It hadn’t been driven very
much so it needed some
recommissioning. It was 300
miles away in Scotland, so

2

I took a bus up there and
drove it home to Shropshire
in heavy rain, all without
incident. After sorting
a grumbling wheel bearing
and a little rust, I’ve since
done 12,000 miles. I don’t
like leaving a car standing
around for too long, so it
gets used a fair bit.‘
Is it a keeper?
‘I think it is, yes. I love
the history of this example
and I prefer the style of
the saloon over the coupé
or sports hatch. Being the
2.0-litre GLS, you get all the
kit and it’s very comfortable.
I do find the gearing slightly
odd on the 2.0-litre, which
is clearly designed for the
motorway. The 1.6 and 1.9
have a lower-ratio rear axle
so they’re a little nicer to
drive on country roads.’

3

The overhead cam Opel unit in either 1584cc,
1897cc or 1979cc form was introduced in the midSixties, all featuring the same 69.8mm stroke;
GM simply bored the block to change
displacement. There are
plenty of interchangeable
components, although
the 2.0-litre has hydraulic
tappets. Poor running
is usually down to poorly
adjusted carburettors. The
original had an unreliable
automatic choke – many have
been given a manual choke conversion.
The 1256cc Cavalier’s four-speed manual
gearbox was taken from the Viva. It’s unstressed
and lasts well; the first sign of trouble is worn
synchros, so see if it baulks when changing gear.
All other engines had a durable four-speed
manual box shared with the Opel Ascona/Rekord
and Vauxhall Carlton. While the 1.3 Cavalier wasn’t
available with an autobox, all others were offered
with the three-speed GM unit (few buyers chose
it). The Manta’s five-speed box can be fitted easily.
It goes without saying that you must check
the bodywork carefully, but it’s worth mentioning
certain trouble spots. Get down and look at the
front chassis leg near the front suspension.
If it’s rusty, the whole panel must be replaced.
The jacking points at the rear of each sill are
especially rot-prone on coupés and sports
hatches. Also make sure the trailing edge of each
sill is intact; there are chrome-plated cover sills on
GL and GLS models, so corrosion goes unnoticed.
But nothing is too tricky if you have the skills –
108 JULY 2024 // PRACTICAL CLASSICS

So you’ve owned
others?
‘Oh yes! My first car in 1981
was a ’68 Viva HB. I then had
a ’74 Viva HC, then all kinds
afterwards, from FD Victors,
VX/490s and Ventora to
Mantas and MkII and MkIII
Cavaliers – but I always

4

WHO CAN HELP?
Cavalier & Chevette Club,
cavalierandchevetteclub.
co.uk
Opel Manta Owners’ Club,
mantaclub.org
Dr Manta, dr-manta.de
Vauxhall Green Parts,
vauxhallgreenparts.co.uk
Vauxhall Superstore,
vauxhallsuperstore.co.uk

liked the first-generation
Cavalier. And spares aren’t
impossible to come by – the
Opel Manta Owners’ Club
has stuff remanufactured
and, because a lot of parts
are shared between Mantas
and Cavaliers, it makes
a huge difference.’

these cars are simple.
Front wing tops, door bottoms,
front valance and front edges of the bonnet all
rust badly. The battery tray fills with water if your
windscreen seal has perished; the water ends up
in the footwells. The Cavalier also rots where the
inner and outer wings meet.
The electrical system is durable, although
items such as the front and rear lighting and the
switchgear are now scarce. If anything doesn’t
work, check the fusebox in the driver’s footwell;
some of the wiring connections can play up and
a rub with emery paper usually fixes things.
Inside, replacement bits are unavailable, even
used. Same with exterior trim; the GL and GLS had
brightwork that can go missing, with replacement
bits hard to find. Sill covers and wheelarch trims,
plus the plastic clips that hold everything in place
are non-existent. Told you – this is one of the most
exclusive motor cars out there! ■
practicalclassics.co.uk

p ts
ho uc
ks d
or ro
W oP
er

H

Modern Solutions
For Classics

01273 891 162
info@kalimex.co.uk

Pre MOT treatment to reduce
emissions

www.jlmlubricants.co.uk

Remove stubborn injectors and spark
plugs
Octane and Cetane Boost

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PRACTICAL CLASSICS // JULY 2024 109

BUYING FEATURE

PULLING POWER
But which of these front-drive heroes is coming home with us?
Lotus Elan

Volkswagen
Golf GTi
Engine 1781cc/4cyl/OHC
Gearbox 5-speed manual Power
112bhp@5800rpm Torque
109lb ft@3500rpm 0-60mph
9.2sec Top speed 114mph
Fuel economy 36mpg
Weight 860kg

Engine 1588cc/4-cyl/OHC
Gearbox 5-speed manual Power
162bhp@6000rpm Torque
146lb ft@4200rpm 0-60mph
7.3sec Top speed 133mph Fuel
economy 32mpg Weight
997kg

Mini Cooper S
Works GP
Engine 1598cc/4-cyl/OHC
Gearbox 6-speed manual Power
218bhp@6250rpm Torque 184lb
ft@4600rpm 0-60mph 6.5sec
Top speed 149mph Fuel
economy 33mpg Weight
1195kg

PRI
VALUCE NEW
£800 E NOW £23,630
0-£2
0,00
0

56
£71
W
E
N
CE OW 0
PRI LUE N 20,00
VA 000-£
£5

110 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

Y

ou might be surprised to learn that
the world’s first self-propelled car
was front-wheel drive. Around the
time Captain Cook was discovering
Australia, the 1769 ‘fardier à vapeur’ was
unveiled in France and, while numerous
others had a crack at FWD, things gathered
pace in the early 20th century with Auburn
perfecting the constant-velocity joint.
Many knew back then how front-wheel drive
provides a distinct advantage in certain
conditions. However, the cars assembled
here also prove that you can also have a
whole lot of fun, too.
Take for instance the Peugeot 205.
Whether it’s a base spec Junior or a 1.9-litre
GTi like the one we drove, the 205’s torsion
bar suspension, spring rates and damping
are perfectly calculated to give it sharpness

79
£18,0
W
E
N
E
PRICUE NOW 00
VAL 00-£19,0
£15,0

and near-mythical composure
in the bends. Honda captured
similarly unique magic, albeit firmer
and less compromising, with that VTEC
system putting it in another league for
sheer finesse. For sheer refinement, the Elan
scores thanks to its maker – those experts in
handling at Hethel deserving immense praise
for our slick M100. At the opposite end, the
supercharged Cooper’s ride is choppy, but
this GP model is clearly meant for track days,
where it can prove just how right the MINI
formula was from the start. The oldest in
this group by no means trails the rest – the
Golf’s predictably, satisfyingly unflappable
handling and very acceptable power delivery
makes it one of the greats. All of these
front-drive heroes appeal, but which will our
writers pick?

45
19,8
£
EW
CE N W
PRI LUE NO£18,000
VA ,000£10

95
£10,2
W
E
EN
PRICUE NOW,000
L
VA 00-£30
£60

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SCAN

Honda
Integra Type R
Engine 1797cc/4-cyl/OHC
Gearbox 5-speed manual Power
197bhp@8000rpm Torque
133lb ft@7500rpm 0-60mph
6.5sec Top speed 145mph
Fuel economy 32mpg
Weight 1060kg

Peugeot 205 GTi
Engine 1905cc/4-cyl/OHC
Gearbox 5-speed manual Power
130bhp@6000rpm Torque 119lb
ft@4750rpm 0-60mph 7.6sec Top
speed 123mph Fuel economy
31mpg Weight 875kg

PRACTICAL CLASSICS // JULY 2024 111

BUYING FEATURE

SO, WHO CHOSE
WHICH CAR?
Danny chose the…
HONDA

Matt T chose the…
LOTUS

Garry chose the…
MINI

James chose the…
205

Matt G chose the…
GOLF

GO ON – EXPLAIN
YOURSELF, THEN…

BUYING ADVICE –
OUR QUICK GUIDE

The Integra is widely
regarded as one of the most
astonishing front-wheel-drive
cars ever, that’s why it is here.
A close-ratio gearbox puts
187bhp down at 8000rpm
(redline at 8700) via a helical
limited-slip differential. It is
power dense and handling
neutral. A thing of exquisite
beauty.

Integras rust, so check
everywhere – rear arches get
very crusty. Engine mounts
can fail, as can rear light
seals (boot full of water).
Check carefully for accident
damage and also for abuse.
These cars are driven hard.
But the R was built really
well. A half decent service
history will see you right.

Fabulously poised handling
thanks to clever soft-mount
front lower wishbones mean
you’ll soon forget which end’s
driving, while those looks,
lamented as understated in
period, have aged beautifully.
The drive is fabulously
ergonomic, while the boost
gauge perched atop the dash
can’t help but raise a grin.

Front track control arms
can rust, especially on early
cars, so check carefully with
the wheels off. Make sure the
hood sits properly on the rear
deck. If not, it’s likely down
to poorly tensioned cables
– fixable, but fiddly. Check
rear wishbone bushes for
deterioration and struts for
corrosion, too.

It certainly captures the
spirit of the original Mini
Cooper. It’s a hardcore MINI
that taps brilliantly into
the track day market. It is
satisfyingly stiffer, lighter and
sharper than the standard car,
too. Plus, less soundproofing
(in order to save weight)
means more whine in the
cabin from that supercharger.

Oil leaks from the sump
and timing chain covers
are common. Gaskets are
usually the cause. The engine
mounts also take a beating
as the chassis is so stiff.
Servicing and mechanical
parts are available and
generally quite affordable,
but watch out for the pricey
bits unque to this version.

There’s something that still
looks so right about the 205.
Plus, whether it’s a 130bhp
1.9-litre or 105bhp 1.6, both
reward the driver with pinsharp steering, tight handling
and a superb ride. The 205
scampers around the bends
with such slickness – unless
you provoke it and lift off,
which is when a GTi can bite!

Check for rot in the base
of the B-pillar and boot floor
in particular. When rear axle
bushes fail, handling is ruined
but replacements won’t break
the bank. Check for vacuum
leaks and for intake manifold
cracks if the engine won’t run
right. Later cars came with
reinforced manifolds to cure
the problem.

Arriving in 1976, VW’s GTI
was an instant smash hit. The
engine is so eager to rev, while
the gearing is perfectly suited
to exploiting every last one
of those horses. In the bends,
the chassis feels taught and
nimble – with so little weight
to transfer it’s gloriously quick
to respond to every input.
In short, it’s a hoot.

MkIs rust traps include the
petrol filler area, windscreen
scuttle and tailgate, in
addition to the usual inner
and outer wheelarches.
The K-Jetronic fuel injection
system can cause problems
if the car runs low on fuel,
dragging debris into the filter
or injectors. It's also prone to
vacuum leaks.

CHEAPEST ONE THAT WE
COULD FIND FOR SALE…

£10,000
There aren’t many on offer in the
UK, so you’ll spend time looking.
This one has a Spoon ECU though!

£5995

This M100 on Pistonheads looks
great value, with recently refurbed
wheels and lots of paperwork.

£16,999

This four-owner 2006 model has
80k on the clock and boasts a full
service history.

£5995
This 1.6-litre with 174k on the
clock needs attention, but it runs
and it’s a one-owner example.

£4000

1983 car in need of
refurbishment, comes complete
with plenty of spares.

So much fun to be had here, but the Lotus manages superb driving dynamics and a pleasing dose of exotica.
112 JULY 2024 // PRACTICAL CLASSICS

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West Lane, Dalton on Tees,
North Yorkshire DL2 2PP

Tel: 01325 713127

MBVR

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PRACTICAL CLASSICS // JULY 2024 113

MARKETPLACE WITH MODERN CLASSICS

‘OE is not
always best’

P

otentially prickly subject alert, but
modifying your car to better fit you,
is often transformative. Relax, I’m not
talking about garish body kits or gull
wing doors and neon lights – thankfully those
days are long gone – I’m extolling the virtues of
adding the odd mechanical nip and tuck here
and there, in order to give you a more visceral
driving experience.
For performance enthusiasts, like me,
who get their kicks from driving cars as
their makers no doubt intended, I’ve always
seen the advantage subtle tweaks or period
upgrades can deliver, so long as they don’t
fundamentally alter the car’s inherent nature.
Surely enhancing the qualities my classic
already exhibits, whether it’s more grip from
a wider track, bigger brakes from a motorsport
version or a suspension setup that allows me
to get the best from a chassis, that can’t ruin
anything. If it does, then I’ve ruined pretty
much every car I’ve ever owned.
There have been decades of advances
in understanding materials, electronics and
mechanical components since our cars were
made, so where’s the harm in adding a few
bolt-on (or off) upgrades to reflect that?

in Marketplace
Tomorrow’s finest
classics, brought to
you by the Modern Classics magazine team
in a brand-new section of PC.

114 Modern World

JJ explains why the factory didn’t always
know best…

116 Wise Buyer: Alfa 156

James Walshe explains how to bag
yourself a beautiful bargain Alfa.

120 Bangernomics

Danny celebrates Audi‘s staple with
a base model father and son special.

122 Keith Adams’s Confessions
Keith celebrates the fact that prices of
modern classic superminis are down.

114 JULY 2024 // PRACTICAL CLASSICS

Brutal, brilliant, bricklike… unmistakably
legendary.

LANCIA DELTA
INTEGRALE

Legendary motor that dominated from the start

F

ew road-going
models can
boast better
motorsport
pedigree than that
of Lancia’s pint-sized
pugilist. Few, if any,
would have predicted
the humble Italian
VW Golf clone would
climb to such dizzying
heights, when it first
reached the world’s
showrooms in 1979.
The timeless Italian
firm had been a
dominant presence
in international
rallying since the
early Seventies,
but with the wild
Group B era abruptly
ending in 1986,
Lancia found itself in
a fortunate position.
It happened to have
the ideal contender
already waiting in the
wings, in the form of
the Delta HF 4WD.
Seeing which way the

wind was blowing,
Lancia gathered a
suitable four-wheel
drive system it had
already ‘on the shelf’
and added the ideal
turbocharged fourcylinder engine from
the Thema Turbo i.e.
With a string of
wins, the new fourwheel drive Delta
cleaned up, taking
the 1987 season in
dominant fashion. This
was just the first in a
string of international
rallying laurels, with
drivers helming the
go-faster Delta (now
called Integrale) to
victory at 46 events,

‘The new
four-wheel
drive Delta
cleaned up’

including a further
five world constructor
championships and
four driver’s titles
between ’87 and ’92.
Unsurprisingly,
decimating all comers
on the world’s rally
stages resulted in
significant demand
for good Integrales
among private owners,
keen to experience
a slice of WRC magic.
These have always
been collectible cars
but in recent years
the prices being paid
to acquire, restore,
and even improve
them has reached
truly staggering
proportions.
Take the claimed
£90k that’s been
spent on this
heavily personalised
Lancia, offered
recently by
Bonhams Online
as an example
practicalclassics.co.uk

1991
MERCEDESBENZ C124

Rafe Abrook, Herts
Rafe’s on his fourth
M-B 124 E-Class, this
24-valve six-pot having
got under his skin.

1995 FORD
F I E S TA 1 .1

Steve Burridge,
Somerset
With just two former
keepers, Steve and
his son now enjoy this
49,000 miler together.

Renault 19

115 LEFT ON
UK ROADS
By the end of the
Eighties, Renault’s
mid-sized range was
looking long in the
tooth. It consisted
of the aged Renault
9/11, that had been in
production since the
start of the decade
and was designed back
in 1977. The world had
moved on…
To keep up, Renault
needed a new
contender. Destined
to be the final Renault

to bear numerical
nomenclature, the
larger and more
sophisticated 19
proved competitive
from launch in 1988.
There was a lot to like,
with more modern
engines, including the
1.8-litre 16-valve F7P
motor – that went on

to greater things in
various go-faster Clios
– and a convertible
made by Karmann.
European construction
ended in 1996 but
Turkey continued until
2000. Still a few to
be seen in France but
you're unlikely to spot
one in the UK.

Audi TT
2004 MGZT
Four-pot turbo
motor packs a hefty
punch.

(bonhamscarsonline.
com). The owner
took it with him
when he moved to
the Isle of Man and
set about making
his motoring holy
’Grale. The chassis
has received Group
A shell stiffening,
adjustable (including
camber) suspension,
a three-inch Walkers
Garage stainless steel
exhaust and a full bare
metal repaint in Ferrari
Rosso Fucco. It is
a little extreme for
most perhaps, but
does hint at what an
Integrale Evolution 3
could have looked like.

Dave Gough, UK
Dave has sentimental
involvement with this
MG as he rescued it
from a scrapyard,
bringing it back from
the brink.

Katie
says…

‘Modern
classics are
essential for
a thriving future.
That’s why FJ is right
behind JJ and the
team at PC, bringing
modern classics to life
every four weeks.’

It’s tough to convey
quite what an
earth-shattering
impression was left
by the unveiling of
the original Audi TT
Concept at the 1995
Frankfurt Motor
Show. The deco lines
of this streamlined
beauty were unlike
almost anything
else. What was
even more shocking
was that it landed
in showrooms,
three years later,
fundamentally
unchanged. A rear
spoiler and stability
control were added
shortly after to
improve high-speed
stability, but that
was about it.

Its mechanical
underpinnings might
have been shared
across the VAG
Group, but the TT’s
styling inside and
out was exquisite.
The top performing
four-cylinder 225bhp
quattro-equipped TT
was, and remains,
a pretty competent

all-weather B-road
companion, too.
The very best
original TTs have
been climbing in
value for a few years
already, but demand
suggests there’s
plenty of room for
this little Bauhaus
belter to appreciate
further.

INSURANCE SPECIALISTS
AT YOUR SERVICE
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PRACTICAL CLASSICS // JULY 2024 115

MARKETPLACE WITH MODERN CLASSICS

ALFA
ROMEO 156
1998-2005
It has style like no other – yet look how
little it costs! James Walshe explains
how to land a beautiful bargain

Why you want one
It seems impossible to believe this handsome
Italian saloon is more than a quarter of a century
old – it wouldn’t look out of place in a showroom
today. Well, that’s if saloons were still fashionable
in 2024 – which they’re definitely not. That’s partly
what makes a 156 so appealing; its low-slung,
classic saloon shape will only add to its appeal in
years to come, but is it worth buying one now? We
reckon so, because it’s unlikely the 156 will remain
as affordable as it is right now – a really good one
can be yours from about £2.5k. Seriously.
Quite aside from the looks, your 156 will come
with a suitably charismatic engine and one of the
most stylish cabins of any mainstream car. But
there are still a few tired old clunkers out there, so
allow us to explain how to avoid them and buy the
best example of Alfa’s svelte saloon superstar.

VITAL STATS
Engine 1970cc/
4-cyl/OHC
Power 155bhp@
6400rpm
Torque 138bhp@
3500rpm
Gearbox Five-speed
manual
Top speed 134mph
0-60mph 8.6sec
Fuel economy 29mpg

Which one do I want?

There four basic engine families. You’ll find your
twin-spark four-cylinder unit as a 1.6 TS, 1.8
TS, 2.0 TS and 2.0 JTS. The V6 comes in 2.5 and
3.2-litre form. Oh, and there are two diesels: the
four-cylinder 1.9 JTD and five-cylinder 2.4 JTD.
The earliest UK car you’ll find will have been first
sold in early 1988. A ‘Q-System’ sequential auto
was available on the V6 from spring 1999, while
the Sportwagon estate arrived a year later and
is, to our mind, one of the most beautiful-looking
estates ever built. Special gearboxes ranged from
a five-speed Selespeed automated manual to
a four-speed auto (Q-System) that allows drivers
to switch from manual to auto.
You’ll spot numerous trim differences when
peering inside examples of the 156. Some models
with a ‘sport pack’ got a leather steering wheel,
Recaro front seats and 16-inch wheels, while the
Lusso gained a mahogany Momo steering wheel.
For maximum thrills, though, you’ll want a GTA,
with its 3.2-litre V6. After a minor tweak under the
skin in 2002, the Alfa 156 was facelifted with
a new nose and tail in August 2003.
116 JULY 2024 // PRACTICAL CLASSICS

What to
look for

Starting with that slinky
bodywork, it’s highly likely when looking at
cars that you'll see at least one with a rot
problem. Galvanised steel or not, the 156 can
rust anywhere – but focus on the windscreen
surround, which can corrode where the glass
meets the bodywork, especially if a replacement
screen has been fitted. Look closely at the front
valance, bonnet and front wings.
All the engines are gems – even the 1.6 petrol.
The four-pot petrol has two spark plugs for each
cylinder, plus a cambelt that needs to be replaced
every 60,000 miles. The V6 has a cambelt that
should be renewed every 36,000 miles or three
years. All have a habit of using oil, even when
healthy, so do check levels regularly. If the oil is
allowed to run low, the variable valve timing can
be damaged – listen for clattering on start-up.
If you’re looking at a 156 with the 2.0 TS engine,
check the oil pressure because oil pumps can
fail catastrophically without notice. That unit is
also the only one with balancer shafts, and the

WHO CAN
HELP?
Alfa Romeo Owners’
Club aroc-uk.com
Alfa Owner forums
alfaowner.com
Alfa Workshop
alfaworkshop.co.uk
Autolusso
autolusso.co.uk
EB Spares
ebspares.co.uk
Motormech
motor-mech.co.uk
Simply Alfas
simplyalfas.co.uk

The GTA is in a different
category here, as
confirmed by the ‘What to
Pay’ numbers (overleaf).
One went for almost
£25,000 at Historics last
July but generally,
top-notch examples sell
for about £10k at the
moment. Standard V6
models can go for as
much as £5000 if they’re
in truly exceptional order.
A scruffy V6 will be

available for a lot less but
enter that world with your
eyes (and wallet) wide
open. While a diesel can
be tempting (156 diesels
are really great cars), we
can’t help confessing our
love for the Twin Spark
models. Again, seriously
cheap ones will be
troublesome or rusty, so
have a look for well-caredfor examples that start
from about £2000.
practicalclassics.co.uk

Bodywork can suffer
with age and stone chips.
Small bullet holes can very easily
become big ones. Check bonnet
and front wings carefully –
especially on dark-coloured cars.

1

All healthy 156 engines can
2 use oil. Neglected cars
may reveal themselves with a
clattering sound on start-up.

Manual gearboxes
are strong enough, but
Selespeeds can suffer from
costly problems with actuators,
the pump and accumulator.

All models have discs all
round. The handbrake seal
can perish where it connects
with the rear caliper. DIY
replacement is easy though.

The 156 is sensitive to poor
suspension maintenance.
Inspect bushes, balljoints and
the track control arms in the
rear suspension.

The cabin is stylish
and sturdy, but make
sure all the warning lights
extinguish themselves when
you start the engine.

3

4

5

6

3
2
6

4

1

5

DETAIL FOCUS

Performance ■ ■ ■ ■ ■
Practicality ■ ■ ■ ■ ■
Parts availability ■ ■ ■ ■ ■
Easy to work on ■ ■ ■ ■ ■

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

PRACTICAL CLASSICS // JULY 2024 117

MARKETPLACE

James likes the…
PRACTICAL ONE
It has to be the GTA
Sportwagon for me.
Stunning looks, a handy amount
of space in the back and I’d put up
with the harsh, jiggly ride if it
meant listening to that majestic
wailing sound coming from under
the bonnet. I know its been said
a million times, but it’s a lovely
engine. I once owned a 156 TS for
12 hours (long story) and found it
to be very reliable in that time…

Matt G likes the…
SIX-POT
Confession time from
me… I’ve never owned
an Alfa Romeo. There, I’ve said it!
If I were to pop my Alfa cherry with
a 156, I’d have to go for a berlina
version of the GTA. And if it’s an
Alfa Romeo, I’m definitely going
to want one with a V6 under the
bonnet. So, what could be better
than that wonderful ‘Busso’ unit,
with 3.2 litres of lusty power on
tap? ‘Nothing’ is the answer.

drive belt needs to be replaced every 60,000
miles. All petrol engines can suffer from failure of
the fuel injection system’s mass airflow meter.
Alfa’s V6 powerplants suffer from failure of
the water pump’s plastic impeller, necessitating
replacement of the pump, cambelt, tensioner and
two pulleys. The solution is to fit a 3.0 GTV water
pump, with its metal impeller. Be very wary of
buying a GTA that’s been DIY-maintained. You’ll
want to know the work has been done thoroughly
because bodgery means big bills!
There are two versions of each diesel engine –
one with two valves per cylinder and one with four.
In each case, the former is the more reliable, but
the latter is more fun because it has more power
and torque. On all diesel engines, the EGR (exhaust
gas recirculation) valve can fail. The 1.9 diesel has
an oil cooler, the pipes for which can corrode.
You'll find that most of the 156s you’re viewing
have a five-speed manual gearbox, which is strong
enough, but expect whining on high-mileage cars
and a slipping clutch – especially if the ECU has
been remapped for more power. The Selespeed
gearbox is an acquired taste and can suffer from
failure of the actuators, pump and accumulator.
It’ll be a costly repair if that happens.
The upper and lower wishbones in the front
suspension both contain bushes and ball joints
that tend to wear quicker than average, but
replacement is an easy DIY job.
The track control arms in the rear suspension
are another weak spot – not only do their bushes
wear, but 156s are often strapped down on to
trailers by these, and they get bent. Grab the arm

Matt T likes the…
ROT BOX
James and Danny
have chosen estates
(the GTA’s 1400kg towing capacity
appeals), so I’ll take a punt on
a rotten V6 saloon. I’ll drive it until
the MOT expires, get to know the
mechanicals, then strip it of its
engine, ECU, gearbox and wiring
loom. I’ll lock myself in the shed
and start my Lancia Stratos
evocation project, bringing
astonishing looks to the party.

WHAT TO PAY
PROJECT
£300-£2000
RUNNER
£1000-£3250
EXCELLENT
£2500-£10,000

Danny likes
the… REALLY
PRACTICAL ONE
It’s got to be the JTD
Sportwagon surely? 150bhp,
50mpg and fast as you’ll ever
need, particularly if you chip that
superb 2.4-litre five-cylinder
diesel. You get the looks, the
plush, the comfort, the noise and
most of the handling. Yes, it’s a
little bit heavier and not quite as
responsive – but as a practical
bus, no other 156 can touch it.

and see if there’s much play; also look to see if it’s
straight. When replacing them, it’s essential that
the rear tracking is set correctly; it’s adjusted by
the eccentric bolts that pass through the alloy
rear subframe. It’s worth having a four-wheel
alignment check every year or two, because the
tracking easily goes out of adjustment.
In the attractive cabin, there really isn’t an awful
lot to worry about. The materials used to trim the
156’s cabin are generally good but early carpets
were poorly made, which is why tougher, betterquality ones were fitted in 1999.
However, there are lots of electrical items that
can be plagued by glitches. Make sure the three
main warning lights go out before you start the
car – engine management, airbag and ABS. The
air-con can be a nuisance, so check that it works.
Adrian Flux insurance quote
Quote based on a 45-year-old, with access to another car. Covers
3000 miles per annum, lives in SP2 OHL. No claims or convictions, club
member: £165 with IPT. £250 excess.
*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.
**Quotes based on a 1999 Alfa Romeo 156 2.0 TS valued at £3000.

‘Get one with
a healthy engine
and enjoy!’

MODERN CLASSIC INSURANCE
0800 085 5000

118 JULY 2024 // PRACTICAL CLASSICS

Authorised & regulated by the Financial Conduct Authority

practicalclassics.co.uk

‘The A4 is 30.
Let that sink in…’
Danny celebrates Audi’s staple with a base
model that is a father and son special
DANNY HOPKINS

I like advancing through technology
as much as the next car person… but
bizarrely I’ve only ever actually owned
one Audi, my A6 Avant. It was, unsurprisingly,
a truly excellent car in every respect until the
auto ’box went south. I had an A3 company car
back in 2010 that was very good too, extremely
efficient with the legendary 1.9 TDi diesel engine,
it was simply brilliant, but I couldn’t love it. Like so
many German cars I have had over the years, it
was beautifully made, thoughtfully designed and
genuinely engaging to drive. But there was very
little joy involved, no sense of fun or eccentricity.
You wouldn’t want to pop out for a drink with it.
So, it was about time that I headed back
(in time) to see if I could really find some ‘soul’,
something about Audi to bring a real smile.
Most of my car mates thought I was wrong for
starters, I needed to up my game. As I was musing
on the four rings an email arrived from reader Phil
Chadwick and, suddenly, these thoughts became
a reality. Phil told me of a colleague who needed to
find a home for an old car. In no time I was offered
an early A4 B5, the first with the 1.8-litre, 20v
four-pot. Owned by David Charlesworth of Surrey,
it needed a service, an MOT and some bodywork,
but at £350 on only 75,000 miles, I took the
plunge. The added benefit of a full service history
and recent cambelt were also not to be sniffed at.
The A4 has been in production since November
1994, so my car is an early one, really early. David’s
father, Michael, bought it new in early 1995 as
a retirement present. Michael loved his Audi,
maintained it perfectly, always keeping it garaged,
and you can feel the care with which it has been
looked after. He passed away in August 2012. Over
17 years of driving he had put barely 40,000 miles
on the clock, it was his cherished companion.
David inherited the car and, having previously
found it a bit boring, ended up growing to love it
dearly. It became his main car for eight years… he
put 33,000 miles on the A4 and loved every single
comfortable, dependable one of them.
As I drive it now, I begin to see why. It’s not fast,
despite the 20-valve engine’s racing pedigree, in
120 JULY 2024 // PRACTICAL CLASSICS

TOP Everything as it should
be. Even the air-con works.
ABOVE Five valves per
cylinder, 20v in total. New
engine – new model.

fact it is definitively unexciting (although it does
lift its skirts above 3000rpm). That is not the point.
The A4 is gorgeously effortless, smooth, ‘feather
bed’ comfortable and perfectly planted with its
B5 platform providing rock solid road foundations.
The gearchange is swift and snickety, the handling
positive, it rarely gets out of shape, and – for
a front-wheel drive car – you feel surprisingly well
practicalclassics.co.uk

BOUGHT
FOR £350

VIA DAVID CHARLESWORTH

75,000 miles, full service history, one
previous owner, same family since
new. Excellent condition with scuffs
and a some accident damage at the
rear. MOT is due and will need a service.
BOUGHT FOR £350

So ubiquitous, so
connected to the surface of the road. From my
many still left on
beige armchair I enjoy a banging sound system,
the road, too.
air-conditioning that still works and, to go with the
comfort, there’s masses of space.
Most importantly though, it was built with the
kind of care and precision that means, even now,
almost 30 years after it left the line, it feels brand
new. Of all the modern classics I’ve driven it is this
astonishing build quality, the obsessive attention
to excellence, that gives my A4 its soul… that
and the life story of the car itself. Father and son
sharing the miles in a car that connected them.
So, I take it all back. Audi’s soul is in the quality
of the Teknik, and the experiences that each car
gives its overwhelmingly
happy customers. I am
Ben says
deeply honoured to be in
‘Great car. The VAG B5
the driving seat of a car
chassis deserves the best
possible footwear, not
that undeniably meant so
just for safety
very much to a father and
either, it makes
his son. It is the perfect
it more fun
motor to grace the pages
to drive.’
of this, the Practical
Classics Father’s Day
special issue. ■

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

1994 build and
registered in 1995,
this is a very early A4

The A4 is a work of brilliant efficiency. As a design it is
outrageously good at being a car. Supremely practical
and yes, at 30, the A4 now a classic – FIVA says so.

PRACTICAL CLASSICS // JULY 2024 121

‘It was so good that I was
tempted to keep it myself’

T

his month’s column was supposed to be
about a new car I’d added to the fleet. In
true Keith Adams style, I’d agreed to buy
a car, sight unseen from the other end of
the country, with the intention of becoming a tow
vehicle to replace my slightly underpowered Volvo
V70 Cross Country. But as often is the case with
my world, there was a technical issue with the car
that meant I had to leave it with the seller to sort,
while I hot footed it back to Lancashire on Avanti
West Coast’s finest. That’ll teach me. I’ll hopefully
come back to that once its suspension’s stopped
having a sulk and it’s back at my place in the next
few weeks. But for now, I’ll instead ponder just
how good first-time car buyers have it right now.
A friend of mine popped a surprisingly common
question – he has a 17-year-old son who’s looking
for a car to learn to drive in. It’s on a budget of
less than £1500, needs to be reliable and cheap to
sure. So, I started to look at 2005-2010 superminis,
and in case you hadn’t noticed, there really are
some excellent ones to have, which in many ways

‘Post-pandemic,
prices of small cars
have started to fall’
do a great job of ticking the modern classic box
without even trying. The good news is that postpandemic, prices of small cars have started to fall
back from some amazing highs, when anything
capable of decent MPG was being snapped up in
preference to using public transport.
But memories of lockdowns are finally fading,
and that means there are some excellent cars to
be had well within budget. Great news. But more
than that, this generation of superminis remain
just about simple enough to work on yourself, have
enough safety features to keep any concerned
parent happy, and aren’t weighed down with tech
that by this point was creeping into larger cars.
My go to choice in this area is a Suzuki Swift.
I have one myself (for nipping around the lanes),
and it’s brilliant – revvy engine, excellent steering,
and bulletproof mechanicals make these a perfect
option. I’d been given this one and had planned
to sell it to make a few quid. But after getting rid
of its terrible ditchfinder tyres and putting some
decent ones on, I found indecently fun to drive as
well as genuinely useful. So, it stays.
That was my recommendation to my friend, but
when we started running the numbers, it looked
122 JULY 2024 // PRACTICAL CLASSICS

MINI One does everything
a good supermini should
– and can now bagged
cheaply once more. Result!

like the insurance was going to be a killer for him.
Searching further afield, I was delighted to find
that a 1.25-litre Ford Fiesta MkVII (the 2008-2017
one) was well within budget, and cracking value
for money. These are even better than the Swift
to drive with the most delightful steering, and
being a Ford, there are loads in the scrapyards
so you can buy bits of posher ones to make
yours stand out. The Citroen C1/Toyota Aygo/
Peugeot 107 triplets are another example of why
I love small cars so much, and why they make
perfect entry-level modern classics. You can grab
one from about a grand now, and they are just
awesome to drive, with 68bhp and a 0-62mph time
of… enough.
In the end, he asked me to look at a 2003 MINI
One for them, which surprised me, because
I assumed they’d be more expensive to insure.
But it wasn’t, and on that basis, I went ahead and
checked it out. After making sure that the gearbox
worked, it didn’t have a face full of warning lights,
and a decent history, I pulled the trigger on it, and
drove it back to his place. Result.
Best part, I bagged it for a grand, and it was so
good that I was tempted to keep it myself. As is
always the case with these things, I question why
on earth I buy larger, more complex and unreliable
modern classics, when everything you need is
right here. Long live the supermini, and if anyone
tells you that it’s impossible to buy interesting,
modern classics on the cheap, just send them in
my direction! ■

Keith has had a distinguished career in motoring
journalism. He created and runs aronline.co.uk and
has worked for PC and Octane as well as editing
Classic Car Weekly. He is currently editor of Parkers.
practicalclassics.co.uk

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PRACTICAL CLASSICS // JULY 2024 123

Danny
Hopkins
EDITOR

2002 Mazda MX-5
Montana

Engine 1839cc/4-cyl/DOHC
Power 130bhp@7000rpm
Torque 114lb ft@5500rpm
Gearbox 5 speed manual
0-60mph 8.3sec
Top speed 123mph
Fuel economy 31mpg

Work done

Rear arches; paint; brakes.

4

137

0

TIME

SPENT

MILES

(day)

(£)

Also in Danny’s
garage
1956 RILEY PATHFINDER
Engine ready at Formhalls.
1971 MORRIS MARINA 1.3
Trim being attached.

Danny preps the
Montana’s rear
arches for paint.

Spanner Montana
Danny’s MX-5 Montana, 147 and Mondeo get some love

1972 TRIUMPH 2000
Still needs a new balljoint.
1977 RELIANT
SCIMITAR SE6A
Started and run up.
1997 BMW 735I
Lent it to my dad. I don't
think he is giving it back.
2004 VAUXHALL
FRONTERA 2.2DTI
Back with a vengeance.

M

ost people would have taken
a glance at the rear end of my MX-5
Montana project and gone, ‘no
thanks’. It looked like it had been
parked with its backside in the sea. But I had
made a commitment to previous owner Kevin
Langstone and besides, the Montana is my
favourite MX-5 special edition, I love the colour,
spec and rarity. NBs are being binned for having
a puncture these days, what better reason for
rescuing one? It has proved more difficult than
anticipated to get it to a healthy place, but
nothing worth doing was ever easy.

124 JULY 2024 // PRACTICAL CLASSICS

The MX-5 Club had invited me onto its stand
at the PC Classic Car and Restoration Show
as its ‘barn find’ (the cheek) and that gave me
the impetus to try to, at least, make it look
presentable. Both arches were prepared and
filled, but just as I began the process of final
flatting before primer I found more rot, on the
back end of the offside sill. I wasn’t going to rely
on Clive’s panel making skills, so bought a panel
from MX5 Heaven and set to.
I also bought the wrong colour paint.
So, when eventually I got round to spraying it,
it was deeply embarassing and the cause of
practicalclassics.co.uk

Offside arch
gets prepped.

New panel to
finish offside sill.

much headshaking when the car eventually
appeared on the stand at the NEC. I had chosen
Black Cherry, when I needed Garnet Red. The
car attracted all sorts of attention at the show
and the club got busy tidying it up, including
detoxifying the interior, which was damp and
filthy. The bonnet polished up nicely and, while
I was there, I ordered the correct colour aerosol
paint. Eventually it will get the full respray it
needs, but this summer I want to be able to
enjoy it and use it as my daily. Scruffy first…
then if I love it, full respray next.

De-filth my ride Pt.2

I have a Ford Mondeo back in my life and it also
visited the PC Resto Show, as part of the barn
finds exhibition. Another car that required
a complete de-filth, but not until it had shown

The marvellous boss
of the MX-5 Club, the
excellent Iain Flemming.

STAFF CAR SAGAS

Yes, Danny is shovelling
leaves off the screen.

Ready for the road?
Not quite…

Mouldy star of the PC
Resto Show.

off its worst. This car originally arrived at the
magazine with me and then went to live with a
mate. It had its gearbox woes sorted by him, but
never progressed any further than that. It was left
to fend for itself in hedge until I bought it back.
A seized fuel pump was replaced, but I am
still to successfully fire the old girl up, although
the engine does turn. As a V6 Ghia X Estate it is
a very rare wagon. I want it to be a decent and
useful parts hound, so once I have completed the
demoulding process and got it running and driving
I will head to the rear and do the arches, all the
time hoping and praying that its time in that hedge
hasn’t caused a major return of the rot.
I have to say, giving this car a proper jet wash
was was one of the most satisfying things I have
ever done. It’s emergence from ten years of filth
has made me doubly determined to get on with it.
It might need a new front bumper although I will
try plastic welding first – then the arches.
Next, or at least happening now-ish is the
revival of my Alfa 147, a car I have been waiting to
enjoy for a while. The one thing that has prevented
that has been the almost complete lack of rear
floorpan. An Achilles' Heel of the make, I managed
126 JULY 2024 // PRACTICAL CLASSICS

USEFUL
CONTACTS
Detailing Car Gods
(Manchester), cargods.
com, @cargodsdetailing
MX5 Heaven,
mx5heaven.co.uk
MX5 Restorer,
themx5restorer.co.uk
MX5 Parts,
mx5parts.co.uk
MX5 Owners Club,
mx5oc.co.uk, 01984 656
229
Pride n Shine valeting
(Swadlincote),
07976 971 420
Sportscars and Spares,
01332 719217

to purchase the panels and set to cutting out the
rot… of which there was plenty.
The 147 will be 25 years-old next year having
been launched at the Turin Motor Show in 2000
and I have always liked it. I had a 2.0 a couple of
years back and this 1.6 came my way last year.
Previous owner Hugh O’Neil had added a leather
interior, sexy cloverleaf wheels and looked after
the car well, so it needs to live again. It will make
a great daily when done and I’ll give it a run to
Italy next year for the anniversary. Right now the
work is ugly and the hours are long. The little car
suffers greatly from its well-known curse, the
disintegration of the rear of the passenger floor, in
front of the rear bulkhead is advanced!
It looks like the rot starts in the horseshoeshaped drain holes in the rear of the floor and it's
not helped by the fact the metal in the floor pan is
incredibly thin stuff. I reckon these holes were put
in to allow liquid to drain when the freshly welded
bodyshell was dipped in vats of rust proofing goo
prior to being painted. Anyway, I have bought the
panels now from EU spares… not that expensive,
let the welding commence.
n danny.hopkins@practicalclassics.co.uk
practicalclassics.co.uk

STAFF CAR SAGAS

James
Walshe

DEPUTY EDITOR

2004 Smart
Roadster

Engine 698cc/3-cyl/OHC
Power 80bhp@5250rpm
Torque 81lb ft@2250rpm
Gearbox 6-speed semi-auto
0-60mph 10sec
Top speed 112mph
Fuel economy 55mpg

Work done

Fiddling with degraded
wires!

1

0

656

TIME

SPENT

MILES

(hr)

(£)

Also in James’s
garage
1985 CITROËN 2CV6
Daily duties mostly. Time for
a big trip?
1989 SAAB 900 TURBO
MOT next month? Maybe…

WIN!

2004 CITROËN BERLINGO
HDI
Realistically, it’s all the car
that I’ll ever need.
130 JULY 2024 // PRACTICAL CLASSICS

A FANTASTIC STAY AT
THIS HOTEL, PLUS OTHER
CLASSIC LODGES PRIZES –
SEE PAGE 10

practicalclassics.co.uk

Work in progress back in 2015.

K7 with Campbell’s XK150.

James driving the
tranquil Coniston
shoreline.

Return to the lake
James is reunited with an old flame in Cumbria

B

e it car, train, plane, steam engine or
lawnmower, our species’ obsession
with restoring lost and broken old
machinery of all kinds can easily lead
us down the path to insanity where all logic
goes out the window. Why would anyone, for
instance, drag wreckage up from the depths
of a lake and spend 20 years attempting to
rebuild it? My pilgrimage to Cumbria this month
led me to some answers, while also giving
me an excuse to get out the house for some
springtime sunshine.
Having thoroughly twiddled with my beloved
Smart Roadster, changed the ABS rings and
given it a proper service (Practical Classics,
May 2024), my primary mission was to record
the revival of a Clan Crusader (see page 66)
near Keswick. Basing myself at the Lakeside
Hotel & Spa, I could afterwards work remotely
for a few days while taking another day to
mooch around the area in search of more
classic tales for the mag – and revisit
a story we first published almost ten years
ago regarding a certain jet-powered boat.

2024 marked the long-awaited return of
Donald Campbell’s record-breaking hydroplane
to Coniston. Nine years earlier, having reunited
Donald Campbell’s daughter Gina with her
dad’s old Jaguar XK150 in 2015, I’d travelled
to a Tyneside workshop to meet The Bluebird
Project’s Bill Smith – the man who raised both
K7 and Donald Campbell’s body to the surface
in 2001. At that time, Bill was hard at work
restoring Bluebird with his team of skilled
volunteers and it was clear this was an expert
piece of engineering – faithful to the genius of
the Lancashire-based Norris Brothers, who
first built the craft in 1955.

USEFUL
CONTACTS
Classic Lodges, classiclodges.
co.uk
Lakeland Museum,
lakelandmotormuseum
Ruskin Museum,
ruskinmuseum.com

Homecoming

The drive along the eastern edge of Coniston
Water remains an emotional experience – it’s
a narrow lane that twists its way along a thick
wooded shoreline. The lake appears through
a blur of trees as around halfway up, I pulled
into a lay-by where editor Hopkins and I stood
on January 4, 2017 – exactly 50 years after
Campbell was killed attempting to

STAFF CAR SAGAS

Cumbria Classic Car
Club’s Michael, Josh and
Graham at the Ruskin.

reach 300mph. Just as we did back then, the
gentle sound of lapping water and raindrops
pattering on my umbrella were replaced by the
imagined scream of a jet engine as K7 scampers
across the surface and into the history books.
A short while later, I could barely believe that
I was standing in the Bluebird wing of the Ruskin
Museum… beside the very craft itself. The
Bluebird Project engineers did a sensational job,
using as much of the original craft as they safely
could. With the front of the boat missing, they’d
fabricated and riveted with great expertise – K7’s
aluminium body gleaming in blue, but with closer
inspection revealing a pleasing degree of patina.
This year marks the 60th year of Donald ‘doing
Donald’s Jag alongside
Bluebird Mach 1.1.

Water and land speed records bagged in 1964.
132 JULY 2024 // PRACTICAL CLASSICS

‘This is one expert
restoration’
the double’. Having nailed the land speed record
in Bluebird CN7 (on display at Beulieu), he also
snatched the water speed record aboard K7 in
1964. By the time of his fatal crash three years
later at Coniston, he was pushing his luck with
a craft that simply wasn’t up to the job. I recall
Bill in 2015 telling me how Bluebird’s evolution
made restoration even more challenging: ‘The
original design drawings of the Fifties no longer
applied. As the speeds increased, Campbell and
his engineers cut pieces off and added new stuff
all over the place.’
The evidence can now be seen up close at the
Ruskin Museum where Director Tracy Hodgson
told me it has been non-stop since the boat went
on display. ‘I’ve seen people’s reactions – it’s quite
a moment when you see it for the first time. It is
a pilgrimage for many – from locals to visitors from
all over the world. All due respect to the Bluebird
Project – they have done a fantastic job.’
Having successfully been run on the water at
practicalclassics.co.uk

Bluebird at its new
Ruskin Museum base.

Bute in the hands of Bill’s team, Tracy says plans
are now underway for K7 to return to the waters
of Coniston in 2026. ‘It’s going to take some
organising as the lake is a public highway with
a 10mph speed limit. Safety must be a priority
though, as the whole area is likely to be swamped
with visitors!’

over in a colossal explosion of spray became one
of the most iconic moments of the 21st century
– a reminder that, as with Titanic and Apollo 13,
nature will always conquer the machine.
That said, I had a good go at it on the way back
to Cambridgeshire. Taking the long way home via
the Forest of Bowland, my dinky Roadster was in
its element, zipping along tight twisty stretches
of tarmac and scurrying around bends to the
great satisfaction of the driver (at perfectly legal
speeds, I might add). My only cause for grumble
came in the form of a Porsche club, clearly out
for an enthusiastic jolly. East of Lancaster, up
near the Jubilee Tower, I’d pulled over to let them
past – only to catch up with them again just a few
miles further down the road. Clearly, the sheer
width of their cars and an abundance of power
puts them at a disadvantage. My progress – along
with that of an MX-5 and a base-spec VW Up – was
hindered by the dozen bloated German bums in
front. It brought to mind that famous advertising
slogan, which seemed wholly appropriate: ‘Power
is nothing without control.’
james.walshe@practicalclassics.co.uk

Smaller sports cars
make greater sense on
narrow Lakeland roads.

Southbound

Speaking of which, members of the Cumbria
Classic Car Club also turned up for their own
visit. Among them was Michael Rackham in his
Sunbeam Tiger – a model that celebrates its 60th
birthday in 2024. We talked all things Tiger
(he has owned it for 31 years) and were reminded
that the Sunbeam name was synonymous for
a while with Donald Campbell’s father, Sir Malcolm
– first to break the 150mph barrier in 1925 at
the wheel of his Sunbeam 350hp ‘Blue Bird’ (now
also on display at Beaulieu). Michael’s Tiger might
have fewer horses but it was a bit more civilised
in the torrential rain as we sauntered back down
Coniston Water to the Lakeland Motor Museum.
There, we were greeted by a whole bunch
of fellow enthusiasts in their classics for a few
hours of museum mooching. On all previous visits
to Lakeland with the PC team, we’ve been on a
tour and heading from place to place – too busy
chatting with readers and never getting time to
enjoy the exhibits inside. I was especially pleased,
at long last, to make it to the Bluebird display.
The expertly constructed replicas (including one
of K7 for the 1988 Anthony Hopkins film Across
the Lake) are superb, but it was the memorabilia
that really did it for me – not least the life
preserver worn by Donald himself.
Despite concerns over Bluebird’s suitability
for such speed, Donald’s need for publicity to
fund the world’s first supersonic car overruled
any good sense. His obsession was unstoppable
– and is what led him to make that fatal turn at
the southern end of the lake before thundering
northwards again. The footage of Bluebird flipping
To subscribe to PC go to greatmagazines.co.uk/practicalclassics

PRACTICAL CLASSICS // JULY 2024 133

STAFF CAR SAGAS

Take to the track
Matt heads to Curborough for some pre-season testing

Matt
Tomkins
WORKSHOP
EDITOR

Engine 747cc/4-cyl/SV
Power (standard)
12bhp@2400rpm
Torque Not stated
Gearbox 4-speed manual
0-50mph 58sec
Top speed 51mph
Fuel economy 45mpg

Work done

Attended ‘Sevens back
to the Track’ track day at
Curborough.

1

70

TIME

SPENT

(day)

4

(£)

MILES

Also in Matt’s
garage
1960 MORRIS MINOR
CONVERTIBLE
Out for a sunny blast.
1968 AUSTIN MINI
COUNTRYMAN
Now complete and looking
for a new home.
1988 LAND ROVER
NINETY
Rotten exhaust just fell off!

R

everyone’s going in the same direction, other
egular readers will be familiar with
drivers are expecting you to be there, there are
my big plans for this year. With the
no potholes and if things go wrong, there are
Austin Seven Special on the road after
run-offs and marshals at every corner.’ Wise
a two-year build, I’ve passed my ARDS
words and, having attended a 750 race meeting
assessment (PC, December 2023) and have
and met with Historic Formula competitors
my MSUK race licence in hand for 2024, with
(PC, February 2024), it was clear that this is
the intention to taking to the track with the
a friendly endeavour, full of advice and
750 Motor Club’s Historic Formula,
with consideration for the safety of
a motley group of Seven-based
Holding a slide,
gearstick held fast
all drivers at the forefront of every
racers. I will confess, however,
with one hand.
competitors’ mind. Time to put the
to being a little apprehensive
Seven through its paces, then,
when it comes to taking to
and gain some track experience
the track. As the MSUK
for myself.
triangle dotted across
For the past decade, 750
every venue states quite
Historic Formula Austin 7
clearly ‘Motorsport can be
Representative, Charlie Plaindangerous’, and I have got
Jones, has organised a ‘Back
a daughter to worry about
to the Track’ day at Curborough
now. However, having spent
Sprint course in order to allow
my formative years with my
fellow 750 competitors and
dad watching Vintage Sports
first time track drivers alike the
Car Club heroes wringing the
opportunity to test their cars and gain
necks of their machines at Silverstone
track-driving experience in a friendly and
and beyond, and with an open invitation from
exclusively Austin Seven environment.
the 750 Motor Club to come and play, not to
This years entrants ranged from supercharged
at least give it a go would forever leave me
racers out to ensure winter fettling had been
wondering ‘what if?’.
productive to 12 year-old Henry, who has been
A conversation with VSCC stalwart Guy
restoring his 1937 Ruby from scavenged parts
Loveridge at the NEC in November 2023 put
for the past two years (check out ‘Henry’s Ruby’
my mind at ease. ‘Do you drive the Seven hard
on Facebook and Youtube).
on the road?’ well, yes, I do. ‘Well on a track,

134 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

PHOTOS: GARY TOMKINS

1937 Austin Seven
‘Tomkins Special’

Out of the blocks
and gathering speed,
Seven was at home
on the smooth
competition Tarmac.

Pitstop! Spanner
checks are an essential
part of any shakedown.

Gearbox noises were
a cause for concern,
but oil level was fine.
Sideways! Damp
conditions made for
a slippery hairpin.

Pedal to the metal

Clambering into the car and donning the helmet
I’d been so kindly gifted by VSCC stalwart Iain
Cheyne, offered through the club’s newsletter
to ‘any member just starting out’ as he hung
up his fireproof boots, was a heart-quickening
experience. Joining the back of the queue in
the paddock and warming the engine, admiring
the other machines and chatting to fellow
drivers before, finally, taking to the track.
Through the gate and onto the course, swing
a left and up to Molehill, double de-clutching
into second with a crunch. Back on the power
and up to the hairpin. Hard round, tyres
squealing, elbow gripping the side of the car
before the dash to the finish, down the hill
along the straight and a gentle tickle back
into the paddock. My smartwatch bleeped.
‘Workout completed’. Yeah, you’re not far wrong
there! Time for a cuppa and some spanner
spinning. Time to catch my breath.
‘Everything alright?’ came concerned and
enquiring voices as I ran a Whitworth wrench
over every bolt on the car’s fresh suspension.
A spanner check is an essential part of any
shake-down, and I found the pinch bolts

STAFF CAR SAGAS

Boostie Boy
1970 Morris Minor
‘Supercharged’
two-door saloon
With spring in the air
and the dust settling
after the PC Resto
Show that saw the
Mini's completion,
I’ve finally turned
my attention back
to my beloved
supercharged Minor.
It had been on the
naughty step since
failing to proceed
on me and being
limped back to the
lockup on the last dry
day before winter,
running out of fuel
just as I backed it into
the garage.
Before taking
it off the road, I’d

beefed up the fuel
delivery system
with a push pump
and front regulator
from Webcon. The
first spot once I’d
topped the tank up
with a jerry can was a
steady dribble of E5
from the underside
of the car. Nipping up
one hose clip solved
that and would
explain the appalling
economy on that final
run of 2023. Next,
I went back to basics
with the carburettor,
setting the float
height and adjusting
the jet to a known
datum, and adding
a return spring to the
choke mechanism to
prevent it sticking
on. Finally, a fresh set

that retain the king pins to have settled
loose, allowing a little play which was quickly
removed with a quarter turn of a nut. The
camaraderie and enthusiasm in the paddock
was palpable, and it was refreshing to see
so many young faces being squeezed into
crash helmets. From James Maybley, the justqualified apprentice from Oxfordshire Sevens
who’d helped me lower my car to sports
specification a couple of months previously
(PC, April 2024), to three Heritage Skills
Academy apprentices sharing a red Ulster
replica that is on loan to the Starter Motor

of NOS spark plugs
cured a misfire under
load (modern plugs
hate getting wet).
Function was
restored, but there
are still refinements
to be made. It is
quick, yes, but
there are a couple
of flat spots and it’s
somewhat grumpy in
traffic. Distribution
is currently taken
care of by a bone
stock 25D out of
the Traveller, which
replaced the 123 I’d
fitted in the initial
build after I was
unable to connect my
phone to it to disable
the immobiliser
the day before my
wedding. Reinstating
and tuning that is

USEFUL
CONTACTS
750 Motor Club, 750mc.co.uk
MSUK, motorsportuk.org
Oxfordshire
Sevens, oxfordshiresevens.co.uk
Vintage Sports Car Club,
vscc.co.uk
Vintage Tyres, vintagetyres.com

Rain shower
meant a
change of
surface
conditions.

136 JULY 2024 // PRACTICAL CLASSICS

next on my to-do
list, before perhaps
investing in a session
on a rolling road.
There’s an added
incentive to get the
car fighting fit.
A friend of mine has
just fitted a ’charger
to his Minor and is
in the final stages

of getting that set
up correctly, while
another mate has
engineered a turbo
set-up onto his.
Plans are afoot for
a ‘Boostie Boys’ road
trip’, and I’m very
keen to spend it
behind the wheel, not
under the bonnet!

charity and plenty more besides.
Back in the queue, then back around the
track, my confidence was growing with each
run. Midday soon came and with it a rain
shower. Exciting… my first time on a greasy
circuit. Tentatively I gathered pace, noting the
immediate liveliness of the Seven’s back end.
Up to the hairpin and with growing confidence,
a twitch of the tail and a dab of journalistic
cliché, high tyre pressures (around 30PSI in
the crossplies) allowed for some fabulously
controllable sideways action. Then the gearbox
decided it didn’t like staying in third. A touch
frightening as drive was lost, then onehandedly restored. But the speeds were so
relatively sedate that this literal learning curve
was dispatched with a grin as I hammered back
down the straight, pulling upwards of 60mph
by the bottom of the hill.
A chat with young James revealed that,
unlike an A-series gearbox with which I’m more
familiar, detent springs and balls are a gearbox
and and selector forks out job. Not something
for the middle of a paddock then. Grippy
gloves, therefore, would need to be deployed
for the rest of the day, all the better to drift
one-handed while jamming the gear lever
forward. Not ideal, but a lot of fun!
So there’s a list, top of which is the gearbox,
but which also includes the acquisition and
fitment of a fire extinguisher and a rain light,
the closing off of a few holes in the bulkhead
and numerous other titivating jobs to be done
before my first race meeting of the year,
planned for Cadwell Park on July 21.
t matt.tomkins@practicalclassics.co.uk
practicalclassics.co.uk

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Orleton Lane, Wellington, Telford, Shropshire, TF1 2BG

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

PRACTICAL CLASSICS // JULY 2024 137

STAFF CAR SAGAS

Handy!
As Ed can attest,
battery-powered tools
such as this can really
make things easier and
save time in the
workshop.

Ed
Hughes

CONTRIBUTOR

1991 ZAZ 1102
'Tavria'

Engine 1091cc/4-cyl/OHC
Power 53bhp@5500rpm
Torque 60lb ft@3000rpm
Gearbox 5-speed manual
0-60mph 16sec
Top speed 90mph
Fuel economy 40mpg

Work done

MacPherson struts
titivated.

5

(hrs)
TIME

20
(£)

SPENT

100
MILES

Also in Ed's garage
1964 WARTBURG 311
A jolly nice way to bumble
around the Devon
countryside.
1969 WARTBURG
TOURIST
Took emergency fridge
freezer collection neatly in
its stride.

1983 WARTBURG 353
Bonnet finally painted and
refitted, only ten years
after removal…

Making an impact
Ed buys the internet's cheapest impact wrench!

I

realised I needed an impact wrench when
I changed the Samara's slovenly and
pointless British-spec short springs for
a correct-height Russian set. At one corner,
it proved impossible to hold the tiny square
end of the damper rod still while attempting to
release the retaining nut. I was fortunate that
local motoring connoisseur Harry Criddle had
recently bought such a device, which spun the
nut off without a moment's objection.
His budget Ryobi claimed 400Nm – though
it helpfully had three torque settings to avoid
breakages. I'd previously disliked impact
wrenches, because of their use as instruments
of blunt force by tyre fitters. The Samara
experience made me realise that, used
sensibly, they make some jobs much easier.
So, what to buy? Since it'd only be needed
occasionally, I went down the path of least
expense. The usual internet sales sites
provided two basic specs of no-brand Chinese
wonder: 400Nm and 1000Nm. These figures are
a lie – as proved by some surprisingly scientific
tests on YouTube. The 400Nm models are good
for 100Nm, and the 1000Nm models about
400Nm. Prices range from £40 for the least
promising to £90+ for the most impressive,
both including battery and charger.
The Ryobi costs £130, but is sold in actual
shops – so has to live up to its claims and

138 JULY 2024 // PRACTICAL CLASSICS

withstand at least a year of average use.
The Chinese miracle tools, on the other hand,
have to sustain the charitable thoughts of
the buyer for just 60 days before a refund
becomes almost impossible. So, there's no
point in spending £90 on one… but £40? Almost
disposable at the price – which is, no doubt, the
basis on which they're manufactured.

Special delivery

The £40 wrench arrived the day after purchase,
which was impressive. I charged the battery
and had a go at various MacPherson struts,
all of which it did with ease. Its next test was
wheel bolts. It loosened some, but not others.
Tightening was interesting: it managed 70Nm
(steel wheels), but not all of the time. A torque
wrench is, as usual, indispensable.
When I got bored, I remembered I had
a wooden shed to repair, and it turned out the
miracle tool had a recess in its half-inch square
driver to take a screwdriver bit. It proved an
astonishing time-saver on the shed, suggesting
it was actually an impact driver (note the

‘An impact wrench
is a miracle tool’
practicalclassics.co.uk

Dismantled strut with old and new bump stops.
Do all bump stops go
like this, eventually?

Impact wrench delivers
short, sharp shocks –
effectively using the
element of surprise to
get the job done.

difference) upgraded to an impact wrench
solely by the use of the half-inch drive.
Soon, it had a real car job to do. The Tavria's
slight front suspension knock developed into
constant percussion. I suspected the top strut
bearing, so off came the top nut, without
a moment's bother. Using max force loosened
the nut without spinning the rod, whereas on
lower settings, the element of surprise was
lost and the rod turned with the nut.
It even managed the rusted-up lower pinch
bolts that clamp the strut into the suspension
swivel at the wheel carrier. Impressed, I
removed the strut, applied spring compressors
and removed the top bearing. To my relief,
the bearing was fine, and was moving in the
housing due to lacklustre peining. I repeined
it, and on reassembly the problem was indeed
cured. I noticed that the polyurethane foam
bump stop was goosed, though, so I consulted
my parts book. It's the same as a Lada Samara,
and a quick Autodoc order secured a pair.
Removing both struts (again!) to fit these
(they slide onto the damper rod) presented no
problem. I wire-brushed, painted and waxed the
struts while they were off.
What's my conclusion? Well, if you want
a decent impact wrench that'll do almost
anything and take a consistent hammering, buy
one from an actual shop. If you want something

to use once in a blue moon, on
light-duty jobs, the cheap alternative
is perfectly adequate.
An impact wrench is an alternative
to a breaker bar, but both have their
place. The impact wrench has, as already
noted, the element of surprise – but it won't
necessarily fit in a tight space. The breaker bar
requires some room to swing it, but it's a much
more elegant method of loosening: the impact
wrench is both noisy and percussive on the
hand and wrist. And even if you buy an impact
wrench, you'll still need to use the breaker bar
from time-to-time. You should definitely have
one of each in your toolbox.
t practical.classics@bauermedia.co.uk

Strut bearing peined
into housing a bit
harder to cure rattling.

USEFUL
CONTACTS
Autodoc, autodoc.co.uk

ZAZ Tavria and Izh Oda –
yesterday's future...

STAFF CAR SAGAS

Tim
Morgan

CONTRIBUTOR

1964 Hillman Imp

Engine 875cc/4-cyl/OHC
Power 39bhp@5000rpm
Torque 49lb ft@2600rpm
Gearbox 4-spd manual
0-60mph 18sec
Top speed 80mph
Fuel economy 42mpg

Work done

Strip out ready for
restoration work.

1

0

TIME

SPENT

(week)

0

(£)

MILES

Also in Tim’s
garage
1967 HILLMAN IMP
Needs new driveshaft
couplings.
1971 ROVER P6
Awaiting some carburettor
loving.
1976 HILLMAN IMP BASIC
Running well – still!
1998 FORD MONDEO
Soaking up those miles.

Skye strips off
Beloved Imp finally gets her body fixed

B

efore we go any further – this is not
my car, and never has been. This car,
known as Skye, belongs to my wife,
Vickie and always has. She acquired
the car (as a freebie!) back in 2003 and had
it repainted. She then reassembled the car
herself with a little help from me, building it into
her vision of what an Imp should be. She used
it for all sorts of adventures and she adores
it. Fast forward the clock and in recent years,
sadly the car has been a little neglected due to
ill health and the demands of parenthood. I bet
that sounds familiar to a lot of people…
We had planned
to give it a bit of
a tidy up, sort
out a couple
of niggly jobs
and then use it
for this year’s
season. This
would have
been the first
time the car
had been used
properly for about
seven years, but
it soon became clear

140 JULY 2024 // PRACTICAL CLASSICS

Ominous rust bubble
has appeared under
the screen rubber.

that all was not quite as well as we’d hoped
with the bodyshell. Notably the driver’s side
rear wheelarch had gone a bit crunchy, and
an ominous bulge was appearing under the
windscreen. There were also several blisters
and bubbles that needed attention. I know
my limitations, and I also know how little time
I have, so called in an expert… in this case,
Jeff Day from Westbound Restorations. If that
name sounds familiar to long-term readers, Jeff
built the ex-Practical Classics two-tone Blue
Imp project car many moons ago.

Strip it

After a bit of assessment, it was clear
that the car wasn’t in terrible condition
at all. While the paint was a touch flat,
the previous restorer had done an
excellent job all those years
ago and the paint
might polish up
well, at least in
places. Jeff did
poke a couple of
Tim doesn’t enjoy
taking cars to
bits, as they end
up looking so sad!
practicalclassics.co.uk

Rare, good condition
original panel
located in the loft.

A new rear transom has been located
to repair some of this damage.

Rear wheelarch
has rusted from
the inside out.

All loaded up and
off to Westbound
Restorations.

bubbly areas that I’d looked at with rose-tinted
glasses on… and it was clear that the sill was
way past its best plus the lower rear corner
and rear transom soon became a memory.
We agreed that the car doesn’t need dipping or
going back to bare metal, and the vast majority
of the structure is still really good. The car
needs some remedial work, but this will be
repairs rather than a full-on restoration.

I’ve got it covered

To enable Jeff to do the work, I offered to strip
the car out – that way I can save a lot of the
labour fees of working around the trim etc, plus
I can be cleaning, polishing and replacing where
appropriate in parallel. The plan is to get the car
done in time for this year’s Imp Club National
Weekend in early August, so time is very short.
Armed with some zip lock bags bought from
Amazon, I took everything apart. Very little
broke – which I was surprised and pleased
about. Sadly all 60 trim clips will need replacing
and the door scraper seals fell to pieces in my
hands when I took them off. Thankfully both
parts are easily sourced (if not cheaply).
All cars take up so much more space when
they have been completely taken apart, and

‘My wife and I are
pacing around like
expectant parents’
USEFUL
CONTACTS
Westbound Restorations,
westboundrestorations.co.uk

so I was very glad to agree a collection date
with Jeff. With it loaded up on the trailer we
could see the lower parts of it a little more
clearly. Whilst the passenger side sill is sound,
it’s a funny shape due to a previous repair. Jeff
wasn’t happy to put his name to the car while
this was fitted to it, so we have agreed to swap
the other sill out, too. Jeff makes his own sill
panels and has been supplying them for about
25 years, so we have agreed to replace both
sides with these.
Once back at his workshop, it was
realised that the bonnet isn’t quite as good
as we had all hoped. I just happened to have
a replacement in my loft (these are actually
becoming quite rare and sought-after panels),
so I have donated that to the project. I’m sure
I’ll get my reward in heaven…
So now my wife and I are pacing around
like expectant parents waiting for the rebirth
of this much-loved member of the family.
Hopefully next time I write about this, I’ll be
doing the fun job of putting shiny bits back
onto a shiny bodyshell. Until then, I need to
work on making the shiny bits shiny again.
Pass the Autosol…
n practical.classics@bauermedia.co.uk

READER CAR SAGAS

Nice seat
retrim, but
the rest of
Sam’s car is
a bit tired.

Andy
Ibbotson
READER

1935 Austin Ten
Lichfield

Engine 1125cc/4-cyl/SV
Power 21bhp@3400rpm
Torque 45lb ft@1400rpm
Gearbox 4-speed manual
Top speed 55mph
Fuel economy 33mpg

Work done

Assessed car; removed fuel
tank and gearbox.

4

2750

0

TIME

SPENT

MILES

(days)

(£)

Also in Andy’s
garage
1969 MORRIS MINOR
TRAVELLER
This was my dad’s cherished
car, which I'm currently in
the process of restoring.

1961 LAND ROVER
Ex-RAF – Sam’s next project.
1973 AUSTIN 1300
Rescued and brought home,
restoration planned.
1974 MINI 1300
Dragged from a garden and
now on the road.

A top ten hit

New project Austin Ten captivates Andy’s son

T

o most people, owning more than three
cars is excessive. When someone asks
how many cars I own and I say nine,
they sometimes recoil in horror and
befuddlement. But then I point to Practical
Classics magazine, where such things are the
norm and Danny buys a car each issue. This
makes me look less like a car obsessed nutcase
and more like an environmentalist, trying to
preserve our heritage in my own little way.
I can claim to have saved most of my cars
from scrap, literally. Pretty much everything
I own that’s old is something that was at
the end of its life, worn out, rusty, damaged
and without exception a car that nobody
else wanted to restore, but I did anyway. It’s
just time, money, and parts. And love, quite
honestly. Too many people needlessly scrap
classic cars, even in 2024.
We all know restoring, fixing and making
stuff work is the greenest of hobbies, as is
extending the design life of a thing designed
for transportation. Something that has
something about it that makes us do this work.
My son, Sam, is also a keen environmentalist
when it comes to cars. He has completed some

142 JULY 2024 // PRACTICAL CLASSICS

excellent restorations and is currently engaged
in another one on his Mini Clubman, a car built
19 years before he was born.
In a ‘sensible moment’ recently he sold one of
his Mini projects to a keen restorer, but almost
immediately made an impulse buy of another
old car, this time one built 55 years before he
was born, a sad 1935 Austin Ten that needed
a new home. He is perhaps not representative
of such a car's typical demographic, but like
Matt Tomkins in Practical Classics with his epic
Austin 7 project, is interested in looking at,
driving, and more importantly fixing something
different. And that also is good, in that having
young people interested in old stuff will keep
that old stuff alive.
So, here is ‘Neville’ the Austin Ten. It’s a nonrunner (of course), has a hideously bad paint
job (looks OK from 50 yards away), some awful
wiring full of nasty plastic crimped connectors,
(shudder) and many other issues. On the plus
side, someone has retrimmed the interior and
it has decent tyres. So far, Sam has welded a
new bottom in the spare wheel well, removed
the fuel tank to find it full of silt and very rusty,
plus we started to investigate the lack of oil in
practicalclassics.co.uk

First issue to solve was
strange clutch problem.

Cause traced to loose bolts
inside the bellhousing.

Lack of floor might
be an issue come
MOT time.

the gearbox. The chap we bought it from said,
‘it lost all its oil’ which to us sounded strange.

Clutching at straws

The clutch pedal mysteriously had no feel, in
that it would sink to the floor and do nothing at
all. Consulting the wondrous Book of the Austin
Ten revealed that to set the free travel on the
clutch pedal entailed slackening off a cotter
pin-type affair on the pedal shaft, rotating
the shaft by sticking a screwdriver
through a hole in it, setting the free
travel and then tightening everything
up. Easy. We did this and were thus
dismayed to find that once a healthy
‘feel’ on the pedal was obtained, it
vanished as soon as the pedal was
depressed. Which was why we took
out the gearbox, and then found
missing bolts that explained the oil loss.
Someone had taken them out, not put them
back in… and the oil had all run out.
We looked at the gearbox again and
discovered the reason the pedal feel
disappeared was because someone had
forgotten to tighten the two pinch bolts inside
the bellhousing before going to the trouble
of trying to coax, manhandle wiggle and
manoeuvre the gearbox up into place.
We tightened said pinch bolts, replaced the
gearbox, refitted the pedal shaft and then

‘It has many
issues, but it’ll
be worth it!’

USEFUL
CONTACTS
Austin Ten Drivers Club,
01844 237751
Fertan, fertan.co.uk,
01935 823795

Fresh fluids
throughout helped
bring car back to life.

adjusted
it to the
correct free
travel, about half an inch or so, and hey presto,
the clutch seemed to work fine and had a
healthy pedal feel. And it did the next time the
pedal was pressed, too. Obviously, we cannot
test it in operation just yet, but this is one
problem hopefully solved. We then filled the
gearbox with new oil and none ran out again, so
we claimed this as a success.
The fuel tank is very rusty both inside and
out, but we’ve used Fedox rust treater in there
and the results have been remarkable. You mix
this stuff with water, pour it in and leave it and
it converts horribly rusty steel into shiny steel.
However, the tank is holed but happily only at
the top, so Sam is going to investigate some
sort of repair there so we can refit the tank and
get the old thing running. More soon.
t practical.classics@bauermedia.co.uk

Matt Tomkins
WORKSHOP EDITOR

Our workshop
puppet master,
Matt has
a penchant for restoring British
classics in particular.
This month Stripped down his
Austin Seven's gearbox.

CAP IN HAND
Modern classics may
run at 95ºC or over. In
this case a good pressure
cap is essential to
prevent boiling.

Rich March
PRO BUFFER

New recruit Rich
runs UK Detailing
Academy. He’s our
expert at making things shiny.
This month Has been busy
teaching detailing to students.

Theodore
J Gillam

ENGINEERING EXPERT

Former Motor
Vehicle lecturer and classic
fiddling perfectionist. Has a love
of compression ignition.
This month Wonders whether
a Gardner 4LK will fit in an A35.

OAT-SO-SIMPLE
Use OAT or HOAT
coolants if your manual
says to. For others, use
traditional 'silicate'
(blue/green)
coolant.

Ed Hughes

WORKSHOP GENIUS

Ed singlehandedly
keeps a fleet of
obscure classics on the road.
He’s never owned a modern and
will keep it that way.
This month Finally got round to
some car polishing!

Nigel Clark
DIY RESTORER

Nigel’s driveway
achievements rival
those of pro
mechanics. He’s our resident
Triumph and BMW expert.
This month Scimitar is out and
about, earning its keep.

Job card difficulty

COOLING SYSTEMS

How to stop overheating?
Q

I'm returning a Ford
Cortina MkIV to the road
this year. I retired it five years
ago because of a tendency to
overheat. What should I do to
make sure the problem
doesn't recur?
Pete Hattersley, Nantwich

Ed says

A

We'll generalise here.
Cooling systems are
often neglected. When
recommissioning a car, or
sorting a persistent problem,
we recommend
a comprehensive approach
to the whole system.
Warm the engine, then
drain the coolant. Beware:
don't pull the bottom
radiator hose off
a hot engine, or
you'll scald

144 JULY 2024 // PRACTICAL CLASSICS

yourself. When cool, refill with
plain water and repeat. Do this
until the drained water runs
clear. This may take several
attempts. Next, change the
thermostat. They do wear out
and may fail either in the hot
or cold state. Replace the
water pump. As you do so,
note whether coolant has
crystallised or gelled in the
engine waterways and take
steps to remove it as far as
possible. If you can find a new
radiator at a good price,
replace it. It'll be
cheaper than having
the old one recored.
The thin tubes get
blocked with
sediment –
particularly, scale
in hard water
areas – and

standard chemical flushing
agents can't remove this.
Heater matrix tubes are even
thinner, so bear in mind if you
use the car year-round. Simple
engine-driven fans, though
unfashionable, are 100 per
cent reliable. Those with
a thermostatic clutch are not:
replace if necessary. Always
renew the fan belt. Electric
fans are usually fine (as long as
they're plugged in!) but the fan
switch in the radiator wears
out. Replace with one of the
correct temperature. If the
fuse keeps blowing and it's the
right value, change the motor.
Finally, change any hoses and
clips that look suspect
(softened, hardened, split).
Test drive with plain water.
When you're happy, fill with
silicate coolant mixed to -18ºC.
practicalclassics.co.uk

ROVER 3500

MIND THE GAP!

Q

My Rover P6
3500 V8 came
with a dwell meter in
the boot. What
exactly is it for, and
how do I use it?
Graham Unsworth,
Dewsbury

Turn the screw
(left) until the
gaps' right and/
or the meter
reads the correct
dwell angle.

Ed says

A
USE YOUR COCK
Some systems have
drain cocks and plugs,
which are safe-ish to
use when hot. Wear
washing-up gloves
for protection.

It's used with
points ignition.
Setting the points gap
is always done at the
maximum-open
position. The gap size
affects the ratio of
on-off time of the
ignition coil. A small
gap means the points
are closed (coil on)
much of the time,
perhaps leading to coil
overheating. A large
gap means they spend
most of the time open
(coil off) so the coil

has insufficient 'on'
time to produce
a good spark at high
rpm. The perfect gap
gives the perfect onoff ratio. It's usually
0.4mm or 15 thou.
A dwell meter
actually measures the
on-off ratio as the
engine runs. Connect
it to the points
terminal of the
distributor and earth.

It measures in degrees
– the correct figure's
in the manual.
For a four-cylinder
car, a feeler gauge is
better - you have to
stop the engine,
readjust the points
and try again each
time. However, correct
gapping gets more
critical the more
cylinders you have.
Some distributors –

including your Rover’s
– have an external
screw to adjust the
points gap, and this is
the ideal application
for the dwell meter.
Connect the meter,
idle the engine and
twiddle the screw.
Altering the gap can
significantly alter the
ignition timing, so
always check and
reset this afterwards.

BL MINI

Prime suspect

Q

Avoid heavy-duty
leak sealers, which
can obstruct the
small tubes of the
radiator, heater and
cylinder head.
For pinpoint (or
small, untraceable)
leaks, one small
sachet of Ce-Lit
wax is perfect. For
everything else,
make a proper
repair as soon as
possible.
Harry Criddle,
Diagnostics

About two years
ago I drained the
oil from my Mini before
starting some work.
Last week I refilled it,
disconnected the HT
lead from the coil,
fitted a new oil filter
and turned the motor
over. The oil pressure
light failed to go out
after three attempts.
I took the filter off and
it was empty. I filled it
and tried turning the
engine over. Still the
light has not gone
out. Can you help?
Peter Hubbard,
Rotherham

Matt says

A

An oil pump
often
needs a bit
of oil inside

it in order to form
a perfect seal between
the gears, and the
gears and the casing.
Without this, it may be
unable to draw oil up
from the sump to prime
the system. It's unwise,
therefore, to leave an
engine without oil for
an extended period of
time. When assembling
an oil pump, it's good
practice to either
liberally oil it or
partially-pack it with
petroleum jelly or semiliquid grease such
as assembly
lube. To get to
most oil pumps
– not least that
of a Mini –
involves a lot
of work.
But you

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Pre-wetting
a pump is
the best way
to ensure
it primes
properly.

can break into the
system via the oil light
switch/pressure gauge
hole. Remove the
switch, sender or
adaptor, take out the
spark plugs and turn
the engine backwards
while injecting oil into

the hole with an oil can
or syringe. Be generous
– you won't hurt it.
This should find its way
to the pump, which will
suck it back and wet it
enough to allow the
pump to self-prime on
the starter.

practicalclassics.helpline@bauerconsumer.co.uk
PRACTICAL CLASSICS // JULY 2024 145

ASK OUR EXPERTS

Tech solutions and real world tips

VOLVO P1800S

LEAN ON ME

Q

My Volvo P1800S won't
pull without hesitating.
I've balanced the carbs,
adjusted the CO to 0.4 per
cent, timing is spot on at 11
degrees BTDC, but the fault
persists. Any thoughts?
Mick Gilbert, Peterborough

Nigel says

A

We think the CO is set
rather lean. It may be
virtuous, but it's probably not
how the car was designed to
run. Setting the idle mixture
on an SU (or similar constant-

depression carburettor)
directly affects the mixture
throughout the rev and load
range. We'd tune it by ear.
Raise or lower the jets until it
gives the fastest idle
(obviously, keeping the twin
carbs balanced), then set the
throttle stop screw to give the
desired idle speed. You might
find the CO is around five per
cent when you're done: that's
about right for most cars of
the era. (For fixed jet carbs:
idle mix affects setting off
and light-throttle running.)

ROVER 220 COUPÉ

FAILURE OF
THE MONTH

Idle moments

Q

Ed’s
clutching…
These heat marks on a brand-new, badly-slipping
clutch pressure plate revealed the root of the
issue was high spots on a previously-overheated
flywheel. This had been heavily-scoured with
emery cloth in a feeble attempt to fix it.

CAR TAX

HISTORIC TAX

Q

My car was first
registered in
October 1983. I'm
told it's eligible for
free car tax from April
2024. How do I apply?
Alan Burgess, via
email

Ed says

A

Take your V5C
to a Post Office
that issues car tax, on
or after April 1, and
ask to have the
taxation class
changed to Historic.

You can make an
old car run lean but should you?

My 1995 Rover
220 Coupé was
only registered two
years ago. I give it a run
of 120 miles a week
and often take it on
400 mile trips.
Twelve months ago the
tickover became
erratic, going from
1000 rpm to nearly
stalling. I noticed the
dash lights dimming.
I replaced the plugs
and air filter which
cured it, but now the
problem's back.
Dave Blatchford,
Swansea

Ed says

A

If the engine
otherwise drives
perfectly, we can
conclude that its
systems and sensors
are probably fine.
There's a stepper motor
which controls the idle,
and this is an issue
sometimes – but its
misbehaviour involves
idle speeds that are
intermittently very high
as well. The reset
procedure is welldocumented on line.
The dimming dash

lights are probably
down to the alternator
cutting out at low rpm.
We think it's most likely
that you have a vacuum
leak from a split or
loose pipe
somewhere. Maybe
while changing the
plugs and air filter, you
detached, then
reattached a small
vacuum tube that's
a poor fit and has now
come loose again?
That's probably the
best place for you to
begin your
investigations.
Vacuum lines are
often culprits
for stalling.

If the car is already
insured, then you'll be
entitled to drive it
immediately. The Post
Office should be able
to see that it's insured
on their computer, but
you could take down
a certificate, just in
case. If the car is
already taxed, then
DVLA will issue
a refund automatically
– done electronically
for direct debits, or by
cheque for other
payment methods.

146 JULY 2024 // PRACTICAL CLASSICS

practicalclassics.co.uk

Grease guns are
not just for grease,
as it turns out.

I have a 1980
Porsche 928S
which has
K-Jetronic injection
– the same as the
Mercedes in Ask
our Experts, April
2024. My car
displayed the
exact same
problem – perfect
starting cold but
very difficult when
warm/hot. I was
recommended to
fit a new fuel pump
check valve, which
holds pressure in
the line when the
engine's off. A very
easy job, and no
problems since.
Ken Spoor,
Newcastle upon
Tyne

MORRIS MINOR

ON THE RACK

Q

My Morris Minor Traveller's
steering rack, I've
discovered, has oil nipples.
I believe too much oil can cause
a hydraulic lock. How often do
you recommend I oil it and how
many pumps of the oil gun per
nipple? Also, can you advise as
to what sort of oil should I be
using in it?
Martin Evans, Tredegar

Matt says

about the same size as the one
in our photograph. Incidentally,
a grease gun filled with oil is
useful for lubricating things
that have been neglected for
decades: it will tend to soften
the ancient, solidified grease.
But either empty it after use or
keep it in an oil-tight container
as it will leak profusely in
storage.

A

Our tattered factory
manual advises no more
than ten strokes of a simple
push-type grease gun filled
with hypoid oil, at 12,000 mile
intervals. If annual mileage is
low and leakage is excessive,
you could give it a few squirts
each Spring. By the looks of the
manual's illustration, the gun is

RENAULT CLIO

Off to a bad start

Q

WORKSHOP EQUIPMENT

MIG service

Q

My MIG welder is
a huge frustration
– unpredictable and
inconsistent. Before
I do it an injustice by
throwing it in a skip, is
there something I'm
missing?
Ian Groves, Lancaster

Matt says

A

Buy or make the
best extension
cord you can. It takes
a large surge of power
to strike an arc initially,
and a low-grade
extension for vacuum
cleaners won't cut it.
Uncoil it fully, to
eliminate inductance
that opposes sudden
changes in current.

Next, make sure the
welding wire isn't
rusted. You might have
to scrap the top layer of
the roll if it is. Slacken
the wire tensioner,
remove the feed roller
and clean out the
grooves. Put it back in
the right way round:
one groove is for 0.6mm
and one for 0.8mm wire.
Do check you haven't
got a 0.8/1.0 wheel
installed with 0.6mm
wire. Moving to the
welding torch, the tip
must be the same size
as the wire. There are
two basic fittings: M5
and M6 threaded and
diameters 0.6, 0.8, 1.0
and so on. It's cheapest

The wire feed and rollers
are the most sensitive
part of the machine.

to buy them in bulk.
Replace the gas shroud
if tatty. From about £15
upwards, you can
replace the entire
torch, including the 'tail'
containing the
electrical, wire and gas
feeds. Better machines
have a Euro torch that
plugs into the machine.
Lesser models use
a flimsier but cheaper
torch which you'll have
to plumb into the
machine yourself. A
new torch and entrails
will really help an old
machine, especially if
the gas sticks on or the
wire burns back into the
tip when you release
the trigger after a weld.

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

I have 1999 Renault Clio that’s been laid up
a year. It's very difficult to start and then it
misfires and lacks power. I drained the petrol
and replaced with fresh, checked the pressure
at the injectors (fine). I replaced the crank
sensor, plugs and leads. It shows no fault codes.
Del Bullen, via email

Ed says

A

Removethe fuel pump to see if the filter
‘sock’ is blocked. Check the coolant
temperature sensor for the ECU is connected
and try to test it against the spec in the manual
or simply replace it. It may be indicating a warm
engine all the time. We're not sure if the MAP or
MAF sensor is involved in the starting procedure,
but it will come into play soon afterwards. MAF
sensors in particular can become dirty, worn-out
or broken. We've previously found a MAF sensor's
control box with a dry solder joint – don't rule out
a bad connection inside a module, or multiplug.

Check fuel pump
receives full
voltage, change
pump relay if not

PRACTICAL CLASSICS // JULY 2024 147

NAILING IT

Learn a new skill today

Refurbish MacPherson struts

Ed shows you how to strip and reassemble this suspension component
A STITCH
IN TIME

SHAFTED

Now's a good time to
replace the bottom
balljoints and track
rod ends.

You could put the
icing on the cake
by removing and
regreasing the
driveshafts.

ED'S JOB CARD
SUSPENSION FIXES
There's a slight knocking noise from
our car's front end and the strut top
mount or its bearing is on the list
of suspects. We'll remove the strut
and examine the bearing. Then, we'll
safely remove the spring and look at
the rest of it. After a clean-up and
paint job, we'll reassemble the strut
and put it back on the car. Finally,
we'll check the wheel alignment.
How tough?

SPRING HAS
SPRUNG
If you can buy or
borrow a proper strut
compressor, it saves
fiddling with spring
compressors.

Will take
(HR)

You’ll need

Standard tool kit
Socket set
Torque wrench (½in and
¼in)
Impact wrench (optional)
Spring compressors or
strut compressor
Balljoint splitter
Trolley jack
Axle stands
Tools and equipment for
cleaning and painting.

6

Will cost
(£)

200

148 JULY 2024 // PRACTICAL CLASSICS

EXPLAINER WHAT GOES WRONG AND WHY?

Simple and durable, MacPherson struts have been an industry standard for 60-odd years now.
They're installed and removed in one piece. All work is carried out on the bench. The strut is a spring
and damper in one, which rotates so the front wheels can steer. It pivots on a ball bearing at the top
and a balljoint at the bottom. Balljoints wear out routinely; top mounts less so – but do examine the
rubber bonding. Replace if stretched, split or hardened. They come with a new bearing fitted and
aren't necessarily expensive. Bump stops are fitted onto the damper rods and are often in
a poor state or missing altogether. They're designed to be a progressive part of the springing
toward the end of the suspension travel, so they are a wearing item.

practicalclassics.co.uk

GET
GOING

STRIPDOWN

TOP TIP

Measure camber

Write down the
difference between
the top and bottom
measurements,
note which is
larger.

Wheel camber's important. The wheel carrier
may be held to the strut base by an eccentric bolt:
the setting's lost on removal. Measure from top
and bottom of wheel rim to a plumb line.

Track rod end

Slacken top nut

Slacken – but do not remove – the top central nut
of the strut, often hidden under a cover. A lightduty impact wrench is ideal. Otherwise grip the
square top of the central rod and use a spanner.

Jack the car up, rest on axle stand(s) and remove
the wheel. Remove the track rod end using a
splitter. Lubricate the forks of the splitter to avoid
tearing the dust boot. Let the track rod hang…

TOP TIP
Don't let the
detached hub
carrier strain
its brake hose
or bottom
balljoint.

Hub carrier

… then remove the nuts from the bolts holding the
hub to the strut. Eccentric bolt: you could punchmark the bolt head and strut before starting, for
ease of reassembly. Lightly support the hub.

Withdraw strut

Top nuts

Mark one top stud for identical orientation during
reassembly. There may be an angled spacer
between the top mount bearing and the strut
tower. Unscrew all nuts and remove the washers.

Remove hub-to-strut bolts and manipulate the
hub carrier out of the strut. The strut forms a
clamp: pry it. Lower the strut carefully and remove
from car. Look for a top mount spacer.

TEA
BREAK

TOP TIP

Spacer ring

Mark the top spacer (if fitted) so it goes back
on the three top studs the same way it came off
them. If angled, it controls wheel alignment. Fit
spring compressors, one to each side of the spring.

Compress spring

Take your time
and keep your
fingers and face
well out of the
way.

The 'tail' of the compressors may catch the spring
mounts as they're wound up – you may need to
remove them and start again. Wind each one a
little at a time to ensure the spring's under control.

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Remove top nut

With the spring compressed safely, unscrew
the central top nut and remove the top
mount/bearing assembly and spring seat,
dust cover and moulded bump stop.
PRACTICAL CLASSICS // JULY 2024 149

NAILING IT

Learn a new skill today

NEARLY
DONE

TOP TIP
Don't hold the
strut rod in metal
vice jaws to do
this: it'll be
ruined!

Inspect components - 1

Give all components a good wire-brushing and look for cracks, excessive corrosion etc. Examine springs:
you can check the free length against the workshop manual figures as a very rough guide. Look for
a ragged coil end implying breakage. Inspect the damper rod for bending, scoring or rusting, and the
damper itself for leaks. Some are replaceable (photo); usually the whole strut is replaced.

Inspect components - 2

Fasten the top bearing and spring seat on the
strut rod. Check for rocking in the bearing itself, or
any sign that the bearing isn't firmly peined in its
housing. Look for hardened or split rubber mount.

REASSEMBLY

TOP TIP
The damper rod
may slowly slide in
as you work. Pull
it fully out.

Reassemble

Fit strut

Slide the bump stop on (pointy end
upwards). Dust shield may go on next, or may
live under top spring seat. Refit the compressed
spring, spring seat and top mount. Fit top nut.

Clean hub carrier where it engages with strut. Feed
the completed strut and spacer ring up into the
strut tower. Refit the three nuts loosely. Fit the
strut back into the hub carrier; replace the bolts.

Top nuts

Bottom bolts

Tighten the three top nuts. The torque may be
only around 23-28Nm, barely on the scale of a ½in
torque wrench. We used a ¼in torque wrench.
You don't want to strip the threads.
150 JULY 2024 // PRACTICAL CLASSICS

Tighten the nuts of the two strut-to-hub carrier
bolts to the specified torque. If you wish to check
and set adjustable camber with a plumb line, don't
torque them yet, just tighten roughly by hand.

Track rod end

The eccentric camber bolt, if fitted, goes in the
oval slot and will have an oval head and/or end
plate washers (previous pic). Set it to the marks
made on disassembly. Reinstall the track rod end.

Wheel alignment

Refit road wheel and lower the car to the ground.
Check and adjust camber, if needed, after
bouncing the car vigorously. If camber's been
altered, finish by correcting the toe-in/out. n
practicalclassics.co.uk

T: 01253 734743 I E: info@automirage.co.uk
Peel Hall Business Park, Peel Road,
Westby, Lancs FY4 5JX

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Telephone: 01384 214429

www.rust.co.uk
visit our website, phone or email for a free catalogue

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FLEXIBLE DRIVES
RICHFIELD Est. 1938
CONTROL CABLE MANUFACTURERS
Brake – Clutch – Control –
Speedometer – Tachometer
Either from stock or against your sample.
Minimum quantity only one.

Rust proofing products and services
Tel: 01775 761222 • Email: sales@rust.co.uk

VOLVO OWNERS’ CLUB
www.volvoclub.org.uk

To enjoy your Volvo and save money,
join the UK’s largest dedicated
Volvo Car Club

INSTRUMENT REPAIRERS
Smiths Specialist – Smiths
British Jaeger Repaired - Rebuilt – Recalibrated
KPH Conversions.

ALL QUOTES FREE

Speedograph Richfield Ltd
Darlton Drive, Arnold,
Nottingham,
NG5 7JS (Easier to use with sat navs.)

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email:info@speedographrichfield.com
www.speedograph-richfield.com

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Contact:
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Membership Administration
Octagon House, 1 Over Road, Swavesey,
Cambridge CB24 4QZ. Tel: 01954 313103
Email: membership@volvoclub.org.uk www.volvoclub.org.uk

WOOLIES
Trim, Upholstery
& Fittings

l

Ask for 22nd Edition Catalogue
24 HOURS EXPRESS SERVICE AVAILABLE
- WORLDWIDE ORDER SERVICE

FOR LEAFLET AND PRICE LIST CONTACT Don Trimming Co. Ltd. Hampton Road, Birmingham B23 7JJ
Tel: 0121 373 1313 SOUTHERN SALES OFFICE Tel: 01202 742200

CARPET SETS FOR MOST MODELS
To subscribe to PC go to greatmagazines.co.uk/practicalclassics

www.woolies-trim.co.uk
WOOLIES (PC), Whitley Way, Northfields Industrial
Estate, Market Deeping, Peterborough PE6 8AR
Tel: 01778347347 info@woolies-trim.co.uk
PRACTICAL CLASSICS //MAY 2024 151

To advertise with Practical Classics, print and social, please call Trafford on 01733 363222

We are a family run business with a dedicated team
of skilled metal polishers and platers with more than
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Tel: + 44 (0) 1278 422452
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SPECIALIST SERVICES

AUTO MIRAGE LTD

WEEKEND WORKSHOP

Fuel
system
fettling
Ed Hughes shows
you the oftenoverlooked secret of
a successful classic
relaunch

Save £500 in 10 hours

START
DAY 1

The fuel system

Just revived a car from long storage? It ticks over sweetly, revs smoothly – but beware! None of this
requires much fuel supply. It needs much more if it's to accelerate smoothly, haul itself up hills and drive
at speed for any length of time. This is where the fuel system – tank, pickup, pipework and pump – have to
work the hardest, and it's where many people experience their first problems.

FUEL TANK

ED’S JOB CARD
FUEL SYSTEM FETTLING
Today, we'll tackle
a fuel system from
start to finish. People
fixate on carburettors
and ignition in their
quest to revive a long-dormant (or
misbehaving) car. The Cinderella
of this tale is the rest of the fuel
system: it does the hard graft
of supplying all that fuel for the
carburettor to get to work on.
It's the most common cause of
post-recommissioning performance
and reliability problems, and also
the most overlooked.
How tough?

Check tank

Start from the beginning. Look inside the fuel
tank, either through the filler or by withdrawing
the pickup and/or sender units. The tank should be
reasonably clean and shiny, not crusty like this.

Take action

If it's crusty, this may be varnish deposits from
old fuel – not necessarily terminal rust. In any case,
drain the fuel, remove the tank, and collect a few
handfuls of sharp gravel. Throw them inside.

TEA
BREAK

Will take
(HRS)

10

You’ll need

Basic tool kit
Fuel pipe and clips
Pump rebuild kit
Fuel filter(s)
Brass mesh
Solder
80W+ soldering iron
Woven diaphragm sheet
Punch kit

Will cost
(£)

From 0
Cash saved
(£)

500

152 JULY 2024 // PRACTICAL CLASSICS

Fuel pickup

Examine the fuel pickup. It should have a brass
or nylon filter gauze. This may have worn thin (gets
sucked against the end of the pickup) be blocked
with varnish or have rotted away. Replace it…

Make a gauze - 1

… or make another (PC, February 2020).
Obtain brass mesh size 100 (100 holes per sq.
in.) Use an 80W+ soldering iron and standard
electrical solder. Use the iron to remove old gauze.
practicalclassics.co.uk

Symptoms

Drawing fuel against a blockage, or pumping insufficient fuel, leads to a breakdown. While you
rummage under the bonnet, everything slowly collects itself and the car will often restart and run.
Obviously, the thing you fiddled with last will be your number one suspect, but a subsequent stoppage
may leave you baffled. You changed the condenser, cleaned the carburettor, etc, but no joy.

Checklist

Don't go round in circles: if you assumed
the fuel system was OK, you may have been
hoodwinked. Here's how to carry out this vital step
on the road to a successful recommissioning job.

TOP TIP
If the tank has
baffles (partitions)
in it, don't try this.
Most don't
though.

Shake, rattle and roll…

Shake the tank around with some liquid.
Stale fuel is perfect, or paraffin/diesel. After
shaking, tip the tank and empty gravel, dirt and
fuel into a shallow tray. Let the sediment settle…

… until clean

...and put the gravel and liquid back inside. Continue this process, tipping the tank to let the
gravel scour a different area each time. Eventually, less and less sediment will come out until it's clean.
Now rinse the tank thoroughly with clean liquid until all loose dirt is removed. The end result should be an
obviously clean tank. The process is rather long and tedious, but is at least good exercise for you!

FINISH
DAY 1

Make a gauze - 2

Add fresh solder to assist heat transfer. Cut
the new gauze, wrap it around and hold it steady
while soldering two or three spots, then complete
the seam with a continuous run of solder.

Attach gauze

In the case of a 'sock,' roll the gauze, spot
solder it together then fold the end closed neatly
and solder the end closed. Seam-solder the side,
and cable-tie it to the pickup tube if necessary.

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

Other types

Some fixed pickup tubes have a cagetype mesh. This is accessed via the tank
drain plug, and may have a hole or hook by
which it can be removed from the tank.
PRACTICAL CLASSICS // JULY 2024 153

WEEKEND WORKSHOP

START
DAY 2

Save £500 in 10 hours

TEA
BREAK

FUEL LINES

Metal fuel line

Next, consider replacing the steel or copper line from tank to engine. By all means blow it out
backwards with compressed air, but consider that it will collect sediment at its lowest point(s), perhaps
where it goes over or under a chassis leg, and this may cause a solid constriction if not a total blockage.
Leave this until last if you wish, but don't dismiss it: 6mm/¼ in lines in particular are very vulnerable.

FUEL PUMP

Rubber hose

Replace all rubber hoses with new, rated SAE
J30 R9 for the latest fuel blends. This is essential
for safety, if nothing else. Use special fuel hose
clips with 'ears' that look neat and clamp evenly.

TECH TIP
If you can blow
forwards but not
backwards through
the pump, the
valves are
fine.

TECH TIP
SU electric
pump rebuild
kits are easily
available.

Pump problems

Old fuel pumps do two things. The diaphragms
leak fuel into the sump due to rot, tears and wear
around the centre hole. The valves stop sealing
properly, too, making it very inefficient under load.

Replace diaphragm

Replace the pump or buy a rebuild kit. Failing
that, obtain nitrile / Viton woven diaphragm sheet
(0.5mm) and a set of hole punches. Make a new
diaphragm using the old one as a template.

Dismantle valves

Valves: dismantle them or pry out the brass
seats carefully (don't damage the hidden sealing
surface). Don't lose the springs (one per valve).
They're usually close-coiled and quite weak.

TECH TIP
You could simply
replace the
mechanical pump
with a 3 -5psi
electric one.

Refurbish valves

Rub Textolite/Tufnol valve discs on fine wet
and dry paper on a flat surface until flat. Cut nitrile
sheet to the same shape as the valve disc and
place it between the disc and the seat.
154 JULY 2024 // PRACTICAL CLASSICS

Reassemble valves

Assemble spring, disc, nitrile disc and seat
in the pump. There may be special screws or
a retaining plate. Otherwise, pein the valve seat
or body in place to stop it coming apart.

Final touches

Finally, change any disposable fuel filters fitted
(should be placed before the pump) Check the
carburettor filter. If fitted, this will be behind a bolt
or plug on or near the fuel inlet stub. n
practicalclassics.co.uk

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Source: CEPI, 2019
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Love Paper is a registered trademark for Two Sides Ltd. Registered in the UK, U.S. and other countries and used with permission.

HOME SERVICE

Save £180 in three hours

BMC/
Leyland
Mini

We show you how to
maintain your Mini’s
perky performance
and poised handling
THE PC JOB CARD
SERVICE YOUR MINI

Today we’ll show you how to
service your classic Mini. These
diminutive cars evolved significantly
between 1959 and 2000, so track
down a manual or handbook for
specifications relating to your exact
model and use it un conjunction with
this guide. Some Minis are equipped
with Hydrolastic suspension. This
operates at very high pressure
and is potentially dangerous when
depressurised incorrectly. Work
on the system requires specialist
equipment and knowledge.
How tough?

Will take
(HRS)

You’ll need

Trolley jack,
Axle stands
Oil pan
AF spanners and socket
set
Screwdrivers
Long steel bar
Test lamp or multimeter
Grease gun
Oil can
Small mirror

3

Will cost

SAVE £180
START

TOP TIP

1 Front lubrication

Grease nipples are located on the top and bottom
swivels on each side, and on the inner pivot of
each upper suspension arm. Wipe the nipples and
replenish with lithium-based multipurpose grease
every 1000 miles. Some models don’t have nipples.

2 Steering

Inspect the gaiters on the steering rack and
balljoints. Renew if damaged, to prevent the
ingress of moisture and dirt. Lubricate the rack
assembly if fitting new gaiter(s). Check for wear
in the rack, which will result in vague steering and
MOT failure.

Early Minis use
rubber couplings.
Inspect them
carefully.

3 Driveshafts

Raise and support the front of the car and spin
each wheel in turn. Inspect the CV boots for
deterioration. Examine the inner rubber ‘spider’
joints too. Drive slowly on full lock in each direction
and listen for knocking from the CV joints.

(£)

82
Cash saved

TOP TIP

(£)

Units can be
rehosed, but it’s a
specialist job costing
around £130 per unit.
Visit hahsltd.co.uk
for more info.

180

Specialists
Hydragas and Hydrolastic
Service Ltd, hahsltd.co.uk.
Minispares,
minispares.com
MGOC Spares,
mgocspares.co.uk

156 JULY 2024 // PRACTICAL CLASSICS

4 Suspension

Rubber suspension: inspect
the cones for deterioration
and the mountings for
corrosion. Hydrolastic: examine the
pipework and displacer units for deterioration or
leakage. Take extreme care working around the
pressurised system, which must be depressurised
before any work is undertaken.

practicalclassics.co.uk

9 Steering column

Check that the steering column clamp bolt is
correctly installed and tight.

10 Front wheel bearings

Elevate and rock each front wheel to check
for play (don’t confuse with play in the upper/
lower swivels). Feel for roughness while rotating.
Lubricate with wheel bearing grease. Check the
tightness of the main hub nut.

11 Clutch adjustment

Detach the return spring from the lever on top of
the clutch housing and check that free movement
to the stop is approximately 0.020in (0.5mm). oil
the lever pivot.

12 Hinges and catches
Apply a little engine oil or aerosol grease.

13 Body structure

Inspect closely for corrosion, particularly sill
assemblies, floors, bulkheads, A-posts, floor pans,
rear subframe, boot floor and battery box. Clean
thoroughly and treat with underbody and cavity
wax.

5 Front brakes

Drums: remove the drums. Inspect the drums,
cylinders, shoes, adjusters and return springs. On
reassembly, rotate each adjuster until the drum
locks, then slacken slightly to achieve free rotation.
Discs: inspect the pads, discs and calipers.

7 Hydraulics

Inspect the brake
pipes (especially
sections hidden away
in the vicinity of the
rear subframe) and the
flexible hoses. ensure that
the master cylinders are in good
condition and leak-free. Renew the fluid
every two years or 24,000 miles – or if

8 Handbrake

Clean, inspect and oil the mechanism pivots,
cable guides and cable quadrant pivots. Set
the lever at three clicks and adjust the cable(s)
so the wheels will just rotate by hand. Ensure
the wheels lock with the lever fully applied, but
rotate freely with it off.

14 Fuel system

Check the petrol tank (in the boot) for leaks, rust
and smells. Check all pipework and unions for
leaks, damage, poor routing and insecurity. If an
electric pump is fitted, ensure the wiring is sound.

6 Rear brakes and bearings
Remove the drums. Inspect the drums, cylinders,
return springs, shoes and
adjusters. Lubricate the
bearings with wheel
bearing grease. On
reassembly, rotate
each adjuster until
the drum locks, then
slacken slightly to
achieve free rotation.

To subscribe to PC go to greatmagazines.co.uk/practicalclassics

PRACTICAL CLASSICS // JULY 2024 157

HOME SERVICE

Save £180 in three hours

Time to dig deeper, beneath the bonnet
THE NEXT STEPS…

CARBURETTOR
LINKAGES AND
CONTROLS

15 Gearchange

Early ‘direct’ lever: grease the knuckle joint
behind the engine and ensure the clamps are
fully tight on the splines. Later ‘remote’ lever:
check for deterioration of rubber mountings.

Lubricate the accelerator
controls and linkages with a little
engine oil. Wipe off surplus.
Check for full and smooth
operation of the choke
and throttle cables.
Lubricate the

TOP TIP
Add washers to
the ‘direct’ lever
clamp bolts to
eliminate lost
motion.

BREATHER
SYSTEM
Detach the rocker cover
breather hose and check for
blockages or collapse. Check all
other breather pipes. Clean or
renew the engine oil filler cap.
Clean the crankcase breather
control valve on closedcircuit crankcase
breather

ENGINE BAY
ELECTRICS

16 Radius arm bearings

Administer lithium-based multipurpose grease
to the rear radius arm bearings every 1000 miles.
Check for play. Regular greasing is important, as
renewing the bearings is a major operation.

Closely examine the
under-bonnet wiring and all
connections. note especially
the insulation condition and
check for corroded bullet
connectors (clean or
renew).

SPECS AND DATA

17 Exhaust system

Scrutinise the entire system, starting at the
exhaust manifold to downpipe joint. Look
for impact damage and leaks. ensure that all
mounts are sound, including the bracket on the
transmission case.

18 Inside the car

Examine the pedal rubbers and sparingly oil the
pedal bearings. Check the security of the seats,
handbrake and seatbelt mountings (if fitted).
Make sure all switchgear and warning lamps
function.
158 JULY 2024 // PRACTICAL CLASSICS

Data given correct
for 848cc MkI.
Check your manual
for your specific
model

antifreeze to -18
deg. C

Engine oil:
20w50 mineral

Spark plugs:
Champion N5 or
equivalent
Plug gap:
0.25in

Capacity:
4.83 litres
(including filter)
Coolant:
Blue glycol

Capacity:
3 litres

Valve rocker
clearance: 0.12 in
(cold)

Oil pressure
Normal
running: 60lb sq.in
Idling (min)
15lb sq.in

Road wheel
nuts:
37.5-19.5 lb ft

Brake system
Hydraulic fluid
DOT4

Main fuse
box
location
Front offside
of engine bay

Torque
wrench
settings
Rocker cover:
15 lb ft

Tyre
pressures
(cold)
Front: 24lb sq.in
Rear: 22lb sq.in

practicalclassics.co.uk

TOP TIP
Automatic oil
capacity is 7.4
litres, but refill
capacity is
about 5.1l.

FUEL
PUMP AND
FILTER
Every two years or 24,000
miles, inspect the contact
points within the electric
pump (clean or renew, as
required) and clean
the gauze filter.

20 Oil and filter

Drain the oil with the engine warm. Clean the sump
plug and fit a new copper washer if necessary.
Replace the oil filter (replaceable element type on
early cars; spin-on type on later cars). Refill with
good quality 20w50. Capacity:4.8 litres.

21 Ignition system

Examine HT leads, distributor cap and rotor
arm. Clean the points and set the gap to 0.015in
(0.38mm) every 3000 miles; replace every 6000.
Apply a few drops of oil to the distributor shaft
and cam bearing; put a dab of grease on the cam.

22 Ignition timing

Timing marks are located on the flywheel (or
torque converter) and casing. Remove the cover
and use a mirror to view. Unclamp and rotate the
distributor to set the timing. Settings and timing
mark spacing vary – consult your manual.

23 Spark plugs

TOP TIP
Turn the engine by
removing the spark
plugs, engaging third
gear and rolling
the car.

Remove the plugs, inspect their
colour (mixture) and set the
gaps to 0.25in (0.65mm) every
6000 miles. Replace every 12,000
miles with Champion N9Y or
equivalent. Give the threads a dab
of copper grease before fitting.

24 Air filter(s)

TOP TIP
Apply a few drops
of engine oil to the
dynamo’s rear
bearing.

Filter types vary. Examine the filter
element(s) and renew if visibly dirty – or
every 24,000 miles or two years. Ensure
that the filter casing is clean and that all
breather pipework is clear.

25 Carburettor(s)

Top up the dashpot(s) with SAE 20 oil. Single
carbs: alternately adjust fuel mixture (hex
adjuster at base of carb) and idle speed to
achieve smoothest tickover. Twin carbs require
synchronising before tuning.

27 Cooling system

Drain and flush the cooling system every two years
or 24,000 miles. Refill with blue antifreeze mix.
Examine the filler cap, plus all hoses and clips.
Check the pump for play and leaks.

19 Valve clearances

Remove rocker cover (5⁄8in AF). Use the ‘rule of
nine’ to set the valve clearances: adjust valve 1 with
8 fully open, etc. Cold clearances: 0.012in. Renew
rocker cover gasket and if imperfect.

26 Alternator/dynamo

Inspect the drive belt and pulleys. Adjust tension.
Deflection under firm thumb pressure halfway
between the dynamo and crankshaft should be
¾in. For an alternator it should be ½in.
To subscribe to PC go to greatmagazines.co.uk/practicalclassics

YOU
SAVED
£300!
PRACTICAL CLASSICS // JULY 2024 159

SPECIALIST DIRECTORY

GOWER & LEE

CROWNWHEEL & PINION SETS

CARBURETTOR
SPECIALISTS

website www.gowerandlee.co.uk
e-mail sales@gowerandlee.co.uk
PO BOX 91, Bushey Herts WD23 2ZG

P5 2
Tel: 01494 Ð 794667 Fax: 01494 Ð 794668
mail: guestgears@yahoo com

RADIATOR RESTORATION
Vintage & Classic Radiator Restorations
Full Professional Services
Labour charge £35 per hour with
NO VAT payable
www.joncrump.co.uk
Tel: 07544 931 259 West Midlands DY2

CLASSIC

TOM

LANDROVERS

The Northʼs
leading Stockists
of Morris Minor Parts

TO ADVERTISE WITH PRACTICAL CLASSICS, PRINT AND SOCIAL, PLEASE CALL TRAFFORD ON 01733 363222

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Country Workshops

Email: enquiries@tomroy.co.uk

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Tel: 01274 684143 or 07811 410481
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Email: info@classicfuelsystems.co.uk
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ALL QUIET HELICAL GEARS
160 MAY 2024 // PRACTICAL CLASSICS

Please visit our website for more details and examples of
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email:- info@classicsparesengineering.co.uk
Phone:- 07415502918 www.classicsparesengineering.co.uk
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Tel/fax: 01344 886522 www.powertrackbrakes.co.uk

Classic Exhaust Specialists
Huge stocks of British and Foreign Classic Exhausts, including 1950’s, 60’s,
70’s, 80’s and back to the thirties in mild steel or 304 stainless steel

ALL AT COMPETITIVE PRICES
Over 50 years in the exhaust business. Worldwide carriage arranged.
Old stocks purchased

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All work guaranteed to British Standards

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Visit the Workshop and Gallery on our website to see
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PRACTICAL CLASSICS // MAY 2024 161

TO ADVERTISE WITH PRACTICAL CLASSICS, PRINT AND SOCIAL, PLEASE CALL TRAFFORD ON 01733 363222

Parts collected from your door on next day delivery anywhere in the UK.
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CLUBS

FOCUS

Vintage Sports-Car Club
Maintaining heritage while still racing as hard as ever!

T

he Vintage Sports Car
Club is celebrating its
90th anniversary in
2024. In celebration
of this milestone, the Vintage
Motorsport Festival returns
to Donington Park circuit
on July 7, 2024. Donington
Park is a time capsule of
motorsport history, offering
a unique blend of vintage and
historic racing experiences.
Whether you're a die-hard
enthusiast or simply curious
about the rich history of
motorsport, Donington Park's
events promise to deliver
excitement, nostalgia, and
a deep appreciation for the
world of historic racing. Come
and witness these legendary
machines in action and be a
part of the living history.
Donington Park is a historic
motorsport venue in the

UK, boasting a rich legacy
as the first true road circuit
in the country and remains
the oldest circuit still in use
today. The VSCC plays a
prominent role in preserving
this heritage.
Vintage cars such as ERAs,
Bentleys, Bugattis, Frazer
Nash, Lagondas, Rileys, MGs,
and Morgans will transport
you to the thrilling era of
the Twenties and Thirties
when racing was a daring
and exhilarating occupation.
The atmosphere exudes
nostalgia, and the sight,
sound, and smell of these
roaring machines are sure to
excite even the most casual
petrolhead.
Witness legendary Land
Speed Record cars like the
Vampire, Babs, and Darracq as
they showcase their immense

Join a
Car Club

power on track. These speed
demons represent the
epitome of engineering from
a bygone era.
Experience the iconic
endurance racing Le Mans
cars. Get up close and
personal with the likes

of the V16 BRM and Auto
Union, iconic racing cars that
have achieved legendary
status in motorsport. These
masterpieces of engineering
are a testament to the art
and science of racing.
CONTACT vscc.co.uk

What better way to keep in contact with like minded people?

To advertise your club please call 01733 979447
ROVER P4 DRIVERS’ GUILD
www.roverp4dg.org.uk
The Rover Sports Register
the club for ALL Rovers
All models, All years
We offer:- • Bi-Monthly magazine
• Technical expertise
Website • Club shop
• Insurance Scheme and much more!

joc.org.uk

Join online: www.thersr.co.uk

Why not join us and
save money on parts,
supplies & Insurance
For membership details:
David Hazeldine, Edelwyn, Dean Lane, Cookham Dean,
Berkshire, SL6 9AG. Tel: 01628 782933
Email: membership@roverp4dg.org.uk

Put a little light
in your life...
Join the club
for all Wolseley
enthusiasts!

✓ Six magazines every year
✓ Technical advisers
✓ Stocks of spares
✓ Local and national activities
WolseleyRegister.co.uk
162 JULY 2024 // PRACTICAL CLASSICS

Steve Shelley

Keep upto date
with @thevscc
info@vscc.co.uk
01608 644777

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FOR FRIENDLY ADVICE CONTACT:

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www.chromerestorationspecialist.co.uk
Email: info@chromerestorationspecialist.co.uk

01303 257187 / 07359 751084
Units 5-6, North Close Business Centre, Shorncliffe, Folkestone, Kent CT20 3UH

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INSURANCE RENEWAL

Please use this section to record
and compare quotations from our
advertisers in this magazine

Featured Insurer: Classicline Insurance

At ClassicLine our premiums start from as little as £78.00 for 12 months cover.
This price includes UK & European Breakdown cover and Motor Legal Expenses.

Don’t pay more for your insurance than you have to. Contact us today and speak directly to our friendly team of classic car
insurance specialists. Choose from our range of limited mileage policies and get rewarded with a discount - why pay for miles you
don’t drive! We’ll also make sure your classic is insured at it’s true value - our valuation process is free and simple. At ClassicLine
we’ll make certain that you have the right level of cover for your vehicle whilst it is laid up or being restored and in the event of
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Call for an immediate quote 01455 639 000 www.classiclineinsurance.co.uk

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See p72…

We find out what fires up some of the most popular online influencers

E-type perfection
We meet the man who learned to
weld so he could restore this Jag

Back to the Seventies
Steph goes back to the Seventies
on an epic adventure in her Minor

King of coupés
We get under the skin of the svelte
and slippery Vauxhall Calibra

Amazing tales from the PC workshop, your guide to ignition faults, how to detail your engine bay and the ultimate
tutorial on how to stop pesky water leaks for good. There’s an in-depth look at the revolutionary Renault 5, and
then grapple with tales of restorations and revivals – including a Ford Sierra and Peugeot 309 GTi. Meanwhile, we bag ourselves a
Bangernomics Renault Twingo and a Rover 220 SD and hear from our man Mark who used his MG ZT-T to rescue two dogs from Spain.

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KIM CAIRNS - Established 1972
Quality is remembered long after price is forgotten
EZ T
UL EMP
EX

EZ T
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EX
1975 TRIUMPH TR6 2.5 PI. This immaculate fully restored UK
spec CR chassis number fuel injection with overdrive example
has been subject to a full restoration to its original UK spec and
original colour, Magenta with black trim. Upgraded with more
comfortable seats and a wooden steering wheel. Extensive
history file with MOTs to confirm the mileage of only 71,000
from new, the original hand book, service book, heritage
certificate plus a hard top supplied from new. ................£23,995

1985 JAGUAR XJ-SC 3.6 CABRIOLET. Sold to Mr Michael Allen by
Ruttee Braye Ltd of St Martins Guernsey on the 8th July 1985, who
kept the car until May 2000 having only covered 10,000 miles.
Sold to its 2nd and only other owner and now covered only 27,000
miles. Immaculate Claret Metallic with unmarked Doe Skin Hide,
manual 5 speed gearbox and air conditioner. Rare opportunity to
acquire a totally original unmolested XJ-SC in time warp condition
and very low mileage. Sound investment at .....................£23,995

1975 MGB GT JUBILEE. Number 286 of only 751 built. Finished
in BRG with Gold decals bearing the Jubilee badge. After
a long period of storage it was given to the second owner
by his grandfather in 2015 the car was then MOT tested at
14,277 miles and used very little since, clocked up 14,468
miles by 2019. It was then taken off the road again, now fully
recommissioned and ready for use and shows etc this coming
season. Very rare and hard to find.................................£18,995

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1975 CITROEN 2CV6 CLUB. ONLY 38,000 MILES IN 49 YEARS.
Considered as Citroens most iconic car, in immaculate condition
throughout with a huge history file, including invoices for a new
SLC chassis which is regarded as the best of the galvanised
options. Finished in Beige GAZELLE with dark Brown trim and roof.
Comes with all its original books including service book, large
history file, workshop manual, CD’s of restoration and 2 sets of
keys ..................................................................................£14,995

1980 MGB ROADSTER. This stunning MGB is finished in
immaculate Factory Black with Black Leather, Wire Wheels,
Overdrive, Mohair Hood and Pioneer KE2900 Radio. 64,000
miles, comes with MOT certificates dating back to its first
one at 3 years old and a large file of invoices for service and
maintenance detailing the care and attention this exceptional
MG has had to keep it in the condition it is today. One of the
best on the Market, don’t miss this one! .......................£14,995

2000 VOLKSWAGEN GOLF V5 AUTO. Top of the range luxury Golf featuring
the super smooth VW V5 engine together with the DSG Automatic
gearbox. ONLY one owner and 57,000 miles. Immaculate Diamond
Black with contrasting Magnolia Leather. Only one very careful owner,
meticulously serviced and maintained, confirmed by the documented
history and service records with 18 stamps in the service book. With all
the original handbooks and service book. Exceptional condition..£12,995

1988 TVR 350I CONVERTIBLE SERIES 2 3498CC. Finished in
stunning Monza Red with Biscuit hide and Black Mohair Hood
and cross spoke alloy wheels. Produced between 1983 and
1989 only 949 TVR 350i models were produced, this example
has covered 73,000 miles and comes with 2 files full of service
history along with MOT certificates dating back to 1991. With
original book pack including hand book, service book and 2 sets
of keys. Plus the TVR V8 Sound Track. Low mileage well looked
after example, becoming hard to find in this condition ...£11,995

1986 AUSTIN METRO CITY 1.0 * ONLY 3,200 MILES* Finished
in its original White Diamond with Brown/ Beige Trim. Serviced
at 999 miles and again at 2,505 miles. MOTs within the file
from 1989, 1990, 1991 and 1992. With a recent MOT carried
out by ourselves. Comes with all the original log books in the
original plastic wallet. With unused spare wheel and tools.
Totally original apart from having a new exhaust system.Must
be one of the best in existence, would credit any collection or
museum..........................................................................£9,995

2004 VOLKSWAGEN BEETLE 2.0 AUTO. Only 18,000 miles
from new only 2 owners, 1st from 2004 to 2023. Finished
in Silver with Grey Trim this virtually unmarked car has been
very well looked after with 15 service stamps in the service
book. Specs include Radio/CD player, alloy wheels, air con and
metallic paint. With original new car invoice, fully stamped
service book, unused spare wheel and tool kit and 2 keys.
Immaculate low mileage VW Beetle for only ...................£7,995

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CO
2009 PORSCHE BOXSTER 987 GEN 2, 2.9 SIX SPEED MANUAL.
Only two lady owners from new. Finished in immaculate
Meteor Grey with Black Leather and Black Hood. £5,927 worth
of options including climate control, Bose sound system and
Porsche Communication Management including extended
navigation. 75,000 miles with main dealer and specialist
service history, all original books in the Porsche Leather Wallet,
Cobra tracker with transfer paperwork, MOTs and original
Porsche invoice and order form. A Gen 2 car without the engine
problem inherent with earlier Boxster’s ........................£16,995

1981 MGB GT LE. Only 19,000 miles and only 2 owners from
new. Only 580 GT LE’s were built, all finished in Platinum
Metallic and 421 roadsters all finished in Metallic bronze. This
particular car is a very original and unrestored example. Comes
with all original book packs including the service book, full set
of MOT’s, large history file, unused spare wheel and a tool kit.
Excellent original example .......................................... £13,995

EZ NT
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M
CO

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CO
2004 JAGUAR X-TYPE 2.5 V6 SE MANUAL AWD *ONLY 12,000
MILES* Finished in immaculate Pacific Blue with Ivory Leather
and bronze Sapele veneers. Only 12,000 miles from new and
only two owners. Comes with its book pack, documented main
dealer service history, original sales invoice, a selection of
service bills, 2 sets of keys. Heated front seats, climate control,
cruise control, radio/CD player, adjustable steering column,
trip computer etc. Exceptional low ownership and low mileage
Jaguar X TYPE SE known for elegance and excellence...£10,995

To view all of our cars please visit www.kimcairnsclassics.co.uk
FREE DELIVERY ENGLAND, WALES OR ANY UK PORT
KC 2000 Ltd T/A Kim Cairns, Common Road, Snettisham, Norfolk PE31 7PF

01485 541526 kimcairnsltd@gmail.com