CHRYSLER

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THE MK1 &
MK2 STORY

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ROLLS-ROYCE & BENTLEY SPECIALISTS - EST. 49 YEARS

2015/15 Bentley Mulsanne Speed. Finished in Onyx with electric
sunroof. Beluga hide interior stitched in Linen, Piano Black veneers,
picnic tables, entertainment screens in the rear, rear vanity mirrors
and fridge in the rear armrest. Only 16,900 miles with full Bentley
history. Immaculate throughout, only.............................. £72,950

2015/15 Bentley Flying Spur Mulliner V8 in unmarked Sapphire
Blue with electric sunroof and 21 in alloys. Linen leather with Dark
Bourbon secondary hide and Madrona veneers. Options include
Comfort spec., electric rear seats, veneered picnic tables and park
camera. Full service history and immaculate throughout...£39,999

2009 Model / 58 Bentley Arnage R Finished in Anthracite with 18
inch alloys and an electric sunroof. Fitted with sports suspension and
rear park camera. The interior is in Oatmeal with Beluga carpets and Burr
Walnut veneers. Only 36,000 miles with FSH. This car is in outstanding
condition and has to be seen.............................................£39,999

2014/63 Bentley Continental GT V8 Mulliner. Finished in special
order Cumbrian Green with 21 inch multi-spoke alloys. Linen interior
with contrast stitching in Spruce. 3 spoke steering wheel in dual
coloured leather. 76,000 miles with full history. Stunning condition,
looks like a 20,000 mile car. Must be seen.......................£36,650

2007 Model/56 Bentley Arnage T Mulliner Finished in
Anthracite with Beluga interior. Bright Aluminium Inserts To Fascia
& Waistrails, Flying B Radiator Mascot and Wood & Leather Steering
Wheel. Known to us for last 4 years, only 72,000 miles with full
history......................................................................£35,950

2008/08 Bentley Continental GTC Mulliner Finished in Beluga with
a Black mohair hood and 20 inch alloys. Magnolia interior with cross
stitching in Beluga. Secondary hide is in Beluga with Walnut veneers
and veneered inlays to doors and rear quarters. Immaculate condition
throughout with history. Outstanding value.......................£31,250

2006/56 Bentley Continental Flying Spur Finished in Silver
Tempest with 20 inch alloys and an electric sunroof. Cotswold interior
with Charcoal carpets, heated seats front and rear and Walnut veneers,
with just 81,000 miles. Full service history and maintained regardless
of cost. Immaculate throughout, outstanding value at only......£20,750

2006/06 Bentley Continental GT Only 10,500 miles, finished in
special order Silverlake with 19 inch alloys and Magnolia interior with
Nautic Blue secondary hide and Birds Eye Maple veneers. Yes only
10,500 miles and serviced every year by a Bentley main agent. One
owner since 3 months old. Unrepeatable at........................£31,950

2014/14 Bentley Continental GTC Speed. Finished in Damson
with a Black hood and 21 inch Speed alloys in Dart Tint. The interior
is in Beluga with contrast stitching in Damson and Black carpets with
Piano Black veneers. Totally unmarked with full history, immaculate
condition throughout................................................... £49,650

2008/08 Bentley Continental GTC Mulliner. Finished in Silver
Tempest with 20 inch Mulliner alloys and a Black mohair hood. The
interior is Portland with Bentley embossed in the seats and contrast
stitching. Fitted with Walnut veneers and Black carpets. Low mileage
with FSH. Immaculate throughout................................£32,750

2003/03 Bentley Arnage T. Finished in Black Sapphire with
Mulliner wing vents and ’07 model 19 inch alloys. Magnolia interior
with turned alloy dash and waist rails, Walnut veneers, electric
rear seats, parking camera and upgraded sat nav. Only 80,000
miles, known to us for 14 years and immaculate............£27,950

2000 X Rolls Royce Corniche Convertible MK V 6.8 V8.
Finished in Amethyst with a Black hood and 17 inch alloys. Pale
Grey leather interior piped in French Navy with French Navy carpets
and Walnut veneers. Only 26,900 miles with full history. Absolutely
stunning, a rare piece of motoring history......................£133,950

2005 Model/54 Bentley Arnage T Mulliner in Silver Tempest with
19 inch split rim alloys, Mulliner wing vents and quad exhausts, with
Magnolia interior, contrast stitching and French Navy carpets piped
in Magnolia. Vanity mirrors and turned alloy inserts to waistrails and
dash, immaculate condition..........................................£28,999

2004/04 Bentley Continental GT Finished in Sapphire Blue with 19
inch split rim alloys. The interior is in Portland with Nautic secondary
hide and Granite carpets with Walnut veneers. Supplied by us 9
years ago and has been maintained regardless of cost. Immaculate
condition throughout and value at only............................£19,999

1998 S Bentley Arnage Red Label Look Alike Finished in Meteor
Blue with electric sunroof and 18 inch Red Label alloys, with Magnolia
interior piped in French Navy and French Navy carpets piped in
Magnolia. Full Service History, outstanding condition and must be
seen.........................................................................£15,999

2007/56 Bentley Continental GTC. Finished in Beluga with a
Black Mohair hood and 2014 style 21 inch alloys. Beluga interior
with St James stitching and Walnut veneers. 69,000 miles with Full
Service History. Known to ourselves for 5 years and in immaculate
condition throughout ....................................................£28,450

1998 Bentley Turbo RT limited edition Mulliner. One of only
10 RHD cars manufactured for the UK, these cars were only sold
by invitation. Finished in special order Kensington Green with
Spruce Green interior. With just two owners this really is a stunning
example. A rare opportunity to purchase a very rare car........£POA

2007/07 Bentley Arnage T Level 2. Finished in Tungsten with 19
inch polished blade alloys, electric sunroof and retracting Flying B
mascot. Stratos Silver leather interior with Slate secondary hide. Wood
and leather steering wheel and Bentley badges to waist rails. Only
61,000 miles with FSH...........................................only £38,950

1987 D Rolls Royce Silver Spirit EFI ABS. Finished in Royal
Blue with Cream coachlines. The interior is Cream piped in French
Navy with Cream carpets piped in Cream and Walnut veneers. This
is a stunning car which we have known, serviced and maintained
regardless of cost for 15 years. Value at only...................£17,250

2004/04 Bentley Continental GT. Finished in Sapphire Blue with
Black Badge styling, with 19 inch split rim alloys. Saffron interior
with Nautic Blue secondary hide and Walnut veneers. Immaculate
throughout with Full Service History. Real value at only.....£16,999

1996 N Rolls Royce Silver Spirit MK IV. Finished in Wildberry with
Cotswold interior and Mulberry carpets. Fitted with picnic tables and
bottle cooler to the rear. This car has only covered 85,000 miles, with Full
Service History and has been known to us for over 16 years. Unmarked
condition and highly recommended...................................£26,950

1963 Rolls Royce Silver Cloud III LWB By James Young One
of only 8 in the world. This beautifully elegant car is finished in
unmarked Dove Grey over Astrakhan with Beige interior and picnic
tables. The wood veneers are like new. Only 84,000 miles with
history. Only 2 owners. Totally immaculate throughout............£POA

1963 Rolls Royce Silver Cloud III. Finished in original Burgundy,
with London Tan leather. Special order folding rear seats by Rolls
Royce appointed agents Radford. Extremely well maintained with just
4 owners and a large history file dating back to 1971. Just 78,000
miles and offered at only.............................................£59,950

1980 V Rolls Royce Silver Shadow Series II. Finished in 1980’s
classic Walnut with Gold fine lines and London Tan interior. Lockable
centre cocktail cabinet, Walnut veneers and Fawn carpets bound in
London Tan. Only 30,000 miles with lots of history. A stunning car,
realistically priced at only ........................................... £36,950

2 year’s
warranty

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(on all cars pri
over £10,000)

Tel:

OVER 60 ROLLS-ROYCE & BENTLEY IN STOCK
All vehicles have a full 20,000 miles service plus a 100 point check, and 1 year MoT. Together with a 24 month 5 star warranty(parts and labour) For up to date stock list, please call.

BROADWAY, 86-88 UXBRIDGE ROAD, LONDON W7

0208 5676557 After Hours: 01932 224872

Email:

sales@hanwells.com Web: www.hanwells.com

Yalding Hill, Yalding, Kent ME18 6AL. EMAIL: classics.ed@kelsey.co.uk

9
SEPTEMBER 2024 Issue 34

FEATURES
7 Editorial
Simon sees his first Chevette Grenadier.

8 News
Including MG spectacular at Goodwood.

12 New Products
Another selection of products and books.

14 Letters
You guys have excelled yourselves again!

18 Iain Ayre
Party buses and plastic Capris.

20 Phil White
Using a Morgan as your daily driver.

22 Robin Fletcher

26

The idea of being in control of your motor.

26 Daimler V8-250
Classic inheritance opens up a new hobby.

32 Triumph TR3A & MG TC
Two very different cars but both are keepers.

42 Chrysler Sunbeam 1.6S
Much rarer than the Lotus or Ti versions!

48 People and Places
Judging entries at the Inglenook Car Show.

52 Classic Road Test
Our former Morris Minor Traveller.

94 Subscriptions
Check out some great value offers.

96 Marques & Models
The Mk1 and Mk2 Consuls and Granadas.

102 Archive Images

32

This issue we focus on Ferrari.

108 The Truth About...
The Volvo 340 and 360 family.

114 Modern Classics
Our pick of modern classics sold at auction.

116 Forgotten Hero
The Rover 25 and MG ZR twins.

134 Ones to Watch
Evoque, SL R230 and Alfa Romeo 147.

136 Cars for Sale
Are you looking for a new toy or project?

144 Back Issues
Get the missing issue to complete your set.

145 Classic Tails
1994 was a very busy year for Andrew.

146 Next Issue
A sneak preview of the October issue.

4 CLASSICS WORLD ❙ SEPTEMBER 2024

42
www.classicsworld.co.uk

WORKSHOP
KEEPING YOUR CLASSIC ON THE ROAD

NG
SAVIE
&
TIMNEY
MO

52

70
58

Driver Diaries
More workshop updates from our regular contributors.

70

Project Morris Marina
We start stripping our latest project, a 1974 1.8 saloon.

96

76

Project Fiat 500F
Stripping down the front suspension and the steering.

82

Project Volkswagen Jetta GTI
Our Jetta project wraps up, but are they ever finished?

88

Buying Guide – Mazda RX7 Mk1
The world’s best rotary-engined sports car.

118 Buying Guide – BMW E39 M5
A car that lived up to the sky high expectations.

124 Project Ford Focus ST170
Improved stopping power and some fresh rubber.

102

108

132 Spoil Your – Honda S2000
Our recommended mods to help improve your ride.

76

124
116
www.classicsworld.co.uk

SEPTEMBER 2024 ❙ CLASSICS WORLD

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FOR JEC MEMBERS

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Prices exclude VAT & are correct at going to press.

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Hands up those of you who recognised
the car pictured above straight away? And
I don’t mean that it is a Vauxhall Chevette, I
mean that it is a Vauxhall Chevette Grenadier.
I have to be honest and say that I can’t exactly
see your hands, but I bet that not many
were raised! I certainly had never heard of
the model before seeing this one at a local
show, and the only reason I can identify it is
because the owner most thoughtfully put an
explanation on the windscreen. According
to that: ‘The Vauxhall Chevette Grenadier
was a special edition sold through Vauxhall
dealerships with modifications to trim and
colour scheme by Star Custom Vehicles (SCV)
of Ampthill in Bedfordshire. Very few of this
model were made, and this is the only known
example to have survived.’
It always makes me wonder why one
example of a model has survived in excellent
condition when most if not all of its brothers
and sisters have long since fallen by the
wayside. There can of course be any number
of reasons why a car survives, ranging from
fastidious care to long-term storage and
from careful preservation to courageous
restoration. The cars we feature in Classics
World run the whole gamut of these
possibilities, maybe not in every issue but
certainly when spread across a few of them,
and the huge variety of stories as well as cars
is one of the things I love about the mag.
I also love going to shows where you never
know what you are going to see. I snapped
the Grenadier at the Baston Car Show, an
event started by enthusiasts in the village of

Baston, but which outgrew its venue and is
now a commercially run operation staged at
nearby Grimsthorpe Castle. It is not a classic
car show as such, but welcomes any vehicle
with an enthusiast following. It makes for a
totally random mix – there will be something
old alongside something new, a car that’s
totally original next to one that’s highly
modified, and of course rarities such as the
Grenadier alongside E-Types and Minis.
One noticeable thing at this year’s event
was the number of families with small children
showing an interest, and just as crucially being
shown an interest. Partly this was down to the
setting which is outdoors with plenty of room
for kids to run around away from the cars, as
well as other attractions such as food, music
and fairground rides. But I can’t help thinking
that the variety of cars also helps.

HY
SIMON GOLDSWORTEditor

Email classics.ed@kelsey.co.uk

Classics World website
News and reviews
– updated daily
www.classicsworld.co.uk

Find us on

Classics World YouTube
Great videos online at
www.youtube.com/
ClassicsWorldUK

Facebook

Classics World Social Media
Regular updates and a look
behind the scenes

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SEPTEMBER 2024 ❙ CLASSICS WORLD

7

NEWS

N OT J U S T
ANY CAR

W W W. C A R C OV E R S . I N F O
A L L YO U N E E D TO K N OW

N OT J U S T
A N Y C OV E R

GOODWOOD FESTIVAL OF
SPEED SEES MG FLYING HIGH

MG marked its first 100 years in
style at the Goodwood Festival
of Speed with the past and the
future combining to create a
memorable moving showcase.
The Duke of Richmond opened
the event by leading a parade
of old and new MGs past
Goodwood House and then up
the famous hill climb. His Grace
drove one his grandfather’s
MG C-Type racers (bottom
right) which competed at
the Brooklands Double 12 in
1931. Joining the C-Type was a
gathering of cars representing
MG’s finest moments on both
the road and track, with the new
MG Cyberster convertible lining
up alongside the MGA Le Mans,
MGC GTS Sebring and MG 6R4.
MG’s dynamic future was
showcased with the global debut
of the dramatic MG Cyber GTS
Concept (above right), a hardtop
GT version of the MG Cyberster,

itself the world’s first opentop EV two-seater to go into
production. The MG stand also
featured EXE181, a unique piece
of automotive art inspired by the
original MG EX181 which broke
a whole range of small-engine
records in 1957 and 1959 with
drivers Stirling Moss and Phil Hill
at the wheel on the Bonneville
Salt Flats. EXE181 takes its
inspiration from that Roaring
Raindrop and then reimagines
what an electric MG speed
record car might look like today.
MG celebrations also took
place in front of Goodwood
House where Gerry Judah’s
Festival of Speed Central
Feature (above) showcased the
Cyberster alongside one of its
most illustrious predecessors,
the MGB. In typical Goodwoodstyle, there was a sensational
fireworks display to mark the
moment.

8 CLASSICS WORLD ❙ SEPTEMBER 2024

www.classicsworld.co.uk

N OT J U S T
ANY CAR

W W W. C A R C OV E R S . I N F O
A L L YO U N E E D TO K N OW

N OT J U S T
A N Y C OV E R

GOT A STORY TO SHARE?
EMAIL IT TO CLASSICS.
ED@KELSEY.CO.UK

HENRY FORD II'S BESPOKE ESCORT
A collection of no fewer than
five very special Fords will be
coming to sale with Iconic
Auctioneers at the Silverstone
Festival on 24th August.
Star of the show will be the
1976 Ford Escort RS 2000
which was a bespoke build for
Henry Ford II when he toured
Europe and the UK in the 1970s.
It has a unique leather interior
and is in a one-off colour to
the Ford Escort range, but it's
also an automatic which was
never made for the Ford Escort

RS2000 model. This special car
has done just 44,000 miles, and
is estimated at £50-£60,000.
Also in the sale are four
delivery-mileage only Ford
Focuses, with estimates ranging
from £40,000 to £70,000.
This will be the 14th sale for
Iconic Auctioneers (formerly
Silverstone Auctions) at the
Silverstone Festival, one of the
biggest historic motorsport
weekends of the year. More
details can be found at www.
iconicauctioneers.com

HALL OF FAME AND POO
The Lancaster Insurance Classic
Motor Show will mark its 40th
anniversary by launching a
prestigious Hall of Fame to
celebrate those who work
closely with the show and the
classic motoring community.
From 2024 onwards, the
show organisers will invite
its chosen inductees to join
the Hall of Fame each year
and will celebrate them at
Birmingham’s NEC as part of
the season finale.
To mark this launch, the
organisers have chosen Hall
of Fame as the show’s 2024
theme. Clubs could choose to
showcase the very best of their
marque or their members'
cars along with vehicles that
have taken on unbelievable
challenges, have made
history or just achieved the
unthinkable. They also have
the option to include those
cars that are famous for all the
wrong reasons. As ever, clubs
are encouraged to incorporate
the show theme into their
displays, but it is by no means
compulsory.
Meanwhile, entries for
one of the most fiercely
contested competitions in the
classic motoring calendar are
now open. Just 20 cars and
their owners will be invited
to the autumn final of the
www.classicsworld.co.uk

Lancaster Insurance Pride of
Ownership. Open to privately
owned vehicles manufactured
before 1st January 2004,
owners need to share the
story of their classic vehicle
– why they wanted to buy it,
where they’ve driven it, their
connection to it and what
they’ve done to the vehicle.
Whilst the standard of the
vehicle is considered, the
organisers emphasise that it is
not a concours competition so
it’s not just about which car is
the shiniest or most perfect.
To enter, owners can submit
an entry form, which can be
found on the show website,
and two images of the vehicle,
including one full picture. Only
one vehicle can be entered
per owner. Chosen finalists
will receive two tickets for

each of the show days, free
parking throughout and a
commemorative certificate.
The winner and two runners
up all receive trophies and a
year’s free car insurance from
Lancaster Insurance up to the
value of £250 (T&C apply).
The overall winner will also be
offered the chance to display
their car at the next event held
by the organisers.
The Lancaster Insurance
Classic Motor Show will be
held at Birmingham’s NEC
from Friday 8th to Sunday 10th
November 2024. Tickets are
now on sale. Check our www.
necclassicmotorshow.
com, or sign up for the
newsletter at www.
necclassicmotorshow.com/
newsletter for the latest
updates.

RACE CAR
OF THE
CENTURY
Motor Sport magazine
celebrated its 100th birthday
in style with a star-studded
evening in London, at which the
winner of the Race Car of the
Century poll was announced
as the legendary Lotus 49. It
beat off stiff opposition from
Porsche’s incredible Le Mans
winning 917 sports prototype
from the early 1970s and
McLaren’s all-conquering MP4/4
– another highly innovative
F1 car, this time from the late
1980s. Waving the flag for
rallying, Subaru’s iconic Impreza
from the 1990s came fourth.
The Lotus 49 was the first F1
car to be powered by the eradefining Ford Cosworth DFV
engine, used as a fully stressbearing structural member
bolted to a monocoque at the
front and the rear suspension
and gearbox at the back. The
49 was also the first F1 car to
sprout aerofoil wings and the
first to display a fully sponsored
commercial livery.

SEPTEMBER 2024 ❙ CLASSICS WORLD

9

NEWS

N OT J U S T
ANY CAR

W W W. C A R C OV E R S . I N F O
A L L YO U N E E D TO K N OW

N OT J U S T
A N Y C OV E R

ULTIMATE SHOW FOR FORD FANS

Fans of the blue oval are in for
a real treat as the UK’s ultimate
celebration of all things Ford is
back with a bang! To be held
on Sunday 22nd September
at Mallory Park, FordFest will
bring together Fords of all eras
for a one-day family festival of
head turning static displays and
fantastic live action.
As well as a busy schedule in
the Live Arena, static exhibits
will include the Classic Ford and
Fast Ford magazine paddocks
with their own impressive
displays, a private autojumble
and Cars for Sale area plus
displays from the UK’s favourite
Ford clubs.
Track sessions will be running
all day, and these can be
booked for £30 per 15-minute

session on the show’s website.
Passenger rides are available
for £10 per ride. If flying round
the track isn’t for you, there are
superb viewing areas situated
right around the track to soak
up the action.
Clubs can make a weekend
of it as the FordFest organisers
are inviting clubs to stage an
informal gathering the day
before as they can get access
from 1pm on Saturday and, with
camping on site, they can enjoy
a fun social occasion. Saturday
night camping pitches cost just
£30, which allows two adults
and up to three children. There’s
an open mic night to entertain
campers on Saturday evening,
and there'll be a fairground and
other children’s entertainment

on the Sunday.
Tickets are now on sale. Adult
tickets are £25 in advance (£32
on the door) and include a free
show guide edition of Fast Ford

magazine. Tickets for children
aged 14 years and under are
£5. Check out the website at
fordfestshow.co.uk for the
latest updates.

£2000+ FOR CHARITY
The Triumph 2000 Register held
its National Week in Norfolk
between 10th and 17th June
at Searles Leisure Resort in
Hunstanton. Their chosen
charity for this event was the
Norfolk-based Nelson’s Journey,
established in 1997 to support
children and young people in

Norfolk who have experienced
death of a significant person,
for which the club raised an
impressive £2064.90.
The 2025 National Week will
be held in The Forest of Dean in
Gloucestershire. Full details will
be announced soon; see www.
triumph2000register.co.uk

FRUGAL MOTORING
The Gay Classic Car Club
recently ran its first economy
run. The idea was simple –
everyone filled their cars to
the brim at a specified filling
station, drove to the start
point, then went for a threehour drive in the beautiful
roads around Newbury,
Avebury, Marlborough and
Hungerford. The knack
seemed to be to anticipate
junctions, hills and other
hazards (such as the many
bicycles out for Sunday rides).
Before the event,
participants had submitted
their car make and model and
the organiser had researched
the original combined fuel

consumption figures. At the
end of the three-hour drive,
they all returned to the same
filling station and all brimmed
their tanks. They then
submitted the receipts and
anxiously awaited the results.
The majority of the cars
on the run improved on their
original fuel consumption
between 25% and 50%.
They even had three V8s
(Stag, Rover SD1 and Daimler
250 V8) that all recorded
gains of around 35%. The
Austin Metro automatic saw
a whopping 50% increase,
but the winner was the
Mini Cooper Classic at 80%
increase with 77mpg.

10 CLASSICS WORLD ❙ SEPTEMBER 2024

VW TRANSPORTER IS 70
The Volkswagen Transporter
has celebrated its 70th
birthday, marking the platinum
anniversary of its public debut in
the UK. The Transporter – also
known as Bulli, Kombi, VW bus

or microbus – was first launched
to the world at the Commercial
Motor Show at Earl’s Court,
London in 1954, and since then
more than 13 million have been
sold over six generations.
www.classicsworld.co.uk

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W W W. C A R C OV E R S . I N F O
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After being out of print for many years, this is a Veloce Classic
reprint of the late Graham Robson's book tracing the history of
the Rover company right back to the Starley family’s Coventrymade bicycles of the 1870s. Delving deeply into the records
and talking to many people who have been connected with
Rover cars since the 1930s, he unfolds a fascinating account of
the men who directed the company’s fortunes, of their vision
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history of the Rover Company, covering every model of Rover, including the original Land
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The latest addition to Webcon’s range of Weber
intake manifolds is a one-piece item that allows
the fitment of a pair of Weber 40DCOE carburettors
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vacuum pipe to be retained. There are also a pair of 5/16 UNF captive threads to provide
attachment points for the Webcon LP5400 rod linkage (which is available separately
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BRITAIN'S COASTAL ROAD BRIDGES
By Mark Chatterton
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Here's an unusual book as transport historian Mark Chatterton
embarks on a journey along the coast of Great Britain, detailing
100 different road bridges. Starting with the Queen Elizabeth
Bridge on the River Thames and then going in a clockwise
direction, the author touches on the history, construction details
and architecture of these road bridges, including those at river
estuaries as well as ones connecting islands to the mainland.
These include well-known examples such as the Humber, Severn
and Forth road bridges, as well as some more obscure structures such as the Bridge of
Tongue and the Whitby Swing Bridge. Illustrated with over 100 colour photographs, it is a
fascinating guide to major engineering achievements that so often get taken for granted.

JAGUAR XJ SERIES SALOONS
By Mark Sutherland
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This book explores the development of all three series of the
Jaguar XJ saloons. Launched in 1968, the Series 1 Jaguar XJ
was the result of a lengthy development process and the last
Jaguar that Sir William Lyons was personally involved with. It had
stunning looks and performance, while also offering value for
money compared with other luxury cars. The Series 2 followed,
with a longer floorpan, and included the short-lived XJC Coupé.
Then came the Series 3, the first Jaguar produced with an outside
design house, Pininfarina’s input successfully balancing modernity with tradition in an
exceptionally elegant design. Complete with owner insights and incisive views drawing
on the author’s unrivalled know-how as the Jaguar Drivers Club XJ expert, this is an
indispensable guide to one of the most successful series of British luxury cars.

12 CLASSICS WORLD ❙ SEPTEMBER 2024

N OT J U S T
A N Y C OV E R

MINI 1ST/2ND GEAR
SELECTOR FORK
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The 1st/2nd gear change forks used
in classic Minis are prone to wear.
The factory shift forks were made of
a brass type material, and were quite
soft as they were designed to wear
before the gear; this means that they
must be replaced often if the box is to
continue to shift like new. Mini Spares
have just released two newly re-tooled
selector fork options. Both have been
manufactured in the UK using an
aluminium bronze alloy. The result is a
marked improvement on the original
brass type version. The first gear fork
is for the four-synchro pre-rod change
gearbox only (part number 22G889MS),
while part number 22A611 is for the
early three-synchro gearbox. Call 01707
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a rapid curing time
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There is no need for
etch primer because
it adheres to almost
any substrate directly,
including bare steel,
aluminium, painted
surfaces and most
plastics. ProXL Rapid
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cover a theoretical area of one-metre
square. It has a shelf life of one year
when stored in the correct conditions,
and it can be purchased from PROXL
stockists – visit www.proxl.com to
locate your nearest distributor.
www.classicsworld.co.uk

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www.classiccarleds.co.uk

THE PICK OF MY PAST

Inspired by Robin Fletcher’s column in the
June issue regarding the cars he has owned
over the years, I got to thinking about the
cars that I’ve owned, and which of them
could be regarded as classics.
I have always had only a very limited
budget at my disposal, so affordable
running costs were a deciding factor, along
with access to more mechanically trained
experts since sadly I am lacking in that kind
of expertise. Nevertheless, this has never
stopped me from enjoying what I hope are
21 quite interesting cars.
My driving life began in a Vauxhall Viva
HA whilst at sixth form and restoring my
1960 Morris Mini Minor. The Viva moved
to my younger brother when the Mini was
finished. While my brother drove the poor
old Viva into the back of a Toyota, my Mini
provided a lot of fun for eight years, through
university and out the other side, until I
sold it to raise funds to backpack around
Australia. On my return, a Mk1 Fiesta 1.1L
took over transport duties, until some
uninsured moron drove into the side of it.
The insurance money provided me with
a Fiat Panda 750L, which utterly refused to
run properly from day one! Replacing the
entire ignition and fuel systems made no
difference, and I soon traded the continually
stalling menace in for a Skoda Rapid 136L,
which I utterly adored – definitely one of the
most fun cars I’ve ever owned, and it won
various awards at car shows.
This was foolishly replaced with the
world’s most unreliable Vauxhall Carlton
1.8GL Mk2, which only lasted six months
until I sold it (for more than I paid for it). I
then had the temporary loan of a 1990 Mini
Cooper, which was enormous fun until I had
to give it back. I soon purchased a Rover
Metro 1.1 Sport, with fabulous red seatbelts.
That was another fun little car, and lasted
until I got married. It was replaced with a
Mazda 323 1.5 GSi, which was eventually

joined by a 1969 Morris Minor.
A few years later I was made an offer
for the Minor I just couldn’t refuse, and
replaced it with a TR7 FHC. That was a lot
of fun, but became very costly mechanically.
Eventually the Mazda and TR7 were traded
for a Mercedes C180 and an NSU 1000C
which I adored. Unfortunately, an Audi
decided to write itself off when it shoved
an MX5 into the front of my NSU. The
NSU was beautifully repaired, but I just
never felt the same afterwards. My wife
somehow persuaded me to replace it with a
new Smart, which was far more fun than I
expected, and we travelled everywhere in it.

REFURBING ROSTYLES
I read your review of the MGB GT in the
July issue and noted with interest your
comments on the cost of refurbishing
original wheels. When I first restored
my 1974 Midget in the mid-1980s, I
used aluminium silver paint and smooth
Hammerite to hand-finish the original
Rostyle wheels. The pressings on the steel
rims are deep enough to allow accurate

14 CLASSICS WORLD ❙ SEPTEMBER 2024

hand painting. When I refreshed the
wheels some years later, I got hold of a
kit which included black and silver paint
in rattle cans, together with a ‘mask’
that enabled the spraying on of the black
sections. This is a great winter project:
cover the kitchen table in newspaper, open
a bottle of red and off you go!
Tim Prince

The Mercedes was changed for a VW
Passat 1.9TDi Trendline Estate, before the
German duo was replaced by a Honda Jazz
and a Volvo V40 D5 which powered up
even the steepest of hills effortlessly. Feeling
the classic itch, I soon added my all-time
favourite car to my little fleet – a 1992 Saab
900GLS, which exceeded my expectations
and soon became the family favourite. it
was a car I never wanted to sell, but then
we moved to Canada, and it just wasn’t
economically viable to transport the cars, so
sadly everything was sold. I still deeply regret
not importing the Saab.
Nowadays, the very few classics available
here on Vancouver Island are well out of my
price range. I tried a 2012 Honda Civic, but
didn’t really like it. I soon traded that for a
2004 Honda Accord in pristine condition (in
a design never sold in the UK), which has
been a very agreeable compromise and is
fun to drive. I still dream of owning more
classics though, especially a Saab, or maybe
something with a rotary engine...
Thanks for an amazing magazine. Any
chance we could see more French, Swedish
and Japanese classics, plus a few NSUs and
Dafs too please?
Rick Lawlor
www.classicsworld.co.uk

www.classiccarleds.co.uk

www.classiccarleds.co.uk

ONE MORE CLASSIC CONVERT
While polishing my classic car the other
week, an elderly neighbour, Jerry, stopped
and admired my Honda Accord. We
chatted and established that I was going to
a show that weekend, to which he asked:
‘What is the fun of just sitting in a field
with row after row of cars lined up? Surely
that is boring?’
Rather taken aback, I explained that
there was far more to it than just sitting in
a field. Firstly, it was the chance to meet
other like-minded people who have an
interest in older cars and to share your own
car's virtues with others. Secondly it was
a day out. ‘Remember when people used
to go out on a Sunday for a family picnic
somewhere?’ I asked, ‘Well our shows are
akin to that, except far more enjoyable.’
Jerry didn’t seem overly convinced,
so I invited him to join me that Sunday,
and to bring himself some food and
drink and see what he thought. Initially
he was sceptical, but enjoyed the ride to
the show nevertheless with conversation
encompassing owning and looking after
older cars and their simplicity compared to

what I call modern lumps of junk which are
basically mobile computers.
The number of vehicles of all ages
present surprised him, but then the novelty
of stopping to gaze at cars from his own
youth and engaging with the owners
took over and I could see he was enjoying
himself. Then we broke for lunch, sitting
at picnic table on chairs that I always carry
in my boot and enjoying the food and
drink we had brought. People often asked
about my car and its history, enthusing
about the one their father owned. Our
neighbours with a Triumph Stag chatted to

us, extolling the virtues of their car as well
as the drawbacks, while the neighbours on
the other side with a Ford Anglia 105E did
the same, as indeed did I.
On the way back home Jerry admitted
he had enjoyed the day. ‘So you weren’t
bored then?’ I asked, chuckling. He
admitted that he could see the merits
of the day – exploring a historic house,
chatting to people, learning a few things
and also rediscovering the forgotten
enjoyment of alfresco dining. He felt sure
his wife would enjoy it too.
After a thoughtful silence he asked:
‘So, what does it cost to run a classic car
then?’ I smiled, and explained it doesn’t
cost the earth and with a careful choice of
car, cheap insurance and no tax to pay if
the car is 40 years old, it is highly viable as
a hobby.
Jerry is now actively seeking a Triumph
Herald, ‘Something I can understand and
work on myself,’ he explained, grinning at
me. To me that says it all, and is the reason
why we do it!
Karl Sheridan

it can be to find Marina-specific items,
particularly when moving away from the
engine and drivetrain. I'm currently waiting
for Pilkington to make me a laminated
windscreen, so that I have a spare when I
change the windscreen rubber. I've had an
exhaust system made for when the system
on the car fails, and I've commissioned

the remanufacture of a petrol tank as I've
had to 'bodge' the one that came with the
car to keep it on the road. If you have any
fuel tank problems, let me know and I can
send you some pictures of the one that I'm
having made.
Keep up the good work.
Andrew Bywater

I'VE GOT
A MARINA
PROJECT TOO
I've just received my latest Classics World
mag, and I see that you are about to
embark on a Morris Marina project. I'm
hopefully coming towards the end of
recommissioning my Mk2 1.8 estate.
Although I've not yet read the article, I did
notice that you commented on a partthrottle issue, causing slight 'lumpiness.' I've
had a similar issue, which I've yet to resolve.
I've replaced the entire ignition system,
checked the timing and tappets, cleaned out
the carburettor and petrol tank, replaced the
fuel line, as well as checking the mechanical
fuel pump output. In spite of this, I still have
the issue. It's more of an irritation than
a big problem. I'm wondering whether
it's a slightly sticking engine valve, so I've
put some upper cylinder lubricant in and
decided to run it for the rest of the season
to see if it clears or develops sufficiently to
identify the problem. I'm looking forward to
reading your upcoming reports in case you
find something that I've missed.
I was quite surprised at how difficult
www.classicsworld.co.uk

SEPTEMBER 2024 ❙ CLASSICS WORLD

15

www.classiccarleds.co.uk

www.classiccarleds.co.uk

THE STORY UP TO DATE
Further to my father’s motoring experiences
and mine of latter decades, the story
continues – but only to be read if you’ve
forgotten my Isetta incident!
Having enjoyed many years of owning a
concours winning 1962 Sunbeam Alpine
and discovering that the fellowship of
fellow owners was crucial to the pleasure
of owning the car, conditions enforced a
change. The Alpine had been 100% reliable
over thousands of miles, but was beginning
to tire, leak and needed refurbishment.
Spannering had never been my bag, and
when my tame professional spanner man
moved away I decided it was time to move
away from classic car ownership.
The change came in the form of a then
modern sports car that is now a classic in its
own right. Constructed in the spirit of the
traditional British sports car, the silver 1990
Mazda MX-5 I found was the ideal choice.
Purchased new by a gentleman who used
it to commute to his Greek home, then
exchanged through a London dealer for a
LHD Mercedes, I finished up with a lowish
mileage car that had been thoroughly run
in. And my goodness did it fly! It went even
better when, having followed the guidance
of the American Miata Owners Club, the
timing was tweaked, plus a free-flow air
filter and a Borla exhaust back box fitted. As
with the Alpine, the pleasure of ownership
was doubled by joining the recently formed
UK owners club.
Having some money to burn and wanting
a tad more space and comfort, plus with my
wife and I becoming increasingly intolerant
of hot or even very warm weather, a change
became essential. Having no interest in
being seen in a BMW or Porsche, the
classless option seemed obvious – a Honda
S2000 with standard air con. A new one
was found in my preferred specification,
black with a red interior, that had been
sitting in a showroom for nine months. That

16 CLASSICS WORLD ❙ SEPTEMBER 2024

showroom was located in a seaside resort
known for its high percentage of elderly
retirees, many using mobility scooters,
which led to my securing an excellent deal
– but as I saw my little Mazda whizz away
(probably already sold to a new owner),
shadows of doubt darkened my sky.
Too late though, and while homeward
bound the Honda's driver door noisily
rattled and the little door hiding the radio
wouldn’t open. The latter required some
deft work with sandpaper, the former took
six months to shut up. I then quickly got
fed up with having to stir the gearbox like
a Christmas pudding, and the car generally
felt lumpen. It did look good when polished
up, until there was dust in the air. And don’t
ask me about the micro scratching. Yes, I
know all about two bucket washing, but the
Honda paint was as soft as Plasticine.
I sold the Honda sometime around 2011.
I was suffering from sciatica and general
back problems, which were
almost eradicated when
using my company car (a
Vauxhall Vectra) with its
endless seat adjustment,
automatic gearbox and
cruise control. The Honda
was replaced with a
near new and superbly
comfortable Audi A3
Cabriolet 1.8 auto. With
the added bonus of
high build quality, 100%
draught proof cockpit and

extra internal space, it was no problem
driving almost nonstop from the south
coast to the Lake District and back – but
it was boring.
Then a friend turned up with an R171
second generation Mercedes SLK 200
auto. This looked more interesting, but
the cockpit was cramped, there was too
much cheap grey plastic and the engine
was gutless. I then discovered that the next
generation was a huge improvement in all
areas, and the test drive of a 250 version
in shiny black metallic with rich red leather
interior equipped with auto and cruise was
good. The specialist sports car dealership
was also happy to take my Audi in part-ex,
so I was back in a sports car/tourer. That
SLK has now been replaced by a fabulous
looking silver SLC 350 with black highlights
(the novelty of keeping the black Honda,
Audi and SLK clean had worn off) and
the judicious placement of seat and back
cushions make it tolerable comfort-wise.
Getting used to company-supplied
cars with their spacious interiors, multiadjustable heated seats, air conditioning,
cruise control, automatic gearboxes etc led
to my own subsequent alfresco chariots
being equally equipped, the sporting classic
element becoming less of a priority. Now I
just enjoy admiring, respecting, observing
and reading about the classic world, and
through good friends getting the occasional
brief ride in something noisy and fast, but
most importantly without a roof.
Bill Barwell
www.classicsworld.co.uk

www.classiccarleds.co.uk

www.classiccarleds.co.uk

PRESS VILIFICATION KILLED OFF LANCIA
Lancia always had the reputation of high
quality, beautifully engineered motor
cars, usually with a sporting persona and
somewhat more expensive than their
competitors. However, in the 1960s due
to expensive forays into motorsport with
the imaginative Lancia D50 Formula One
team in 1954-55, plus an extravagant
headquarters building in Turin, the
company was in a dire financial position
and subsequently taken over by Fiat.
While continuing production of the
Fulvia coupé, Fiat introduced the Lancia
Beta saloon in 1972 utilising the Aurelio
Lampredi DOHC engines previously used
in the Fiat 124 Coupé and Spyder. This
was a richly appointed four-door saloon
with five-speed gearbox and disc brakes
on all four wheels. That was subsequently
followed by Coupé, Spyder and HPE sports
estate versions. Although very well received
initially, a corrosion issue arose on the
early saloons, I believe in a crossmember
behind the engine installation which could
have serious consequences. Lancia quickly
sought to rectify the issue by recalling all
the affected cars, but was subsequently
vilified in the motoring press with
catastrophic effects on their reputation.
Later Lancia Beta models had this early
corrosion issue eradicated and were
better protected, but this unfair campaign
against the marque continued unabated
and unfortunately embedded itself in the
psyche of the motoring public. Yet I have
owned five Lancias over the years and
never had any serious problems with any of
them, especially not corrosion issues. In fact
the paint finish was usually superb.
When the Beta Coupé was announced,
I thought it looked terrific and couldn’t
wait to get my hands on one. This was
during the oil crisis and everyone thought
I was mad buying a new car. I nevertheless
swapped my Fiat 124 Coupé for a very
early 1600cc example in white. I very
quickly regretted this move as this early
Coupé had a carburation problem which

www.classicsworld.co.uk

made it very difficult to drive until fully
warmed up in the morning, which became
very tiresome. Also, the quality of the
interior trim left much to be desired, and
following two unfortunate parking dings
I was becoming extremely disenchanted
with this car.
Luckily at this time I spotted an
advertisement in a motoring magazine
stating: 'I Buy Lancias' as the Coupés were
still new to the market and obviously
extremely sought after. I called, and a very
nice gentleman drove down from London,
looked my Coupé over and gave me a
cheque for more than I had paid for it. He
gave me a week to process the cheque and
returned a week later to collect the car, a
very satisfactory transaction apart from a
couple of London parking tickets which I
subsequently received.
With these funds I purchased a six
month old Lancia Fulvia S3. This was a
beautifully engineered vehicle and the last
of the pre-Fiat designs. It had a 1300cc
V4 engine with five-speed gearbox. I
personally found the gearbox with its
dogleg first gear somewhat awkward
and I believe the four-speed boxes in the
earlier Fulvias were better. The linkage
between the twin Weber carburettors and
the accelerator was also so stiff I used to
wear holes in the sole of my right shoe! I
eventually swapped this little Fulvia for my
first MGB, which I much preferred.

My next foray into Lancia ownership
was in 1981 with another Beta Coupé,
this time a 2000cc model in powder
blue. This was a big improvement from
my earlier Coupé and I kept it for five
or six trouble-free years. Her registration
number was AVA 579V and so she became
known affectionately as Ava. I eventually
exchanged Ava for a 1500cc Lancia Prisma,
which in hindsight seemed a strange
decision! Although a good looking, wellappointed and very comfortable car, I felt
the disc/drum brakes left a lot to be desired
and eventually swapped it for a 1600cc
Prisma in metallic light blue which we
called Priscilla. This version had the DOHC
engine and also disc brakes on all four
wheels and was a much superior version.
I was always quite proud of being a
Lancia owner, being aware of the marque’s
long history of advanced engineering
excellence and sporting heritage. I
joined the Lancia Owner’s Club, a truly
excellent and helpful organisation, and I
would certainly recommend any owner
or prospective buyer to join them too.
This was to be my last Lancia though,
one which my wife and I greatly enjoyed
owning and driving until one day I was
seduced by a beautiful little Honda CRX.
Even today, I still look back with affection
on the Lancias I've owned. I nevertheless
was constantly reminded at the time that
nobody in their right mind would buy a
Lancia. However, I have often bought and
enjoyed cars that the cognoscenti have
berated, but about which I have always
been happy to make up my own mind.
A friend of mine bought a MercedesBenz SLK new and after three years had to
replace both front wings due to corrosion.
It’s rather unusual to see corrosion on
new cars nowadays, but I have heard
anecdotally that this is not uncommon on
Mercedes. However, I have yet to hear this
marque being similarly castigated in the
motoring press. Strange.
Gordon Lang

SEPTEMBER 2024 ❙ CLASSICS WORLD

17

COMMENT

BIO: Iain Ayre’s automotive enthusiasms span everything from Minis to Bentleys.
He has prototyped several car designs without commercial success, and has written
18 books on random motoring subjects. He continues to avoid getting a proper job.

IAIN AYRE

IAIN AYRE
THE PLASTIC CAPRI

A

friend of mine bought a London
double-decker bus once. The
bottom half was later converted
to a motorhome, while the
top half was a banqueting suite for the
UnChristmas event, held in February and
involving a meal taken in the bus as it
lurched around central London.
I went with him to fetch the bus from
the Midlands. It took many batteries
connected up to get the engine to creak
round and finally belch, fart and clatter
into life, at which point huge black smoke
filled the bus garage and everybody had to
run outside coughing up particulates.
When all the garage's huge folding
doors had been slid back to blow the
smoke out and we could see inside again,
we decided just to try and drive the thing
home. We expected to get a pull within
half a mile as it was still pouring massive
black smoke – you couldn't see anything
but black in the mirrors, and there was
much hooting and swearing from behind.
But the heavy black smoke changed to
thick blue smoke and then actually cleared
up to about BSA Bantam two-stroke
smoke emission levels, so we happily
carried on and turned south onto the A1.
I took a turn at the wheel, and nearly
crashed at the first roundabout – the
brakes merely offered a suggestion to the
bus that it might consider losing some
of its momentum in a while, and the
unpowered steering had about 30 turns
lock to lock. Initially, braking and steering
requests were just ignored. Eventually as I
continued to haul the wheel round, it lost
way a little, the prow began to lurch to the
left before I hit the grass bit in the middle
of the roundabout, and the threat of a
massive capsize receded. Then it continued

to heave itself towards the outside edge
of the roundabout, and the huge steering
wheel had to be panically wound round
the other way. A maelstrom of shouted
advice and abuse came from the friends
being thrown around in the back. By the
roundabout exit the bus's momentum
had decayed down to the correct narrow
boat speed and I had the monster under
control. Best bus ride ever.
A less happy memory is my still
regretted Reliant Scimitar. This was in
the 1980s, before I had learned that just
because something’s new doesn’t mean it
works. I had always fancied a Scimitar, and
finally got one. Having much enjoyed and
tragically blown up and sold an RS2600
Capri, I had realised that the Scimitar does
everything that a high-end Capri does,
but does it better. It has wishbone front
suspension and De Dion rear suspension.
The engine is mid/front mounted. The
interior is plush and comfy. It’s a useful
sporting estate with folding seats. The
body is GRP so only the chassis rusts, and
a rusting competition is perhaps the only
occasion on which a Capri would beat a
Scimitar. Reliants always were and still are
absurdly cheap because of their low-rent
association with three-wheeled Robins,
Regals and David Jason. A 3000GT
Capri is now £22,000, while an infinitely
superior Scimitar still costs about £7000.
After owning several Capris, it was
time to go upmarket, and finally a
Scimitar presented itself at the right
price. It was Poo Brown with a Babypoo
interior. That wasn’t the worst 1970s
Reliant colour scheme, as most of them
reflected assorted human bodily fluids. I
was delighted with it – handsome, fast,
smooth, seriously good handling with no

Reliants always were and still are
absurdly cheap because of their low-rent
association with three-wheeled Robins,
Regals and David Jason. A 3000GT Capri is
now £22,000, while an infinitely superior
Scimitar still costs about £7000
18 CLASSICS WORLD ❙ SEPTEMBER 2024

lurching sideways as soon as you touched
the throttle, very nice aircrafty dashboard,
real visual and aural presence, and it
shared its V6 3-litre grunt with the upscale
Capris. I decided to keep it forever, and
proceeded to sort it out.
There are two major faults with the
3-litre Ford V6: the timing wheel is
made of tweed, and the oil pump drive
rod is made of chocolate. Those faults
were cured with a steel cam gear and
hardened oil pump drive, and I also had
a light rebuild, a little more compression,
I think a mildly cheeky camshaft, some
porting and hardened valve seats, and
new aftermarket electronic ignition. The
Scimitar’s speciality was being dropped
into the second of its three automatic
gears and being booted past other traffic
on A-roads. This was quite a long time
ago when there was less traffic and no tax
cameras. Twice, the engine cut out while
I was halfway past something and on the
wrong side of the road. It also cut out on
other occasions, leaving the car dead in
traffic queues.
I ran through the usual fault-finding list:
nothing. A car that randomly stops is no
use, so in the end I got rid of it, swapping
it for something of minimal value. Later, I
saw the same brand of ignition mounted
outside in front of the windscreen on a
track car, tie-wrapped to the heater air
intake grille. I pointed to it and asked:
'What’s that about?'
'If you let those bloody things get hot,
they pack up,' I was told. Suddenly that
made sense. The Scimitar’s spare tyre
is behind the radiator, and there are no
air outlets in the wings or bonnet so the
engine bay of a Scimitar that is either
getting some exercise or is stuck in traffic
is indeed a sweaty environment. So now
we know. Just because something is new
doesn’t mean it works.
www.classicsworld.co.uk

COMMENT

PHIL WHITE

BIO: Phil White’s first job, at 15, involved restoring classic cars. A decade later he
began writing about them in magazines. 35 years on, he’s still at it. He plans to
grow up at some point, but in the meantime climbing rocks, running, cycling and,
you know, writing about classic cars, seem to get in the way.

PHIL WHITE
MORGAN GRINDER

I

f you read this column regularly, you
will know that one of my pleasures is
attending track days with my friend
Mick Ward, the very happy owner of
an extraordinarily rare Simca 1000. This is
Mick’s track toy, and he very generously
lets me come along and take the tiller
whenever time allows me to.
Last week I rolled up at our oft-used
playground, the marvellously no-frills
Blyton Park circuit near Gainsborough,
Lincolnshire, to meet Mick. He was
accompanied by his friend Richard
Hoskin, a calm, affable man with a
predilection for serviceable outdoor
clothing and tweed caps. I have met
Richard a couple of times, and took to
him immediately. This was in part due to
his choice of transport.
When I first encountered him last
spring, he had motored over to Blyton
from his home near Chesterfield in
a 1937 Series One Morgan 4/4. The
Morgan is a handsome car. Its strong
lines and maroon coachwork stood out
among the more modern machinery.
I was impressed that anyone would
undertake an 80-mile round trip in an 86
year-old car, but Richard’s demeanour
suggested this was a pretty normal
occurrence. He told me he'd used a
Morgan as a daily driver for decades. It
took a while to process the import of this,
and at the time I just nodded along. But
Mick, no paragon of motoring orthodoxy
himself, later confirmed that Richard had
pretty much always used a Morgan as
everyday transport.
It turns out that the Series One isn’t
the daily. Richard has a fleet of three
Worcestershire wonders. The most
modern among them is the most
frequently-driven. This is a wide-bodied

Series Five 4/4, which he has owned
since it was built back in 1992. Up close,
it’s an incredibly handsome car. 'It’s the
four-seat, upright-back car,' Richard says.
'They really got the lines right on this
one.' I think the colour scheme is perfect,
too – red leather and red wire wheels
work brilliantly with the dark green
coachwork. Almost infinite patience was
required on his part to get it, though. 'I
ordered it from the main London dealer,'
he recalls, 'basically at the London Motor
Show. I was originally given a five-year
timescale, but it turned into ten.'
While he was waiting, Richard ran
another Series Five Morgan. 'It had a
1500GT Cortina engine,' he says. 'It was
pretty tired. Over the years it swallowed a
good deal of the budget originally meant
for the new one!' At the time he was
based on the south coast, with family
and friends all around the country. It
never seems to have occurred to him that
a ropey old Morgan with antediluvian
mechanicals might not be the most
practical vehicle in which to cover high
annual mileages.
The third Morgan in Richard’s current
collection is a 1951 F4 trials special. For
many years he competed in sporting
trials, in which he was pretty competitive.
He gave up trials driving a few years ago,
after an accident. 'Nowadays we watch
and help with events,' he says. 'It’s not
quite so much fun, but it’s safer.'
Very recently, Richard accepted that
there may be occasions on which the
optimal transport solution might be
a car with a roof, glass windows and
air conditioning. As a result, a modern
Renault was added to the Hoskin
collection. He used it to convey him to
a track day we both came to at Blyton,

I was impressed that anyone
would undertake an 80-mile round trip
in an 86 year-old car, but Richard’s
demeanour suggested this was a
pretty normal occurrence
20 CLASSICS WORLD ❙ SEPTEMBER 2024

earlier this year, but last week, despite a
very mixed forecast that saw a dump of
rain just before lunchtime, he picked the
Series Five Morgan to travel in. 'It was a
bit wet,' he says. 'Just enough to have
the wipers on, but not so much that it
wasn’t a pleasant journey.'
Almost everyone here will be fairly
familiar with Morgan, but just in case
anyone has somehow missed the
phenomenon, Morgan Motors began
in 1910, making three-wheel cyclecars in Malvern Link, Worcestershire. It
built its first four-wheeler in 1936 and
its cars have looked pretty similar ever
since. A modern Morgan is the closest
thing available to a motoring experience
that pre-dates World War Two. No
Morgan offers what most human beings
would describe as a practical, everyday
automobile.
Richard has loved Morgans since he
first clapped eyes on one as a teenager.
Personally, I have adored Alpinas since
my dad used to race a B28 with his Escort
XR3 on our school run, but I have only
ever managed to own one, a very brief
encounter that ended when Andrew
Everett, my colleague on this magazine,
helped me break it for parts.
This is the basis of my wholesale
admiration for Richard Hoskin. Rather
like our mutual friend Mick Ward, whose
life is consumed with the rebuilding and
maintenance of constantly-oxidising
French cars, he goes out every day and
comprehensively lives his dreams. By
extension I salute all those among you
who drive a car they wanted decades
ago, whether you do it daily or just on
fine weekends. Classic cars are love
affairs wrought in steel, rubber, wood
veneer and plastic. Every time we get in
one, we make the world a little better.
May the road rise to meet us all.
www.classicsworld.co.uk

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COMMENT

ROBIN FLETCHER

BIO: Welcome to journalist and editor Robin Fletcher, who is our newest
columnist. Robin has never worked in the motor trade, but he loves cars, has driven
in 12 different countries and once changed the front brake pads on his first Metro.

ROBIN FLETCHER
QUESTION OF CONTROL

W

hen it comes to transport,
it’s wise to be in as much
control as you can be. So
while you can’t control
fully the weather, the traffic or the idiocy
of other drivers, you can at least usually
decide the vehicle you travel in. Except, of
course, taxis, which in motoring terms are
one of the best examples of the power of
supplier over buyer.
From time to time we all need a cab,
and on most occasions the quality of the
car we climb into is about as controllable
as trying to win the Lottery. In the days
when I regularly worked in London, my
teammates were huge fans of Uber. Now,
I’m sure most Uber drivers are the best in
the business, but my first experience was
enough to put me off for life. Tasked with
driving me three miles to a large, wellknown church centre in the East End, my
driver got within half a mile, pulled over,
told me he was lost and invited me to
complete the rest of the journey on foot.
Which is why I was late for a meeting
where I was the keynote speaker.
I cannot find enough words of praise
however for London’s black cab drivers.
Whether it’s a slightly tired TX4 or a
smooth-running LEVC TX with its silent
electric motor and panoramic roof, one
thing is sure: you won’t get lost.
Aside from whether cab drivers actually
know where they’re going, there’s also
the quality of cabs themselves. In the late
noughties, I used a taxi firm to ferry me
from the outskirts of Leeds to the main
railway station once a week, and it was
with a mix of horror and amusement that
I was shown by one driver into the rear
seats of his ancient Toyota eight-seater,
complete with one set of seats in black
leather taken straight from a Ford Scorpio.

They seemed bolted down well enough,
but that really was not the point.
Most of the worst cabs I have
experienced however have been across
the pond. On a visit to Washington DC
in 2000, (my first trip stateside,) I was
beyond excited to hail my first yellow cab,
only to find on climbing inside a vehicle
that not only wallowed dangerously on
clearly worn out rear suspension, but had
seat stuffing poking out in several places
in the back. It was a scene reminiscent
of the stripping down of a Lincoln
Continental in the French Connection,
only without Gene Hackman.
Similarly, using a cab to a swanky
dinner in downtown Boston nearly
20 years later was little better as an
experience, with three of us wedged in
the rear of a very tired taxi with near
bullet-proof Plexiglas separating us from
a driver who regarded us with utmost
suspicion. To be fair, three Brits in dinner
suits never goes down well in Boston,
even 251 years after a certain tea party.
Taking four children under the age of
10 to Amsterdam to celebrate my half
century a few years ago seemed like
a good idea at the time, until it came
to the taxi ride from our canal side
restaurant back to our apartment. When
we eventually found a driver willing to
take us across the city late on a Saturday
night, we then had to contend with a cab
containing no rear seatbelts, and, as an
added surprise, a hole in the floor offering
an unexpectedly close up tour of the city.
Alongside the random world of
taxis, there is also the supposedly more
upmarket experience of the chauffeurdriven car. One of the most pleasant, but
also slightly odd, examples of this for me
was being collected from Heathrow after

When we eventually found a driver
willing to take us, we then had to contend
with a cab containing no rear seatbelts and
a hole in the floor offering an unexpectedly
close up tour of the city
22 CLASSICS WORLD ❙ SEPTEMBER 2024

a day trip to a client in Zurich to be driven
home to Bath. The car was a very fine
Chrysler 300C trimmed with black leather
seats and a mock walnut dashboard. The
driver was extremely professional, except
that his real profession was as a French
horn player, which may have explained
why he wore white cotton gloves on our
four-hour journey back, thanks to an
accident on the M4.
Then there was the offer a chauffeured
car to pick me up at Charles de Gaulle
airport outside Paris a week or so after
the terrible Bataclan terrorist attack in
November 2015. Our return destination
for the day was a school in Normandy,
and having arrived at a strangely deserted
terminal early in the morning, my car and
driver were literally nowhere to be seen.
After one or two tricky phone calls in
my best schoolboy French, I breathed a
mighty sigh of relief on hearing my ride
for the three-hour journey ahead was just
around the corner. And indeed it was – a
very small Mazda 3 containing three other
gentlemen who had already been cooped
up inside for two hours apiece. By the
time I climbed into the last available rear
seat, the temperature in the car was well
over 30 degrees and the windows were
fully steamed up. Our journey through
the heavily-policed Paris Peripherique
into Normandy was not the best I have
ever experienced, particularly given our
chauffeur’s somewhat Gallic approach to
driving. We arrived there in good time,
thank God, and my journey back to the
comfort of my own home later that day
was fortunately much smoother.
Of course one should never complain
if someone else is offering to take the
wheel, but given the choice nowadays,
my overriding preference is for ‘my car
and I’m driving.’ It’s all about controlling
the things you can control, you see.
www.classicsworld.co.uk

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A CLASSIC LEGACY

Bernard Belsham lovingly restored this Daimler and it brought him great joy.
Now it has passed to his son-in-law Martin Petts,
who may not have the same technical
expertise but certainly shares
the passion. PICTURES: GREGORY EVANS

M

y father-in-law Bernard
Belsham was the
owner of many classic
cars over the years, but his
pride and joys were a 1969
Daimler V8 250, a Jaguar XJ6
Mk1 Auto 2.8 from 1970 and
a 1971 Daimler Sovereign
Auto. Ownership of these
historic vehicles was a very

personal thing to him – he
was passionate about them
and they required a major
investment of his time, effort
and money in firstly restoring
them to their former glory,
and then the never-ending
maintenance. Invariably when
we went to visit, we'd find
him under one of his cars or

26 CLASSICS WORLD ❙ SEPTEMBER 2024

sitting beside them with his
mandatory rollup.
The cars rewarded all this
effort by giving him wonderful
times on road trips, either with
his wife Marion setting off from
their home in Leicestershire
and heading north to Scotland,
or out on his own around the
local countryside. Bernard loved

recounting his adventures, and
remembering these trips always
brought a big smile to his face.
He also attended many
classic car shows, where he
met other enthusiasts who
shared his passion. He was
also a member of the Jaguar
Enthusiasts Club for many
years, and was always coming
www.classicsworld.co.uk

home with spare parts, or
reaching out to fellow classic
car owners to seek help or
offer advice on a particular
problem. This interaction was a
major part of his social life.
It was no surprise that
Bernard had these particular
cars, as he was orderly about
his collection. It was the
www.classicsworld.co.uk

new XJ6 that replaced the
Jaguar range in 1968, and the
following year saw the launch
of the Daimler Sovereign
variant which effectively
replaced the V8-250. So in
some ways he felt he had
the full set of vehicles which
represented that era in the
Jaguar and Daimler journey.

Following Bernard's passing
in 2012 after an illness that
came very suddenly, the family
had to make the hard decision
about what to do with his cars.
We didn't have room for three
cars, but the Daimler V8-250
was the family's favourite.
Well, it was Bernard's favourite
actually, and my wife Linda

said that if it was Bernard's
favourite and the one that he
used most regularly, then it
was the one we should keep.
I had no classic car experience
and it was not something I'd
ever really thought about, but I
was delighted because if I had
been given the choice of any
of them, this is the one I would

SEPTEMBER 2024 ❙ CLASSICS WORLD

27

READERS' CARS
DAIMLER V8 250

have chosen. It is absolutely
lovely, so vibrant in red that it
just can't fail to catch the eye,
especially with all that chrome.
It certainly turns people's heads
when you are out with it.
As I said though, we only
had room for the one car and
the other two from Bernard's
collection had to be sold. I was
overwhelmed by the interest
shown in them when they
came to market. The first to sell
was the XJ6 Mk1 Auto, which
went overseas to Frankfurt.
This car had been fully restored
by the fastidious Bernard and
was finished in Sable with the

original biscuit leather interior.
It was driven by the buyer all
the way from Leicester to its
new home in Germany with
no problems whatsoever,
a testament to Bernard's
dedication and hard work.
Then it was the turn of
the Daimler Sovereign 2.8
Auto, which was also finished
externally in Sable and
had biscuit leather interior.
This only had two previous
owners at the time, but had
also undergone an extensive
restoration at Bernard's hands.
I can remember the engine
parts being spread all over his

28 CLASSICS WORLD ❙ SEPTEMBER 2024

www.classicsworld.co.uk

workshop for many months
whilst they were meticulously
overhauled and painstakingly
returned to the vehicle part by
fully restored part. This car also
went overseas, this time to a
new owner in Ireland.
Once I had taken over as
custodian of the V8-250 in
2012, I was determined to carry
on Bernard's legacy. There is
something special about this
car with its legendary Edward
Turner hemispherical V8 engine
under the narrowing bonnet.
It was one of the last of its
kind, and being a Daimler it
has got lashings of luxury. But
it is no museum piece – as a
late version of the model it has
slimline bumpers, a negative
earth electrical system, an
www.classicsworld.co.uk

alternator instead of the old
school dynamo and each carb
has its own filter arrangement.
Luxurious features include
ventilated leather upholstery
and reclining front seats; it

even has a heated rear screen!
Bernard had purchased the
V8-250 in February 2002 and
spent the next 10 years totally
restoring it. The bodywork
was resprayed in two-pack

and lacquer back in 2003, and
it still looks superb. Bernard
had specified the Regency Red
for its respray; this was the
original colour, but it had been
rather dull when he got it and
nowhere near as bright as it is
now. Most of the mechanical
work was done by Bernard
himself, but with help from an
army of friends and enthusiasts.
I had little knowledge of
classic cars when I took on the
Daimler. To be honest, working
on cars is beyond me – I'm a
builder and that is where my
knowledge base lies, so while
I can do minor jobs, I know

SEPTEMBER 2024 ❙ CLASSICS WORLD

29

READERS' CARS
DAIMLER V8 250

my limitations and the value of
calling on the experts. I found
a local garage in Bedford who
specialised in classic car repairs
and they looked after the car
mechanically for many years.
Every time a little problem
occurred or the MoT was
due, I'd take it over there and
they would sort it out. The
first thing I got involved with
was changing the fuel tank.
It hadn't started leaking yet,
but the garage told me: 'It's
time!' I also got a Radiomobile
that worked and asked them
to wire it in and get the radio
working properly. When that
first garage closed because the
owner retired, I found another
one locally run by Keith Sadler
who now keeps on top of
things for me.
This is not only my first ever
classic, it is also my first ever
V8 and that does sound lovely.
I don't do loads of miles, but
it comes out at the start of
summer and we do maybe
between 1000 and 2000 miles
a year. I have recently retired,

so I expect I will be able
to use it a bit more
now. I don't go
too far afield,
but take it to
local shows
at Woburn,
Knebworth,
Little Gransden,
Shuttleworth and
places like that.
Here in Stotfold they do
an annual Cars on the Green
event, and I like that one too. In
between times, she is wrapped
up safe, warm and dry in her
bubble in the garage.
At these events, people
ask me a lot of technical
questions which I can't answer.
I generally refer them to the
garages that I have used, but I
am starting to learn a few bits
and pieces. I always lay out
the manuals, handbooks and
advertising literature in the
open boot, all the memorabilia
that Bernard had collected over
the years and which his wife
Marion wanted me to keep
with the car. Often when I am

30 CLASSICS WORLD ❙ SEPTEMBER 2024

sitting there I
will start reading
the manuals.
I am always
particularly
impressed by
the diagrams they
drew in the days before
computers, they are like
works of art and I find them
fascinating.
It can come as a surprise
to realise that I've had the
Daimler 12 years now because
the novelty has not worn off
at all. It has given me a new
hobby, and if there is a little
something that needs doing,
I will research on the internet
and see what's involved and
where I can get the parts. And
the new experiences keep on
coming – I really enjoyed the
day of the photoshoot, seeing
how the photographer handled
it all and what he produced.
Bernard would have been so

proud to see his car in one of
the magazines he used to buy.
I have done a number of
weddings with the car, too.
My daughter was the first, so
she was the guinea pig. It was
nerve-wracking because the
pressure is immense and you
don't want to break down.
Then my nephew asked me
a few years later if he could
use the car for his wedding,
and I've since done more.
I'll probably have a breather
now until my grandsons reach
that age, but it has become
something of a family tradition.
So there you have it. I like
nothing better than taking the
car out for a drive and meeting
fellow classic car enthusiasts.
On such occasions I often think
of Bernard and the joy this
car gave him, and reflect on
the pleasure it now gives me.
Thanks Bernard, I will look after
CW
it for you.

www.classicsworld.co.uk

THE UK’S LEADING
TRIUMPH TR SPECIALIST
• The best selection of TRs in the UK
• 25 years experience of Triumph TRs
• Vast selection of new and used parts
• Friendly, helpful experienced staff • TRs bought for cash

TR Bitz have over 50 years of experience with Triumph TR cars, and provide
a complete range of services, from sales and brokerage sales service to
routine service, maintenance, bodywork or sourcing replacement parts.
We have constantly delivered the
very best in sales, service, parts and
restorations. More recently we have
added Jaguar and MG to the range of
vehicles we work on.
Our comprehensive on-site facilities
include:
general servicing, restorations, low
bake spray booth, unleaded
conversions, engine preparation,
motorsport preparation, supplying MOT services, machining services,
bespoke trimming, hood fitting, four and six cylinder engines built to any road
or race specification. We also offer a storage service.

1968 TRIUMPH TR5 PI
Stunning Genuine RHD TR5 with Overdrive. We
have known this car for over 20 years having
sold it to its previous owner. and fitted the Surrey
hardtop to the car. The underside is still very clean
indeed..................................................................£56,500

1971 TR6 2.5 PI 2.5 2.5 PI 2DR MANUAL
Very good condition, drives beautifully and benefit
of uprated brake discs, rear telescopic shocker
conversion, oil cooler, large electric fan, uprated
throttle linkage kit and electronic ignition. Also
included selection of trophies won at shows.£24,500

We offer the full range of parts for the TR enthusiast, from a bolt to a
bodyshell, many of them held in stock.

TRIUMPH TR4 2.2
Ex U.S. Car with Overdrive, The car has just had a full
body off chassis restoration completed......£26,500

1968 TRIUMPH TR6 2.5
Original UK TR5 with overdrive. The car has
previously had a body off chassis restoration with
lots of photographs of body and chassis work
completed.......................................................£48,500

1994 TRIUMPH TR6 2.5
Ex U.S. car that has been converted to UK PI
specification with overdrive.............................£25,000

1960 TRIUMPH TR3 2.0
Recently restored body off chassis. The engine has
been rebuilt to fast road specification......£25,500

This is just a selection of our current cars for sale. For a full stock listing and pictures visit our website.

CONTACT US

Tel: 01925 756000

email: info@trbitz.com

www.trbitz.com

Appleton Autodrome, Swine Yard Lane, Appleton, Warrington WA16 0SD

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READERS' CARS
MG TC & TRIUMPH TR3A

THE KEEPERS

For many years Keith Fox yearned to buy a pair of classic cars that he
could envisage keeping. He now has two glorious British sporting
classics and hopes that they might be the ones. PICTURES: ANDY STARKEY

I

have been an avid classic car
enthusiast from a very young
age and have been fortunate
to own a myriad of classics, the
earliest being a 1928 RollsRoyce 20HP tourer the newest a
2015 Ariel Atom 3.5/245. As for
my first classic car, well that was
a VW Beetle back in the 1970s.
They were not considered
classics back then, like most
saloon cars of the period they
were just your daily hack. With
that in mind, my first classic
would have to be the Lancia
Fulvia Sport Zagato, again my
daily transport of the time but
not your usual daily driver.
A few years ago I wanted
to build my dream garage to
house a pair of classic cars,
but unfortunately the local
authority did not agree with my

aspirations so I had no option
but to reduce the size of my
plans. The result was a garage
that could hold two small sports
cars, albeit one on top of the
other with the aid of a fourpost ramp. So my current pair
of classic cars consist of a 1949
MG TC and a 1957 Triumph
TR3A, the MG on top leaving a
52in space beneath which is just
enough for my TR.
So let's start with the MG.
My TC came off the production
line on 21st March 1949 and
was intended for the British
market. Later at some unknown
time the TC was exported to
the USA, where it remained
until approximately 1990. It was
then imported back to England,
and a restoration carried out
between then and 2000 to

32 CLASSICS WORLD ❙ SEPTEMBER 2024

what is referred to as 'factory
correct' specification. It was
done to a concours standard,
but then put into storage and
only driven for a few hundred
miles until I bought it in 2019.
As such the car was in show
condition, and I was very
pleased with this acquisition.
I bought the TC with the
intention of using it as much
as possible, but then of course
Covid struck and put a halt to
everything. Not to be deterred
by the pandemic, I set about
working on the car during this
period of non-usage. My first
task was to make a new hood,
side screens, tonneau cover
and tool roll, all in a matching
beige canvas – unfortunately
the original canvas had faded,
so was not up to the standard

of the rest of the car. I chose a
mohair canvas in a colour called
camel. This fabric is far superior
to the original canvas used in
the 1940s, and the camel colour
complemented the interior far
better. I purchased 6m of the
fabric and 1m of clear for the
windows, then set about the
task of making these items up
on my 1930s Singer sewing
machine. It was not the easiest
of tasks, but something I found
quite rewarding when finished.
Next came the wheels.
Unfortunately the silver wheels
with original style Dunlop tyres
were what I would call 90%
items – in other words only
90% of the quality of the rest
of the car. As a result I found
it hard to justify replacing like
for like just for an extra 10%
www.classicsworld.co.uk

READERS' CARS
MG TC & TRIUMPH TR3A

improvement. So I decided
to switch to chrome and
ordered five new chrome
19in wire wheels from MWS,
complete with Blockley tyres
as unfortunately the original
type Dunlop tyres are no longer
available. To complement
these shiny new wheels, I then
ordered a set of four aluminium
Alfin-style brake drums and
proceeded to polish them.
The next small but rewarding
project was the wind deflectors.
I had bought some aftermarket
items previously, but was
dissatisfied with the quality
so set about making my own.
www.classicsworld.co.uk

I did manage to utilise the
brackets from these, but made
an aluminium template for
repeatability. The template was
used as a pattern to make the
Perspex wind deflectors so I
could use a router to get the
final shape the same on the
couple of sets I made. These
work really well and follow the
correct shape of the windscreen
and the hood.
These cars are called Midgets
for a reason – with limited
space inside and a 17in steering
wheel, I decided to replace
that with a slightly smaller
Brooklands style 15.5in version.

That doesn’t sound a lot smaller,
but it does make a significant
difference.
'Safety Fast' was MG's motto.
Well, perhaps not so much
fast in the case of the TC, but
definitely a safety issue needed
to be addressed in the mirrors.
Originally these cars were only
fitted with one driver’s side
rear view mirror. In modern
traffic this just isn’t enough,
and so I set about improving
this situation. First I purchased
a passenger side one, but
when this was fitted I found
out why this wasn’t a common
modification for owners – you

couldn’t see anything in it
and so it was useless. Not to
be defeated, I deduced that I
needed to extend the arm by
1in. I unsoldered the arm, made
a new one, then silver soldered
it into place, polished and rechromed. Ah, now they were
uneven, so I had to repeat the
procedure on the driver’s side.
Finally it was all sorted and I had
a clear rear view in both mirrors.
Feeling quite pleased with
myself at this stage, it was
time for a bit more shiny
embellishment with the addition
of a midge mascot which I
managed to find for sale on

SEPTEMBER 2024 ❙ CLASSICS WORLD

33

READERS' CARS
MG TC & TRIUMPH TR3A

eBay. Then, moving to the rear
of the car, I added a stainless
luggage rack. Then I needed a
picnic hamper to fit onto it. I
had one woven to my specific
dimensions in Lithuania, and
proceeded to make the interior
panel to mount the customary
picnic accoutrements needed in
such an item. A friend of mine
made sublimation-printed cups
and plates with pictures of my
TC on them to fit this hamper,
along with the 1930s cutlery I
restored to complete the set.
Turning then to the lighting,
MG never fitted direction
indicators to UK market TCs

so most owners fit motorbike
style indicators to their cars
for safer driving in modern
traffic conditions. After a bit
of head scratching, a decision
was made to use the original
front Lucas 1130 sidelights with
duel filament LED bulbs so they
would show a soft white side
light and an amber indicator.
That was the fronts all
sorted, now for the rear. This
was a whole new ball game
as I am not a lover of modern
motorbike style amber rear
indicators. Instead I opted to
use period correct semaphore
trafficators at the back with

34 CLASSICS WORLD ❙ SEPTEMBER 2024

self-flashing LED festoon bulbs.
This would give clear, safe,
amber indicators and be period
correct. I was fortunate to
locate a pair of new old stock
Lucas 12V SF80 trafficators in
Lucas SE100 mounting boxes.
These needed to be mounted
to the car, so a modification to
the luggage rack upright was
called for and the fabrication of
relevant fittings.
Now for the wiring. I needed
a constant 12V feed to the
trafficators, which wasn’t too
difficult as all that was needed
was to bypass the original
flasher unit that had previously

been fitted. With the fitment
of self-flashing LED bulbs, that
was the rears sorted, but now
the front duel colour LED bulbs
needed to flash too. So two
new adjustable speed flasher
units were fitted in-line to the
front; these gave flashing to
the front that could be set at a
similar speed to that of the rear.
Those projects kept me
successfully occupied during the
Covid era and throughout the
winter months. That brings us
to my 1957 TR3A. Long famed
for their rugged reliability and
idiosyncratic good looks, the
sidescreen TRs have attracted

www.classicsworld.co.uk

a fanatical following over the
years. The final evolution of the
Triumph TR2/TR3 sports car line
(save for the American market
TR3B), the TR3A was introduced
in September 1957. It was never
officially badged as such and
was, in fact, a minor revision of
the TR3 with updates including
a new wide grille, exterior door
handles, lockable boot and a
full tool kit. Great fun to drive,
its tough box-section chassis
featured independent coil and
wishbone front suspension, a
leaf-sprung live rear axle and
www.classicsworld.co.uk

disc/drum brakes (the first
British production car to have
front disc brakes as standard).
This TR3A is the latest
addition to my garage, and its
early history that I know about
is quite brief. According to the
British Motor Industry Heritage
Trust certificate, it was built on
24th December 1957. Built as a
lefthand drive car (as denoted
by the L suffix to the chassis
number) for export to the USA,
paperwork with the car shows
that it was first registered there
in 1958, which would tie in

with shipping time from the
UK after it had been built. The
only history of the car in the
USA is a certificate of title for
a motor vehicle from the State
of North Carolina dated 4th
August 1975. It was then sold
to the Beverly Hills Car Club Inc.
from where it was purchased as
a non-running project car. The
Triumph eventually arrived in
the UK in late September 2018
ready to undergo a full nut and
bolt restoration.
This restoration was nothing
to do with me, but I do have

details of what was done and
it was certainly a thorough
job. New floors were fitted to
the cockpit and boot areas,
along with new inner and
outer sills; particular care was
taken when fitting the outer
sills to ensure they followed
the curvature that the door
bottoms have, a feature many
restorers miss. Due to wanting
to keep the bodyshell as original
as possible, it was decided that
the remaining original inner and
outer panels would be retained,
making repair sections as

SEPTEMBER 2024 ❙ CLASSICS WORLD

35

READERS' CARS
MG TC & TRIUMPH TR3A

required. Considerable time was
taken to ensure the fit and finish
of the repairs by TIG welding
all the joins where possible to
minimise distortion, leaving
the minimum of preparation
work at the painting stage.
Used RHD steel dashboards are
very rare, so the centre section
of the LHD original was used
and new opposing sides and a
glovebox lid were made using
the originals as patterns.
The chassis was in very good
condition apart from some
minor corrosion in one area;
that was removed and new
steel welded in place. The shell
and chassis, once restored, were
as one unit then sent away for
thermal paint removal, followed
by total immersion in a rust
eradication solution at Ribble
Technology in Leeds. On return,
the chassis was removed and
then painted inside and out
with an epoxy paint. The bare
metal shell was then fitted
back on the chassis along with
all the outer panels to get the
correct fits and gaps before
being sent for painting at RVR
Kettering. The colour chosen
was a period Standard Triumph
Medici Blue. All the exposed
(ie. body underside, inside

of wings, cockpit floors etc.)
painted areas have a very light
body-coloured protective finish
applied followed by the final
colour coats.
On the suspension, all steel
parts that were originally
painted (brackets, suspension
arms, hood frame etc.) were
shot-blasted and powder coated
where possible, otherwise
painted in two-pack. Original
zinc plated items when reusable
were prepared and re-plated.

36 CLASSICS WORLD ❙ SEPTEMBER 2024

The suspension front and
rear was rebuilt with all new
bushings, bearings, shock
absorbers and fasteners. A
compliant ride was wanted,
so standard bushes were used
mainly, with only a few nylon
replacements.
New uprated rear lever arms
and new Koni adjustable front
shock absorbers were fitted,
but owing to the poor quality
of new aftermarket rear leaf
springs, the originals were

re-heat treated and set to the
OEM spec. The rear axle was
rebuilt at TR Enterprises with
new crownwheel, pinion and
bearings etc. The brakes front
and rear had all new master and
wheel cylinders, later calipers,
brake lines and aeroquip
flexible hoses. A TR4A fly-off
handbrake lever was fitted to
the transmission tunnel. The
front and rear brakes were
converted to the same twin
master cylinder set up as sold by
www.classicsworld.co.uk

Revington TR.
As the bulkhead pressing
originally had bolted-in blanking
covers for LHD or RHD versions,
changing the steering to RHD
was simply a matter of sourcing
a used, correct long type RHD
steering column. It was a similar
story for the brake and clutch
pedal assembly. The steering
box was fitted with a Revington
adjustable top plate conversion,
plus new seals and bearings to
the box and linkages. The TR3s
have an inherent steering issue
due to the suspension geometry
design whereby, when turning,
the outer wheel does not track
with the inner. The Revington
www.classicsworld.co.uk

steering angle conversion kit
using TR4A uprights etc cures
this problem, so that was fitted
along with all new trunnions
and track rods ends. As the
original plastic type steering
wheel rim was broken and
wishing to retain the original
signalling equipment, the rim
was removed and a Jaguar E
type wooden rim fitted in its
place.
Four brand new MWS 5.5in
x 15in chrome 72-spoke wire
wheels along with new wheel
adaptors supplied by the TR
Shop were fitted. Dunlop tyres
were supplied and fitted, but as
the spare wheel compartment

will not take the wider 5.5in
wheel, the best of the original
4in wire wheels from the car
was restored, then fitted with
a new tyre that has the same
rolling radius as the new road
wheels.
The TR came with the
standard four-speed/threesynchromesh gearbox in poor
condition, so a used Triumph
Dolomite Sprint overdrive
gearbox was sourced, then
given to Peter Cox who fitted
a correct output shaft for this
car and reconditioned both the
box and overdrive. The later
gearbox gives synchromesh on
all gears, with the addition of

overdrive on third and fourth.
The later TRs have a diaphragm
clutch, so Peter supplied a
lightened flywheel to enable a
new pressure plate of this type
to be fitted, along with a new
friction plate, slave and master
cylinders.
The engine has been uprated
to 2138cc, balanced and
breathed upon and subjected
to a total rebuild. After the
bare block and head had been
hot tanked to chemically clean
them, reassembly began with
new 89mm pistons and liners,
the conrods were replaced
with Max Speed forged items,
the crank was reground and

SEPTEMBER 2024 ❙ CLASSICS WORLD

37

READERS' CARS
MG TC & TRIUMPH TR3A
balanced along with the
flywheel, clutch and front
pulley assembly. Other new
parts included a new Newman
camshaft plus followers, springs,
valves, pushrods, rocker shaft
and arms, Vernier type timing
sprockets, timing chain, ARP
head studs and nuts, water and
oil pump, oil filter conversion,
rear main seal conversion,
narrow fan belt conversion,
stainless steel four-branch
exhaust manifold and single
silencer system, hi-torque
starter motor and an uprated
aluminium radiator. The head,
after some port work to match
the TR4A inlet manifold and
the tubular exhaust manifold,
was sent to a local automotive
engineering company for
skimming and lead-free valve
seats to be fitted.
On the fuelling side, the
pump is now electric due to
poor quality of after-market
fuel pumps, the SU carburettors
were rebuilt then fitted with
cone air filters, new fuel lines
and a new aluminium petrol
tank. As for the electrics, a
new loom was made with the
addition of extra relays and
fuses. The distributor was rebuilt
by the Distributor Doctor, and
a 45amp alternator conversion
was fitted with polarity change
and the correct gauges.
All new door, boot, bonnet
handles and catches were fitted.

The windscreen frame was
re-chromed and fitted with a
new laminated tinted screen.
Seat belts have been fitted to
the front two seats. The original
seat pans were restored and
fitted with new spring bases
and padding plus covers,
including a factory fitted rear
seat. The car has new interior
panels, plus extra trim
panels fitted in the
boot, also including
sound deadening
stuck to the main
and boot floors.
A modern interior
heater with lever
control was fitted,
as were a new
mohair hood, rear
tonneau and door screen
flaps in dark blue. The door
side screens that came with
the car were an aftermarket
American conversion which
were refurbished and fitted with
new Perspex.
All in all, the restoration is
of a quality rarely found, albeit
having a few non-original
but still Triumph upgraded
period parts on it. The original
reconditioned speedo showed
30,530 miles when it arrived
from the US, and was left as
such after restoration. This is
the point when the car was put
back on the road.
As I said, all of this was done
before I bought the Triumph.

38 CLASSICS WORLD ❙ SEPTEMBER 2024

I started working
on and learning
about cars from
the age of 15
and started my
apprenticeship
as a mechanical
engineer at the age
of 17 so I have been
working on and restoring
various cars for over 40 years,
but am at an age now where
I will not be doing any more
full restorations. Instead I now
enjoy the fruits of another's
labour! I have always aspired
to own a classic car restored to
such superb standard, and after
buying this Triumph at auction
I have been more that pleased
with it. It is my first TR, and I
feel it is a keeper, much like my
TC. I do intend to use the car as
much as possible as this classic
is far more useable than some
others I have owned. In fact the
TR is quite a capable car and
more than able to keep up with
modern traffic, but I do try to

avoid bad weather.
Future jobs that I will probably
undertake include changing
back to steel wheels (wire wheel
cleaning should be reserved as
a punishment, not a pleasure!).
I may even retrim in leather as
upholstery is one of my things. I
do regularly attend and display
at local and national car shows,
and was fortunate to attend
a local show three days after
purchasing the Triumph. It was
displayed amongst over 160
well-presented classic cars and
drove away with the Best in
Show trophy, a true testament
to the skills of the restorer who
did such a wonderful job.
I hope to attend local TR
Register club meetings, MG
Owners Club meetings along
with my local show – Inglenook
Classics – and various national
car shows as I have done
for so many years. I am now
looking forward to a summer of
enjoying both of these classics
CW
as much as possible.

www.classicsworld.co.uk

Classic MG Services Ltd

Classic MG Services Ltd have been operating in Fareham for 11 years. We are a 15 minute walk from Fareham railway station.
We work on MG cars from the period 1930 to 1980. Triple M’s, T type, MGA, B AND C,s. and Midgets. Not forgetting A H Sprite’s.
Myself and my colleague have been working on Classic MGs for over 30 years.
We carry out services small and large, partial and full restorations, tune ups and all mechanical repairs needing to be done, e.g
engine / gearbox rebuilds, brake overhaul.
Visit our website for more information!

classic-mg-services.business.site

07590047040
Unit, F Blackbrook Road Blackbrook Business Park, Fareham PO15 5DR

The Car Cave Scotland
Unit 6A Butlerfield Industrial Estate | Bonnyrigg | Midlothian
e. alan@carcavescotland.co.uk | t. 01875 820527

At Car Cave we always carry a stock of around 30 - 40 Classic Cars and have many more on the way.
We specialise in Classic Fords. If we do not have what you want in stock we may be able to source it so please feel free to ask.
We also have a small selection of modern vehicles that have been hand picked to ensure quality.

£7,500
Ford Zephyr Mk2
Very Solid Example. Needs light
restoration

£13,750

£11,500
Ford Escort XR3 - 4 Speed
Very Good Original Car

£5,995

£7,995
Ford Consul Cortina 1500
Useable Example with room for
improvement

£5,995

£3,995
Ford Escort Mk2 1.6 - Project
Needs Restored

Ford Escort MK1 1300
Very Solid Example

£7,500
Ford Cortina MK3 1.6 Pickup
Very Solid Example

Arriving August 2024
Ford Cortina 3.0 GLS
Very Solid Example

Looking to sell your car?

Ford Sierra 1.8 LX Auto
Very Good Original Car

Ford Escort MK2 1.6 Auto
Very Solid Example

We specialise in selling Classic Cars - if you have a classic car you wish
to sell - simply get in touch with us and we can see if we can help you.

ONE TO MAKE
YOU SMILE
Roy Hedger’s 1978 Sunbeam is one of two 1.6S
Automatics remaining on the road and is a prime
example of a key car in the history of Chrysler's UK
operations. It is also a highly enjoyable vehicle with a
sense of style – not to mention a starring role in one
of ITV’s most memorable advertisements.
WORDS: ANDREW ROBERTS PICTURES: ANDY STARKEY

T

he Sunbeam has the
distinction of being
the last wholly Britishdesigned car to emerge
from Chrysler’s European
operations, albeit under
troubled circumstances. On
3rd November 1975, John L.
Riccardo, the US corporation’s
chairman, told the British
government that his Board
of Directors could provide
no more funds for their UK
operations. Consequently,
they planned to commence
liquidating their subsidiary by
the end of that month. Faced
with the prospect of mass
unemployment following the

closure of factories in the
West Midlands and Scotland,
the government announced it
would give the US firm a state
grant of £162.5 million.
The result of these funds
was Project R424, a small
hatchback intended to replace
the Hillman Imp, sales of which
were due to end in 1976. In
fact, Chrysler UK had seriously
considered building a threedoor Avenger Liftback in the
early 1970s, but the parent
company’s management ruled
otherwise. The state grant
meant a partial revival of this
idea, but R424 would sport
completely new bodywork.

42 CLASSICS WORLD ❙ SEPTEMBER 2024

As Keith Adams observed on
www.aronline.co.uk: ‘The
Sunbeam used a lot of Avenger
pressings, including the twodoor version’s doorskins, but
featured all-new glass with
a different windscreen angle
and a larger glass area.’ The
steering and suspension were
also Avenger-derived, as was
the floorpan with a 3in shorter
wheelbase. The engines were
equally familiar: the 928cc OHC
unit from the Hillman Imp or
the Avenger’s 1.3 and 1.6-litre
OHV plants.
Chrysler UK management
decided to use the Sunbeam
name – albeit as a model rather

than a marque – to lend it an
air of joie-de-vivre. Just 19
months after the R424 project
commenced, the small car that
was ‘Very highly specified.
Unmistakably styled’, made
its bow on 23rd July 1977.
Chrysler discontinued the twodoor basic Avengers to increase
potential sales of this vital new
model, and commissioned
a song to accompany the
television and cinema
advertisements. This was not
an unprecedented move –
Ford's New Cortina record of
1966 is utterly groovy – and
on 16th October 1977, Petula
Clark advised ITV viewers to
www.classicsworld.co.uk

READERS' CARS
CHRYSLER SUNBEAM 1.6S

‘Put a Chrysler Sunbeam in
your life and put a smile on
your face.’ This replaced an
earlier idea of a commercial
featuring Terry Thomas racing
a Mini. Chrysler issued their
dealers with a 7in Flexidisc
of the song, and while Roy
Hedger does not own a copy
of this, he has ‘favourited' it on
YouTube! And why not? After
all, his 1.6S is ideal for visiting
downtown to escape all the
noise and the hurry.
The British motoring press
was kind to the Sunbeam, for
it was crucial in keeping the
Linwood plant open. As Motor
Sport noted: ‘It could well help
www.classicsworld.co.uk

SEPTEMBER 2024 ❙ CLASSICS WORLD

43

READERS' CARS
CHRYSLER SUNBEAM 1.6S

to pull the company out of the
present financial predicament.’
Motor’s test opened with: ‘First
car – and a very important
one – to be designed since
the government’s rescue of
Chrysler UK. Conventionally
engineered with a longitudinal
power train. High-floored
luggage deck and small rear
door restrict its role as a load
carrier.’ Autocar thought:
‘The Sunbeam may not be
the world’s most advanced or
imaginative small car, but it has
its share of good points.’
The Observer called the
Sunbeam’s engine layout
‘Old-fashioned but undeniably
reliable’, and it is sometimes
forgotten that in 1977, a
rear-wheel-drive hatchback
was not unusual. UK sales
of the Ford Fiesta may have
commenced only a few months
before the Sunbeam, but the

RWD Vauxhall Chevette and
the FA4-series Mazda 323
were direct rivals. The new
Chrysler appealed to those
potential buyers who wanted
conventional engineering
combined with up-to-theminute styling.
If the Sunbeam did have a
sales drawback, it was due
to Chrysler UK’s corporate
problems – British Leyland
suffered from the same issue
– and bizarre line-up rather
than any inherent weakness.
A large dealership might stock
the venerable Simca 1000 and
Simca 1100, together with
the Avenger and the Chryslerbadged Hunter now imported
from Ireland. In addition, there
was the five-door Alpine, while
British sales of the Horizon,

44 CLASSICS WORLD ❙ SEPTEMBER 2024

which would compete in the
Sunbeam’s market sector, were
due to start in 1978. There
was also, as a flagship, the
very slow-selling 180/2-Litre
imported from Spain.
Under such circumstances,
a Chrysler UK dealer could
only look in envy at Ford GB’s
coherent line-up. Fortunately,
the Ti of 1978, followed by the
Lotus version in 1979, added
lustre to the entire range. These
sporting variants permitted
area sales managers for a shoe
manufacturer in Doncaster
to dream they were the next
Roger Clark. By then, the
Sunbeam wore another badge
as Chrysler sold its European
operations to Peugeot in 1978,
and in August of 1979 the

French concern revived the
Talbot marque.
1981 marked the end of
Sunbeam production, and
of the Linwood factory near
Paisley. A Lotus gaining the
World Rally Championship
manufacturers' title proved a
swansong to a short-lived but
important small car. Today,
Roy’s 1.6S is believed to be the
only surviving example with
the optional Webasto sunroof
and four-speed automatic
Borg Warner 45 gearbox. He
remarks that: ‘One of the
reasons my Sunbeam is so
unusual is that during the
1990s and 2000s, so many
owners converted standard
versions into replicas of the
Ti, Lotus or Works rally cars.
www.classicsworld.co.uk

Everyone asks me if my
Sunbeam is the Lotus version,
to which I always reply: "No, it
is way rarer!"'
The Sunbeam is not the
only car to undergo such
modifications – think of the
replicas of the Ford Escort
RS2000, Lotus Cortina or Sierra
XR4i – but it does mean that
Roy’s Sunbeam is a fascinating
example of the Project 424 au
naturelle. The S was the range’s
original flagship, and ARW
691S was almost guaranteed
to induce envy in owners
of the cheaper LS and GL
versions with its tinted glass, a
cigar lighter, a clock, halogen
headlights and brushed nylon
cloth upholstery. £3017.14
was a very reasonable price
www.classicsworld.co.uk

for such luxuries, and Roy’s S
is a reminder that a split rear
seat was a significant sales
feature in the late 1970s.
It also features electronic
ignition, a device that Chrysler
heavily promoted in its sales
campaigns to emphasise the
Sunbeam’s contemporary
appeal.
The good looks of the
1.6S belie its incredibly brief
gestation. Outwardly, the
Sunbeam bears no resemblance
to the Avenger; if anything, the
elongated rear side windows
are faintly reminiscent of
the Hillman Imp. Inside, the
instruments are instantly
recognisable from the Alpine
and later Avengers, as well as
being intensely nostalgic to the

more mature
driver. In 1979,
a small hatchback
with a rev counter
was clearly a dashing
vehicle, although in reality the
Sunbeam is more of a liftback.
Closing the rear screen is a
process that requires two
hands to press on the screwedin retaining hooks.
As for the accommodation,
the song promised ‘so much
room to spare’ and the driver
and front passenger can
indeed stretch their legs.
A fully laden Sunbeam is a
slightly different proposition,
and a quartet of large adults
would have to be very good
friends before contemplating
a long journey. Perhaps the

most notable feature of Roy’s
1.6S is the Webasto roof. In
1979 this would have allowed
the owner to engage in some
one-upmanship over drivers
of the Fiesta Ghia with its less
elaborate sliding roof.
For all its elaborate
instrumentation, Chrysler UK
did not envisage the 1.6S as an
especially sporting variant, but
owners did find it to be a brisk
machine. Roy was tempted
to buy his 1.6S because a
Sunbeam was his first car after
he passed his driving test at the
age of 17. He much appreciated
its road manners,
remarking: ‘I once
took it to Italy with
three Avengers
and a Sunbeam
Lotus. The owner
of an Avenger
Tiger asked me if
it was standard as I
was keeping up with
him accelerating on
the motorway and through
the twisty Alpine roads.’
Some owners remark how
quiet the Sunbeam appears,
despite the age of its cast-iron
pushrod engine, and the ride
quality is another strong point.
The optional automatic box
also helps to make it a very
agreeable town car.
In terms of restoration work,
Roy says: ‘One of the chaps I
went to Italy with has a garage
in Rickmansworth called
Classic DreamWorks. He did
a full body respray and some
welding for me, as well as a bit
of mechanical work. He races

SEPTEMBER 2024 ❙ CLASSICS WORLD

45

READERS' CARS
CHRYSLER SUNBEAM 1.6S
an Avenger, so he knows the
cars well.’
Any enthusiast contemplating
buying a Sunbeam knows that
checking the body for corrosion
is a vital task. The inner wings
are especially vulnerable, as
are the strut tops and where
the front of the footwell and
the bulkhead/inner wing meet.
The last-named often suffers
from a combination of leaking
windscreen washers and mud
becoming trapped inside the
wing and promoting rust.
Other rust danger points on
the Sunbeam include the sills,
door bottoms, rear arches and
valance, the boot floor, the
bonnet’s front edge, and above
the front indicators. Severely
corroded or broken springs
are another potential concern,
while the 1.6-litre engine needs
to be checked for wear. In
terms of spares, Roy finds the
most difficult items to obtain
are interior parts and trim. He
remarks: ‘They are virtually
unobtainable unless someone
has some squirrelled away in
their shed. It is usually those
people who have stripped
a Sunbeam and turned it
into a rally car who will have
them.’ All of the service items
and suspension bushes are
available, but other parts such

as pistons are now becoming
hard to source.
Fortunately, the Avenger
Sunbeam Owners Club (www.
asoc.co.uk) provide a vast
amount of support. Roy points
out: ‘The ASOC have spares
remanufactured and are a
great source for parts and
advice. In addition, body
panels are available
new from Expressed
Steel Panels.’
He finds that
another challenge
in restoring or
refurbishing a
Sunbeam is its
popularity with
historic rallying fans.
While a stripped-out
competition car may be a
source of interior trim, it does
mean the loss of originallooking models. Consequently,
the legacy of the non-Lotus
and non-Ti Sunbeams such
as ARW is an intriguing one.
Roy thinks they were not as
appreciated by classic car
enthusiasts as a Ford Escort
Mk2 despite being far rarer. In
his view, the probable reason
is that in the late 1970s too
many potential buyers regarded
them as a stop-gap model,
despite Chrysler UK’s elaborate
marketing.

46 CLASSICS WORLD ❙ SEPTEMBER 2024

But this
scenario may
be changing,
as Roy’s 1.6S
inevitably
attracts vast
amounts of
attention at shows,
where it is not unusual for his
Sunbeam to cause a minor
sensation with countless
people telling Roy that their
dad/mum/deputy headmaster
used to own one. While the
Ti, and especially the Lotus,
are established fixtures in the
classic car world, a 1.6S is an
object of fascination, the type
of car that was once found
on many smart suburban
driveways but which has since
disappeared from view.
And that is why Roy’s
Sunbeam is now the object of
countless smartphone pictures,

for it appears to have been
transported from a lost world.
His 1.6S hails from a time
when owning a car with ‘full
width brushed nylon seats’
and ‘carpets throughout, even
in the load area’ meant you
had joined the social elite and
when cruising along the A33
other road users would surely
regard you with envy. As Roy
puts it: ‘I find that, generally,
most members of the public
love it. I was stopped at some
traffic lights in Scarborough
once and a chap ran across the
road just to have a closer look.
He shouted through the open
Webasto sunroof that it was
lovely and a credit to me! That
is a pretty typical reaction.’
In other words, this Sunbeam
more than lives up to Petula
Clark’s promise of putting ‘a
CW
smile on your face.’

www.classicsworld.co.uk

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PEOPLE AND PLACES

INGLENOOK CAR SHOW
Andy Starkey gets more than he bargained for when he visits a
local car show and is roped in to choose the Car of the Day.

C

lassic car shows are the
life blood for us motoring
enthusiasts. They offer
the chance to mix with likeminded people, swap stories
and information, obtain some
hard-to-find component, or
just an excuse to polish and
show off that pride and joy
which takes up so much of our
free time, and possibly most of
our free cash too. Sometimes
a local show can offer a little
more of an incentive to buff up
your trusty steed as there could
be a chance to pick up a trophy
or two, which may finally give
the decision to spend all those
hours in the garage a little bit
of payback.
Now, I’ve attended my fair
share of shows over the years
and on several occasions found
some judging decisions to be
quite surprising. What has

made the judge pick that as his
or her favourite machine? Was
it due to its glossy finish, the
attention to detail, the rarity,
the originality? The list could go
on, but whatever the reason,
it goes without saying that the
judge will have thought long
and hard and would not have
come to any decision lightly. I
knew that I certainly wouldn’t
like to be in their shoes.
Thoughts that pretty soon I
was to regret thinking.
The Inglenook Classic takes
place at Inglenook Farm
in Rainford, just outside St
Helens in Merseyside. Every
third Saturday you will find
an eclectic mix of machines
and owners gathering at
this delightful venue to chat,
enjoy a full English at the
café and mooch around the
small businesses that make up

48 CLASSICS WORLD ❙ SEPTEMBER 2024

Inglenook Farm. Just before
the dreaded Covid outbreak,
motoring journalist Andy Talbot
and the Farm Director Steve
Holmes had the idea of holding
a few ad hoc car events at the
venue. The pandemic soon put
paid to their plans, but as we
all began to emerge blinking
into the light and the world got
busier again, it became obvious
that the Inglenook Classic was

quickly becoming more than a
viable proposition and needed
more attention.
Enter fellow petrolheads
and long-time friends Keith
Fox, Peter Wilkinson and
Craig Westwell, all of whom
stepped up to take Inglenook
to the next level. The first
official event under their care
took place on the morning of
Saturday 18th March 2023,
www.classicsworld.co.uk

PEOPLE & PLACES
INGLENOOK CAR SHOW

From left to right: Peter Wilkinson, Keith Fox, Steve Holmes (the
farm manager) and Craig Westwell.

and the events continued on a
monthly basis until September.
Saturdays were picked instead
of the already well used
and busy Sundays in a car
enthusiast’s calendar, and those
first events were scheduled
to finish at 12 noon. Steve
instigated a 20-year minimum
age for the exhibiting vehicles,
with a modest dispensation
for newer machines that were
deemed of special interest.

www.classicsworld.co.uk

Vehicle attendance figures
have grown steadily from the
early 30 or so to now almost
100, and it is easy to see why. I
have never been to a friendlier
car show, one with a charming
and enthralling venue and
equally charming organisers.
Each Inglenook Classic now
runs all day and has people
travelling from near and far to
participate or to simply enjoy
the spectacle. There’s even

a sponsored Car of the Day
plaque for one lucky owner,
and this is where my little story
takes a rather hasty downturn.
I mentioned earlier that
being a judge at a car show
must be a nightmare and I
wouldn’t choose to do it for
all the car polish in Halfords!
Yet here I was being asked to
peruse 90 plus cars and select
what I thought was the best.
It was a daunting task and one
for which I had no previous
experience. Should I judge cars

on their originality, rarity or
condition? More importantly,
how on earth did I get talked
into this? Well, I’m sure you
remember me mentioning
those charming organisers.
One of them was a certain
Keith Fox and I had been
tasked with photographing
his two delightful vehicles, the
TR3A and the MG TC which
also appear in this issue. The
location that was decided
upon was of course Inglenook
Farm, and the shoot was to

SEPTEMBER 2024 ❙ CLASSICS WORLD

49

PEOPLE & PLACES
INGLENOOK CAR SHOW

be done bright and early on
the morning of an Inglenook
Classic event.
It all made very good sense
at the time, having the cars
already polished and made
ready for the event, and the
venue was guaranteed to be
ideal. The only thing that was
slipped into the conversation
and which went a little under
the radar was the invitation to
be the guest judge! I think I
stopped paying attention when
the full English brekkie was
offered. However, not wishing
to shirk my responsibilities,
here I was as nervous as a
whippet frantically wondering
how on earth I was going to
choose the one car out of all
the lovely offerings that would
undoubtedly arrive.
The shoot went well and
the full English was exquisite,
so when I couldn’t put it off
any longer I had to wander
the entire venue and make
a choice. As previously
mentioned, there was a proper
mix of makes and models,
shapes and sizes and all in
lovely condition. There were
some gleaming American

leviathans alongside British
sports cars as well as trusty
family saloons, a couple of
lovely Jags and a smattering of
Japanese and European fayre
too. So where was I to start,
and what should my criteria be
to award the best?
Choosing Keith’s gorgeous
Triumph or MG would have
been too easy and rather
unfair, opening me up
to accusations of
insider trading, so
I had to dismiss
those. I finally
concluded that I
did not possess
the wherewithal
to be an expert
in what should be
considered correct
when judging originality,
so I just asked myself what it
was that I loved about a classic.
Suddenly things were so much
clearer – all I had to do was
find the car which, given the
opportunity, I’d like to take
home. It was like a weight had
been lifted and I was able to do
another lap of the event with
a different set of eyes and a
different mindset, and this led

50 CLASSICS WORLD ❙ SEPTEMBER 2024

me pretty quickly
to the one car
that stood out
for me more than
any of the others.
It was a car that
would have stopped
me in my tracks if I’d seen
it anywhere and was most
definitely a car that I’d take
home – a Toyota Celica ST.
I was pleased with my
choice, the organisers seemed
equally pleased, and of course
the Toyota’s owner Rob Morris
was chuffed. He’s owned the
imported ST for 11 years and
is deeply passionate about it.
I had admired these cars for
years and always compared
them with the standard
offerings the British public were
driving at the same time. It is
a wonderful car, and I had a
wonderful time choosing it,
once I had got my mind around
the task at hand that is.
The Inglenook Classic is
now a permanent fixture every
third Saturday of the month.
It’s going from strength to
strength and is a delight to
visit. Free to attend and free
to enter your car, there is also

great food, ice cream and other
artisan businesses to explore.
You can discover more details
on Facebook, where you will
find an ever-growing list of
followers. But don’t take my
word for it. Take your car, along
with the kids and the dog. You
will be sure of an extremely
friendly and enthusiastic
welcome, and if you are
especially lucky, they will have
a better and more expert judge
on that particular day!
Inglenook Farm is located on
Moss Nook Lane in Rainford,
Saint Helens WA11 8AE. You
can find details about the
venue at www.inglenookfarm.
co.uk, with details and dates
for the Inglenook Classic Cars
Meet UP and much else besides
CW
on the events page.

www.classicsworld.co.uk

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TRAVELLING IN
A TRAVELLER
With its renovation series finished,
we take the Classics World Morris
Minor Traveller for a trundle round
the North Norfolk coast and find the
type of road it was designed for.
WORDS AND PICTURES: PETER SIMPSON

T

here can’t be many
people out there who
don’t love a Morris Minor.
It’s one of those timeless and
classless classics which seems
to raise a smile wherever it
goes. And unlike some estate
car variants which compromise
the pure saloon design and are
consequently less desirable,
the Minor Traveller has its own
unique charm and following.
Most of that is, of course,
down to the distinctive timber
frame which somehow seems
to match not only genuine
Tudor half-timbered houses,
but the mock-Tudor used so
extensively when suburbia
was developing in the 1930s
and people were looking to

recreate a rural idyll in places
such as Bromley, Bushey or
Braintree. Sat on a driveway
somewhere like this, a Minor
Traveller seems just so right.
Most of you will recognise
the subject of this month’s
road test, as it’s my 1965 Minor
Traveller which has recently
finished its run as a project car.
The Minor Traveller story starts,
however, 12 years earlier than
1965, in 1953 and as part of
the Series II upgrades which
saw the Morris sidevalve engine
replaced by the new A-Series.
Traveller production ended
in April 1971, but our car
incorporates most of the final
batch of changes introduced
in 1964 including the 1098cc

52 CLASSICS WORLD ❙ SEPTEMBER 2024

engine, parallel windscreen
wipers and a few other details.
By this point the Minor was
unquestionably old-fashioned
– those who wanted the latest
thing were more likely to
choose a Mini Traveller – but
although Minor sales were
dropping year on year, there
was still sufficient demand from
traditionalists to make it worth
producing. Many potential
customers were also still wary
of BMC’s revolutionary but not
yet bug-free front-wheel-drive.
Many Minors from this era
that are used regularly have
been upgraded. Common ways
of doing this include fitting a
1275cc A-Series engine sourced
from a Morris Marina or MG

Midget, which needs to be
accompanied by a disc front
brake conversion. Kits to do
both these are readily available.
Five-speed gearbox conversions
were once popular and remain
a good idea, though sourcing
a suitable box is getting tricky
as the Toyota and Ford Sierra
donor cars these came from
are now collectable in their
own right. It’s also common
to change the front seats for
something more comfortable.
Our car, however, is basically
to original spec, though a
brake servo has been fitted
and the standard dynamo
has been replaced by a Lucas
ACR alternator. It’s also got a
Mini-type heater incorporating
www.classicsworld.co.uk

ROAD TEST
MORRIS MINOR TRAVELLER

a blower and front seats from a
Rover 200BRM, which I like but
the editor hates.
From the outside, a Minor
Traveller is recognisable
instantly, and though hardly
timeless, it’s very definitely
a classic and unquestionably
British. It wasn’t a big car
when current, and by today’s
standards it’s actually pretty
tiny. Approached from the
front, the first thing you see is
a smiley face with big eye-type
headlights, but look a little
closer and you'll also see how
narrow the tyres look. The
raised section down the centre
of the bonnet dates back to
1948 when, at the very last
minute and with many of the
www.classicsworld.co.uk

panel pressing tools already
in manufacture, Alex Issigonis
decided the car needed an
extra 4in adding in the middle.
From the back, the first
thing most people spot is the
cupboard-like rear doors, with
the wooden frame adding
to the domestic look. The
rear lights seem tiny, which
they are, and the rear quarter
bumpers appear somewhat
vulnerable and not especially
substantial. Moving round to
the side we see the wooden
rear end in all its glory, and it’s
clearly not something that’s
been stuck on for cosmetic
effect. Rather, it’s a crucial
part of the car’s rear-end
structure. Most people will
SEPTEMBER 2024 ❙ CLASSICS WORLD

53

ROAD TEST
MORRIS MINOR TRAVELLER

react favourably to what they
are seeing, though some who
are more used to younger
cars may wonder whether
the rather inconsistent panel
gaps are indicative of a poor
restoration, previous accident
damage, or both. It’s probably
none of these, but simply how
they were, especially in the
Minor’s final years when some
of the panel pressing tools
were starting to wear out, but
sales volumes didn’t justify the
cost of replacement.
Getting into the driver’s
seat, some may notice the
fairly wide and unusuallyshaped sill panel (the top part
is simply a screw-on cover),
but the first impression is that
the steering wheel sits rather
flatter than might be expected
on a car of this age, but the
pedals are more vertical.
Dashboard equipment is basic
to put it mildly, with standard
instrumentation restricted to
a large central speedometer
with a small fuel gauge in the
bottom. Our car has an addedextra oil pressure gauge, but
there’s no temperature gauge.
There’s no overheat warning
light either, so for most people
the first warning of overheating
is likely to be either steam from
under the bonnet or the car
cutting out.
There are four warning lights
in the speedometer: ignition
and oil pressure which are
red and amber respectively,
the usual blue light for full
beam (which you do need as
its pretty-much impossible
to tell from the driver’s seat
if they are on main beam or
dip), while the fourth amber
light is to warn of a choked
oil filter and meant to come
on if the pressure relief valve
opens. Don’t worry overmuch

about this; most either
stopped working or have been
disconnected ages ago, and a
lot of owners don’t even know
it exists.
The dashboard is basically
symmetrical, with gloveboxes
either side of the speedometer,
though the nearside has a
lid on this age of car. (Morris
couldn't seem to make up their
minds between having one,
two or no glovebox lids on the
Minor.) This is the standard
arrangement on cheap BMC
cars of the era, as it meant the
same dash could be used on
LHD and RHD versions.
Below the speedometer
we have a row of five minor
switches. From left to right
there’s a push button for the

54 CLASSICS WORLD ❙ SEPTEMBER 2024

non-electric screenwash, a
toggle switch for the wipers,
the central key-operated
ignition/starter, a two-position
switch for sidelights and
headlights and then, on the
right, the choke. The headlight
dip switch is, as was usual at
the time, on the floor slightly
above and to the left of the
clutch pedal. On the dash,
the lights and wipers switches
are identical, and yes that can
cause a little confusion initially.
The heater is below this. As
previously noted, our car has
a Mini heater. This, as well
as having a built-in blower,
has the big advantage over
the original of being fully
adjustable from the driver’s
seat while wearing a static

seatbelt.
In terms of overall visibility,
the windows seem quite high
in the cab as the lower bonnet
lines that came in from the
1960s were still 15 years in
the future when the Minor
was launched. Having said
that, overall visibility from the
driving position doesn’t seem
to be compromised, and the
wing mirrors, though of course
smaller and more remote than
modern door mirrors, do a
pretty good job, especially
down the nearside. It’s also
easy enough to judge where
the front is.
Over the 20-plus years that
I’ve lived in the Cambridgeshire
and Lincolnshire fens, I’ve
discovered several driving
www.classicsworld.co.uk

routes which are both pleasant
and ideal for testing cars of
various kinds. My favourite of
all, however, is the A149 North
Norfolk coastal route from
King’s Lynn up and round the
coast via Holkham, Wells and
Blakeney to Sheringham and
Cromer. Most of it is old-school
roads of the kind that cars from
the 1930s through to the late
1960s were basically designed
for, but it starts with a stretch
of modern-ish fast road,
enabling a tester to drive an old
car under more typical modern
road conditions.
On this first stretch, which
goes up past the royal
family’s weekend retreat at
Sandringham, you’re in little
doubt that you are driving
www.classicsworld.co.uk

an old car. The engine starts
to sound busy as soon as
you go over 50mph, and by
an indicated 60mph, despite
traffic queuing behind you,
she’s screaming and feels in
desperate need of a fifth gear.
There’s also plenty of other
external noise, and getting it up
to speed seems to take Quite
Some Time.
It’s not all bad though, by
any means. The steering feels
nice and precise, the car goes
where it is pointed, and the
brakes seem perfectly adequate
if a little sharp. In this context
it’s worth remembering
that a brake servo doesn’t
improve a braking system’s
theoretical efficiency at all.
Rather, it reduces the driver-

pedal effort needed to achieve
that efficiency, and makes it
possible to slow or stop the car
from highish speed without
having to stand on the pedal.
Back to our route. Past
Hunstanton (Britain’s only east
coast resort that faces west...),
the A149 turns sharp right and
changes character instantly.
From here to Sheringham – a
distance of 36 miles – we’re
on an old-style A road which is
precisely the type of road that
the Minor was designed for,
and you soon forget that you’re
driving a 60-year-old car. It nips
along very happily indeed, and
as the route bends a fair bit,
you also really get to appreciate
just how good a Minor’s
steering and general handling

are; in fact, I found myself
looking forward to the next bit
of winding road so I could play
with the steering a bit.
Then there’s the acceleration.
In these conditions, the car
seems to pull away rather well
when a slight hill or stretch
of open road encourages
slightly more rapid progress.
Comfortable cruising speed
seems to be a smidgen
under 50mph. Then, coming
out of acceleration and
into overrun produces that
unique, distinctive and rather
wonderful exhaust rasp which
only a Minor makes and
everyone who has ever owned
one will recognise instantly.
There are, though, still
reminders that this is an old car.
The most noticeable in these
conditions is the clutch which
is quite heavy and also fairly
sharp. Like the brake, the pedal
is also rather more vertical than
some will be used to, but after
a few miles it all feels quite
normal. The gearchange is very
precise indeed with a fairly long
movement. As was usual at the
time, there’s no synchromesh
on first gear, meaning that
unless you’ve mastered doubledeclutching you can’t engage
first while the car is moving. In
practice however there is never
any actual need to do this; in
fact first is something of an
emergency ratio which many
owners use only for hill starts;
on the flat it’s easier to simply

SEPTEMBER 2024 ❙ CLASSICS WORLD

55

ROAD TEST
MORRIS MINOR TRAVELLER
move off in second.
Overall noise levels are
acceptable under these
conditions; it’s not quiet,
but this particular car is
quieter than most Minors,
thanks mainly to the Newton
Commercial underbonnet
blanket. Equally, however,
refitting a set of original
carpet underlay seems to have
brought with it a significant
improvement. When a Morris
Minor starts to leak, many
people take the carpet underlay
out to stop it from soaking up
and retaining moisture, and
while this is wise from a vehicle
durability point of view, it does
make things a lot louder inside.
Half-way round, we stop for
lunch at one of the many pubs
and restaurants that now line
this route. Going in and going
out people want to talk to us
about the car, and how they
knew people who’d owned and
loved them. It was also very
noticeable how many people
look at the car and smile as we
drive past. I’m sure that some
at least hear the car before
they see it; a Minor engine
note really is that distinctive!
Just under three hours
after leaving Hunstanton, we
reach our destination – the

seaside town of Sheringham.
We’ve had great fun driving
the Minor, and parking up in
the car park next to the North
Norfolk Railway seems just so
right. I also do a rudimentary
economy test; full tank on
leaving King’s Lynn, refill in
Sheringham. The journey
is about 48 miles, but I am
only able to get just over five
litres into the tank – a bit
embarrassing when it comes
to paying for £7.54 worth
of fuel. I make that about
42mpg. Wow; I know Minors
can be economical and I’m
not a heavy-footed driver,
but I wasn’t really trying to
be economical, and that’s
amazing!
Conclusions? Morris Minors
have always been a popular
and much-loved part of the
British small-car scene. The
only British car to surpass
that popularity is one that
shared the Minor’s designer
and manufacturer. I’m
referring of course to the Mini.
Numerous reasons have been
put forward for the Minor’s
enduring appeal. One has
to be the car’s cheeky and
friendly appearance. Another
is the efforts made by the late
Charlie Ware to promote and

56 CLASSICS WORLD ❙ SEPTEMBER 2024

Specifications: 1965 Morris Minor Traveller

■
■
■
■
■
■
■
■
■
■
■
■

ENGINE:............................................1098cc 4-cyl OHV
POWER:...............................................................48bhp
TORQUE: ......................................... 60lb.ft @ 2500rpm
GEARBOX: ......................................Four speed manual,
...........................................synchromesh on upper three
BRAKES: .............................................. Drums all round
SUSPENSION ........ Torsion bar (front), leaf spring (rear)
0-60MPH: .................................................20.3seconds
TOP SPEED: ...................................................... 77mph
LENGTH: .............................................................. 149in
WIDTH: .................................................................. 61in
HEIGHT: ................................................................. 60in
WEIGHT: ...........................1821lbs (16.26cwt) or 826kg

encourage ownership and
restoration. Then there’s the
fabulous parts and specialist
back-up, though this is a
bit chicken-and-egg as that
backup wouldn’t exist if there
weren’t enough customers to
support it.
But I don’t think that it’s any
of these that makes a Morris
Minor a classic of seemingly
never-ending appeal. No, that’s

down entirely to them being
really good cars to own, drive,
maintain and enjoy. And while
upgrading might be worthwhile
for regular use, it’s not
essential. If you live and travel
away from motorways and dual
carriageways, or you just want
something to pootle around in
locally as perhaps a second car,
a standard specification Minor
CW
is absolutely fine.

www.classicsworld.co.uk

IVOR BLEANEY

OF THE NEW FOREST
ESTABLISHED FOR 5YEARS

A full description and photos available at www.ivorbleaneyclassiccars.co.uk

Would you like us to sell your car for you?
As we live on the premises we are available for customers 24/7. All vehicles
are kept in a secure premises fully alarmed and we charge no commission.
We just return a net figure to the customer that’s agreed by both parties and
anything over and above the agreed net figure is kept by us as our profit. We
carry approximately 10 cars in stock at a time and below are 3 particular cars
of our own that we have chosen from our stock that we think stand out as
exceptional. We cover any car from the mid 20’s to the late 90’s.

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Sports Car the finest
on the market and a
concours winner.
1968 Triumph TR5. Original UK
Right Hand Drive. All matching
numbers Heritage Certificate
and enormous service history.
Underwent a total body off nut
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1990’s all bills and photographic
evidence available. Full details
can be found on our website.

£47,950

100 Years of History
1924 DELAGE 4 DOOR OPEN
TOURER
Right Hand Drive 2120cc engine
with manual transmission. 15
years ago she underwent a
comprehensive mechanical and
body restoration and drives like
a dream. Cream exterior with
red interior. The hood is a 100
years old, looks its age, tatty but
waterproof. Tonneau cover and
hood bag. Twin side mounts. Six
new tyres and inner tubes, you
can hit the road with confidence.

Something Different &
Exciting
1971 Chevrolet Camaro powered
by a 5.7 litre engine. RS Split
Bumper body model designed
by Fisher. Built at the prestigious
Van Nuys plant in California. Total
restoration in the USA in 2014
and imported to the UK in 2015.
Only 2 owners from new UK
registered with V5c. This car is
absolutely stunning in every way.
Full details can be found on our
website.

£39,950

£26,950

email: ivorbleaney@msn.com Viewing strictly by appointment

Tel: (01794) 390895
WANTED

Pre-war and post-war Rolls-Royce, Bentley and all other high quality Classics

DRIVER’S Diary
Andrew Everett
Contributor

MY FLEET
1989 BMW 730I.

OWNED SINCE: 2003.

After years with Minis
and Alfas, Andrew
latched onto BMW in
the late 1980s and has
had at least one every
year since. In fact he’s
now had well over 100.

1994 BMW 318TI:

OWNED SINCE: 2017.

2006 BMW 118D:

It’s my dirty diesel daily.
Let’s not go there.

Testing, testing, 1,2,3 testing...

A

s I write this, all three
of the Everett fleet
have had successful
MoT tests. It’s good that I have
used the same MoT tester for
the last 10 years or more – he
knows me and the cars, and he
knows that advisories are fixed.
The ‘not a classic’ 118d
was the first to go through,
and in its favour it’s not
rusty underneath, which is
something they managed to
get right on the later stuff. It
still drives like a bullock dray
with all the refinement of
a beery belch though, and
I dislike it as much now as I
did last year. It seems to have
developed a slight driveline
vibration too, so as well as
being dreadful to drive around

town with its harsh, rattling
tractor engine and crashing
ride, it’s now tedious on long
trips as well. I’m going to
fix the blasted thing though
because in its favour it does
50mpg and I really couldn’t
care less where it is parked.
Getting on to the proper
classic stuff, I had the driver's
side front wing on the green
318Ti Compact painted
recently. I'd had it done some
time ago when I replaced the
wings, but those wings were
always a shade too light, the
penalty for having them done
off the car with only a 1994
paint code to go on. Having
had the entire passenger side,
bonnet and both bumpers
done in February 2023, I bit

ABOVE: Andrew does like driving the 318Ti. He says that if he
sells it, that will only be to make space for a newer one,
preferably a Coupé or a Touring estate.

ABOVE: The Ti almost sails through MoT tests, but with the cheap and nasty aftermarket
catalytic converter the emissions test is always a close run thing.

58 CLASSICS WORLD ❙ SEPTEMBER 2024

the bullet and got Body Motor
Works in Clay Cross to paint
the driver's wing on the car
after I'd spent a couple of
hours removing the arch liner
to clean the arch lip out, plus
I removed the front and side
repeaters and side moulding
then rubbed the wing down
with 800 grit wet-and-dry to
save a bit of labour. The end
result is an excellent match.
The MoT test is always a
nuisance because I just refuse
to have the original catalytic
converter fitted – it will just
get stolen, so there’s no point.
I could refit it for the MoT test
and then swap it back again for
the worthless aftermarket one,
but what a faff! In the end it
did scrape through again, but
if I decide to sell the car (if I do,
it’ll be next year) then the next
www.classicsworld.co.uk

DRIVER’S Diary

ABOVE: The 730i never has problems, and even though
non-catalysed petrols stink, it runs remarkably well with a
low CO and very low hydrocarbon readings.

ABOVE: The one that got away due to Andrew's idleness
– P692 FKP has met the same grisly fate as the Z3 when
Andrew feels that really he should have saved it.

owner can have the converter
and do what they want with it.
The 318Ti is so much nicer
to drive than the 1 Series. The
seats are better, you can see
out of it and every control is
lighter and easier to use, plus
the ride is better even though
it is on stiffer dampers and
lowering springs. The 118d ride
on standard suspension even
with new dampers and top
mounts is an absolute scandal.

to that, but I’m not doing it
anymore.
The 730i was the third
and last to undergo trial by
VOSA. This car really should be
exempt from all this nonsense –
with only a few hundred miles
since the last MoT and sitting
in a dry workshop in between,
it sailed through again without
an advisory. I took it for a run
up to the Motorist in Sherburn
in Elemet for a BMW Car Club

The 118d and 318ti also
had their 7000 mile/yearly oil
and filter change and, having
borrowed one of those suction
tools that goes down the
dipstick tube, I’m completely
sold on them. You can feel the
probe touching the bottom of
the sump and trust me, all the
oil comes out. Do we really
want to be grovelling under
the car undoing sump plugs in
2024? Well, you’re welcome

“Whistle up to motorway speed, flick cruise control
and away he goes like a wheeled Heinkel bomber”

ABOVE: On its way to become Tesco value toasters, this 1999 Z3 2.0 turned out to be a bit of a
lemon. Andrew scraped a profit, but not enough for the aggro involved.
www.classicsworld.co.uk

‘East Meets West’ gathering,
and what a lovely old beast it
is – whistle up to motorway
speed, flick the cruise control
lever and away he goes like a
wheeled Heinkel bomber. It
will soon be August however,
and after a few car shows, it
will be back on SORN again for
another slumber.
I bought and dismantled
another knackered Z3 recently.
Like many of the others, it
came via Copart as a category
U car (not written off, just worn
out), but this one has been a
hard sell. The usually valuable
bits were in a parlous state,
and whilst I’ve sold most of
it, rather too much ended up
being left on the carcass before
being cubed.
Just to show that I can get
it wrong twice in a row, I was
following a recovery truck
with a 1996 318Ti Compact
on the back. Was it going to
the breakers, or to a willing
BMW nut to be resurrected?
What I should have done is pull
alongside at the lights, enquire
as to its destination and try and
buy it if it was indeed on the
way to its final resting place.
And of course, it now shows
up as being scrapped. What
a shame. BMW aren’t making
any more of these and the old
stuff needs saving now. CW

SEPTEMBER 2024 ❙ CLASSICS WORLD

59

DRIVER’S Diary
Iain Ayre
Contributor

An ex-expat motoring author
and journo previously resident
in Vancouver BC, Iain culled
his fleet and shipped the
survivors to Scotland, which
unlike British Columbia is
neither on fire nor under
water. Here he hopes to make
more progress with grand
project plans, as well as
bimbling around in his old
Bentley and (theoretically)
blatting around in his now
completed Mini Marcos.

MY FLEET
1947 BENTLEY MKVI

OWNED SINCE 2015
ENGINE 4.25-litre straight six

1957 BENTLEY S1

OWNED SINCE 2019
ENGINE 4.9-litre straight six

1974 MINI MARCOS

OWNED SINCE 2010
ENGINE Cooper-spec 1.1-litre A-series

CHEVY/GMC RALLY VAN
OWNED SINCE 2022
ENGINE 5.7-litre V8

1952 MKVI BENTLEY BOATTAILED SPECIAL, PROJECT
OWNED SINCE 2014
ENGINE supercharged 4.9-litre
straight six

1953 R-TYPE BENTLEY
SPECIAL, PROJECT
OWNED SINCE 2020
ENGINE 2.5-litre straight six

1971 TRIUMPH BONNEVILLE
OWNED SINCE 2020
ENGINE 0.65-litre vertical twin

The dearly deported

M

y 2005 Ford Fiesta
Style 1.4 16V is
not yet a classic,
it’s merely old. It will be 20
this year and it will probably
make it to classic status in the
fullness of time, as it will be
well looked after in Sweden
from now on where it will be
a cool foreign import with the
steering wheel on the wrong
side. It’s actually been a good
little car, with enough power
and handling to make it quite
fun on the local camera-free
Scottish country roads. It’s
very fuel-efficient indeed,
and has achieved more than
50mpg on a long, slow cruise,
but it is unavoidably on the
dull side of the spectrum.
I have traded it for some

restoration work on my
Triumph Bonneville with my
photographer friend Paul
Pannack, and it is going to
Sweden to live. Paul’s previous
daily driver was a crumbling
£300 Nissan Micra with a
ridiculously high mileage,
but that is never going to
achieve classic status because
an unpleasant bang from the
back turned out to be the
strut coming up through the
rotten rear strut mount. It’s
going to be recycled into a
BMW or a bin or something.
Do I not need a daily driver?
I do indeed, but I see no
reason why it should be dull.
So the Ford is being replaced
by the rolling-resto ex-USA
LHD 1971 Triumph TR6 I

ABOVE: The jack, tow ring, wheel spanner and spare tyre,
even the elastic band holding the tow ring in place, remain
virgin and untouched from when the car was brand new.

60 CLASSICS WORLD ❙ SEPTEMBER 2024

ABOVE: 1300-mile European one-way trip coming up. Better
check that all is well under the bonnet. Also pack hi-vis
vest, first aid kit, UK sticker, bulb kit, headlight beam
deflectors and reflective triangle for Euro travel.

introduced last issue. That is
admittedly not a sensible fourdoor hatchback with a roof,
but it does have a boot that
will take a week’s worth of
Sainsbury's bags, it’s not bad
on fuel, it has an overdrive,
it’s comfy, and anything big
that needs to be hauled or
towed or roof-racked can
go in or on the 1985 Range
Rover that will be replacing
the monster Chevy van, which
is too big, clumsy, crude and
thirsty.
The 300bhp van goes like a
rocket, but it’s a pain finding
anywhere to park, and I just

don’t really need a big and
brutally fast van. I always
liked Range Rovers: I had
an old and battered one for
many years in London, and
got very fond of it. It rarely
broke down, although it did
tend to lose a few electrical
functions annually. The engine
and the headlights stayed
working all the time and the
annual MoT hole-patching
was conveniently done by
the same people who did the
MoT. My 'new' Range Rover
is a 1985 3.5, dating from
before the engineering of
Range Rovers failed to keep up
www.classicsworld.co.uk

DRIVER’S Diary

ABOVE: The brake disc is
showing wear, but is still
true and flat and the car
brakes strongly and well.
These will last until the next
pad change.

ABOVE: Beam deflectors. The
instructions were
comprehensive but
incomprehensible, so Iain
just stuck them on where
they reduced visible dazzle
to the left.

with their design, so hopefully
it will spend most of the time
on its wheels rather than
on a flatbed. It’s a LHD one,
exported to Spain when new,
which is why it’s completely
free of rust, which is why I’m
buying it. I have to go fetch
it in October from Granada.
More about that later.
As the small Ford is to be
delivered to southern Sweden,
it seemed sensible to give it
a check over before asking it
to drive 1300 miles with a full
load of photographic studio
gear. Oil is still quite fresh, and
all the other fluids are fine.
There is a noise on braking,
though. Not loud, just… there.
Once I’d noticed it, it bugged
me. The brakes are smooth
and strong and not pulling or
pulsing at all, but I decided to
just check that all was well. I
also wanted to check that all
the kit for changing a flat tyre
was there too, just in case.
Rather delightfully, the
jack and spare wheel were
untouched from when the car
was brand new in 2005. As
the 20-year-old spare tyre had
never seen the light of day, it
is unaffected by UV damage
and is still in new condition.
Finding pristine kit like this is
not that common in old cars,
and is pleasing.
The sills also remain in
perfect condition, so the
jacking was easy. The discs are
somewhat worn, and I could
feel some ridges on the back
side of them, but the pads

were almost new. Probably
worth Paul’s while to change
the discs next time the pads
wear out, then.
The Chevy van has been
randomly running like a pig.
The engine is brand new and
was built by a speedboat
engine builder who gets
between 500 and 1000
reliable bhp out of big-block
Chevy engines and has a good
reputation, so the chance of a
mistake with the engine build
is low. The misfiring is also
intermittent, and sometimes it
runs fine.
The battery has been going
rather flat, which could be
down to short trips without
enough charging time, but it
could also be down to a bad
earth, so the first thing to look
at was the battery connections
and the earth straps. The
misfiring feels fuel-related
rather than electrical, though.
It’s hunting and missing and
trying to stall, but having
occasionally stumbled to a
halt, it then bursts into life on
the button with a squirt of the
accelerator jet. Cleaning and
improving the battery wire
contacts had no effect, so the
next task is to change the fuel
filter, then open up the carb
and see if it’s been sucking
any kak through.
The shopping Ford has
been completely reliable,
waterproof and comfy, and
now that it is gone, my other
cars have to provide transport
as well as entertainment. Not

www.classicsworld.co.uk

ABOVE: What’s wrong with this picture? Correct, huge
comedy fake Rolex steel watch is being worn while
working on 70-amp electrics. Stupid boy. Iain already has a
burn scar from the last time he did that.

all of them appear aware of
that fact. The Bentley needs a
functioning reversing mirror,
as seeing out of it is difficult,
and it would be nice if the
ancient wiper motor could be
fettled, although the driver’s
wiper has a manual operating
knob on the dashboard. It
could also do with a rebore…
The Mini Marcos leaks on
my foot as the windscreen is
only approximately a similarish
shape as its aperture and the
doors may have come from

another brand of car entirely.
The van has some sort of
mechanical emphysema,
and the new TR6 is still with
Cobretti Bob in Gatwick,
although it will make a
pleasing daily shopper when
it arrives. Last visit, more of its
barn find electrics are coming
back to life, the overdrive relay
has a nice click to it and the
engine sounds sweet.
So it is bye-bye Ford
shopper, make way for the
CW
TR6 shopper.

ABOVE: Earth cable is cleaned up and refitted all the way
through the clamp with a strong connection, but that
wasn’t the problem.
SEPTEMBER 2024 ❙ CLASSICS WORLD

61

DRIVER’S Diary
Mike Taylor

TRIUMPH STAG
OWNED SINCE: 2004

Contributor

Mike is based in Australia and
although his Triumph Stag has been
restored to a very high standard, it
still requires regular maintenance to
keep it in tip-top condition.

Welcome back to Mike!

I

t is a while since I have
contributed to the magazine,
in some part due to having
a double hernia operation and
partly due to having nothing
to report. However, an article
in the June issue prompted me
into action. The car in question
was the 2004 Mercedes SLK
350 auction buy, and I just could
not believe the amount of rust
on this car, having just sold a
similar car without a single sign
of rust anywhere on it, including
underneath. This shows the
difference between owning
a car in the UK with salted
and gritted roads and here in
Queensland, Australia where
snow and frost are unknown in
this area of the state.
I had purchased this car as
a fun vehicle because I was
missing the performance of my
E-Type. My car was a slightly
newer 2008 model that was
first registered here in late
2009, and I purchased it in mid-

2022 with around 120,000km
(75,000 miles) on the clock.
It was owned from new by
the lady I purchased it from,
had a complete service history
from a Mercedes specialist, a
good set of tyres of reputable
manufacture and had always
been garaged. I specifically
looked for a car with the
upgraded engine to overcome
the chain sprocket wear on
earlier cars.
I had sold my E-Type due
to difficulty with getting in
and out, and when I tried
the Mercedes it was on a
driveway with door fully open
and assisted by the steering
wheel automatically raising
when exiting. As a result, I
was able to get in and out
without problems. What I
failed to notice was that the
car had long doors, and when
pulling into a parking space
which limited door opening,
it was necessary to squeeze

ABOVE: Upgraded engine with improved power and cam
sprockets is identified by red Vee on covers.

62 CLASSICS WORLD ❙ SEPTEMBER 2024

ABOVE: Mike's Mercedes SLK 350, which gave excellent
enjoyment for nearly two years.

out of a small gap. For the first
year I was able to manage the
situation – the car had electric
seats with three memory
positions, so I set one to the
normal driving position and
another to the most rearward
seat position which I could
select when parking in a

confined space and which
eased exiting.
Unfortunately, my
problematic hip was making
it increasingly difficult to get
in and out, so I made the
decision to sell. I was extremely
happy with the car during my
ownership, and in a bit less

ABOVE: A flexible hose grease gun is required to access the
Stag's propshaft grease nipples.
www.classicsworld.co.uk

DRIVER’S Diary

ABOVE: Checking timing: power cord to light was secured to
radiator pickup, but unfortunately not secured to the wing.

than two years the only cost
apart from standard servicing
was a replacement PCV as
the old one was leaking
slightly. Total costs during
my ownership (including
depreciation) apart from fuel,
registration and insurance were
£1400, which I think was very
reasonable for the enjoyment
it gave me during this time. I
have replaced it with an exdemonstrator Mercedes A250
AMG line hatch, the four doors
resulting in a shorter driver’s
door that is easier to enter or
exit when in a parking space
with limited door opening.
There is not much to report
on the Stag, apart from a
recent service with a few issues.
I service the Stag annually, and
in the last 12 months it had
travelled 4000km (or around
2500 miles), so the engine oil
and filter were replaced, other
fluids checked and the few
grease points attended to. The
nipples on the transmission end
of the propshaft are difficult to

access due to the non-standard
transmission and exhaust
mountings, and require a
grease gun with a flexible hose.
When I rebuilt the car, both
distributors I had were in poor
condition and unsuitable for
use or repair, so I purchased
a brand-new electronic
Bosch distributor from a local
Melbourne specialist who
modifies modern distributors
for classic vehicles. I had set
the timing at restoration and
did not have any records of
having changed it since, so
decided to check and adjust if
required. Access between the
engine and radiator is limited,
which restricts the view of the
TDC mark on the front pulley
and engine pointer, so I have
a dot of white paint on both
items representing TDC. After
disconnecting the vacuum
advance, I ran the engine and
tried unsuccessfully to get a
sensible reading. I had attached
the pick-up to no.1 spark plug
lead, which is the front RH of

ABOVE: The original distributor position was marked before
adjustments were made.
www.classicsworld.co.uk

ABOVE: Digital Automotive
meter makes it easy to check
engine speed when looking
at advance curve through
the rev range.

the engine, but after checking
with the Stag manual I found
that timing requires the use of
no.2 plug lead, the LH front
cylinder. Changing pick-up
location allowed a decent
reading. My timing light has a
dial for adjustment for degrees
of advance, so I just needed to
adjust the dial until TDC marks
on pulley and pointer align and
note the reading.
I decided to advance the
ignition by a degree or so,
which meant accessing the
distributor clamp which is
located in the LH rear of the
Vee and required the removal
of the coil that was attached
to the rear of the RH cylinder
head. Once able to access the
base of the distributor, I marked
the current position, slackened

the clamp bolts, advanced it
slightly and checked again.
Another small adjustment and
I had a reading I was happy
with and tightened the clamp
bolts, then increased engine
speed to see how that affected
the advance. I was happy with
the readings throughout the
range and decided to relocate
the coil to the bulkhead rather
than cylinder head so it would
speed future adjustments.
This is a common modification
in Australia as is moves the
coil slightly further from the
cylinder head heat.
When I set up the timing
light, I had pulled the no.2
plug lead out of its clips and
located it on the inside wing
so that the pick-up was away
from the other plug leads to
reduce chances of interference.
Now that I tried to remove the
pick-up, I found that it had
fallen down onto the exhaust
manifold and melted a corner
of the plastic, preventing the
two sections from sliding apart.
I had to remove the plug lead
and light from the car, take
them to the bench and carefully
separate the two sections of
the pick-up. After refitting the
lead, I checked to confirm the
light was still operational. I had
secured the timing light power
cord to the radiator to ensure
it did not get tangled with the
engine belts; I must remember
to secure the pick-up to the LH
CW
wing next time I use it.

ABOVE: The pick-up fell down onto the exhaust manifold,
melting a corner and preventing its removal.
SEPTEMBER 2024 ❙ CLASSICS WORLD

63

DRIVER’S Diary
Peter Simpson

Contributor

Peter has been a classic car
journalist for nearly 40 years, and is
a past editor of Practical Classics,
Car Mechanics, Classic Car Weekly
and Classic Car Buyer. These days
he writes mainly about old lorries
as editor of Classic & Vintage
Commercials, but old cars remain
his first love.

MY FLEET
1949 RILEY RMB
1955 MG ZA MAGNETTE
1958 HILLMAN MINX
1965 MORRIS MINOR
TRAVELLER
1970 ROVER P6 3500
1990 VOLVO 240 ESTATE
1992 ROVER 827 COUPE

A change of heart

I

’ve changed my mind! Last
issue I announced that
following the arrival of my
Riley RM I was going to sell my
Rover P6 3500. Now, though,
it’s not going anywhere. There
are several reasons for this, but
the main one was my other
half Sarah asking if I really
wanted to, and when I replied
that I didn’t, she responded
that she saw no reason why
I needed to and therefore
perhaps I shouldn’t. Yes, she’s
an absolute marvel!

ABOVE: Removing the
radiator itself is
straightforward once the
hoses and transmission oil
cooler pipes have been
disconnected. All you have
to do is undo these bolts
(one on each side) followed
by one at the front and then
lift the radiator out.

So rather than preparing the
car for sale, I’ve spent a couple
of weeks getting it ready for
further use by me, though
much of the actual work has
been the same. Basically, it’s
been a case of changing fluids,
pulling all the wheels off for a
brake, steering and suspension
check and sorting a couple of
minor niggles. However, as so
often happens, things didn’t
quite go according to plan
and the coolant change ended
up being rather, shall we say,
involved.
I decided that as well as
new coolant, I’d treat the
car to a flush-out plus a new
thermostat and, obviously, a
new thermostat gasket. So to
facilitate this, I disconnected
the top and bottom hoses
from the radiator so each
could be flushed separately.
That was where the first
problem arose – the top hose

ABOVE: Although unusually for a 1970 car Peter’s P6 radiator
has a drain tap, he chose to disconnect the top and bottom
hoses so that both could be flushed separately. Problems
started when pulling the top hose off loosened the inlet
pipe from the tank.

entry pipe on the radiator
came partly detached as I took
the hose off. I wasn’t rough
with it, honestly! Fortunately,
my local old-school radiator
specialist Richard at Motorcool
in Boston opens on Saturday
mornings – why do things
like this always happen at
weekends? These days most

ABOVE: The radiator under repair at Boston Motorcool. Lead
solder is used to do repairs like this, and rather than simply
patch in where the pipe was coming unstuck, Richard melted
all the existing solder and refitted the pipe from scratch.

64 CLASSICS WORLD ❙ SEPTEMBER 2024

ABOVE: Peter chose to
renew the thermostat as the
car seemed to be getting a
little hot – the temperature
gauge went to threequarters before settling just
below half-way, suggesting
that the thermostat was
sticking shut.
www.classicsworld.co.uk

DRIVER’S Diary

ABOVE: After refilling with fresh coolant,
the thermostat gasket was leaking.
Because the leaking coolant ran along
under the inlet manifold and off the back
of the engine, Peter thought at first the
problem was the heater hoses.
RIGHT: He's still not 100% sure, but thinks
the problem was caused by corrosion on the
thermostat cover, though frankly he's seen them
a lot worse than this. To form a water and pressuretight seal he had to use a little gasket sealer.

of Richard’s business is supply
of ready-made plastic radiators
for modern cars, but he still
does old stuff and clearly
enjoys it. He recognised my
radiator instantly as being from
a 3.5 P6, and while I was there
he showed me a radiator for a
1926 bullnose Morris that he
had recently recored. He also
did the repair while I waited;
it was a case of removing the
outlet completely, cleaning
everything up and then
resoldering using lead solder.
That wasn’t the end of the
difficulties though, because
when I refilled the system after
refitting the radiator, there was
a massive leak of coolant from
the thermostat housing. So off
it came, revealing that while
fitting the new thermostat, I’d
somehow caught the gasket.
So a new gasket was needed,
but these days you can’t get
that sort of thing off the shelf,
and while I could probably
have made one, I didn’t have
any gasket paper. Fortunately,
Rimmer Brothers are only just
over an hour away, so I nipped
up there, but to make sure I
was covered, I bought three
of them. Back home I put it
all together again, and it still
leaked! So the only option was
to use a bit of sealant on each
side of the gasket; I’m not a
huge fan of this stuff, but in
this case getting the job done
www.classicsworld.co.uk

was the priority, and this time
it worked. I used old-school
blue anti-freeze in a 50/50
water/anti-freeze mix, and
after filling left in running for
15-20 minutes with the cap off
so all the air could escape.
The new thermostat came
from my usual specialist
supplier of all things P6 –
Mark Grey of West Midlands
based MGBD Parts. Mark also
supplied the ATF that I needed
to top up the transmission;
the radiator includes a
transmission oil cooler so a
certain amount was lost when
the radiator was removed.
It’s important to remember
here that old-school autos
like the Rover’s Borg-Warner
35 must not use modern
Dexron transmission fluid,
which causes damage. The
correct specs are Ford M2C
33 F/G, Ford SQM-2C9007AA, Leyland E and, of course,
Borg Warner. Alternatively,
if you don’t fancy navigating
your way around the various
specs, (some of which are a bit
misleading anyway,) just do as
I did and buy the fluid from a
P6 (or whatever) specialist who
will have already done the
necessary research.
There is also some
controversy over the correct
way of checking the fluid
level, with some sources
suggesting a static method.

Expert opinion, however, is
that the correct method of
testing is with the engine
at idle, the transmission at
normal working temperature
and the car on level ground.
Run through the entire
selector range,
pausing for a
few seconds in
each position
to allow it
to engage,
starting and
finishing in
Park. Then, with
the engine still
running, remove
and wipe clean the
dipstick and re-insert it
to take a level. If you add fluid
(via the dipstick tube and using
a clean funnel), repeat the
whole procedure before taking
another level.
I’ve also fixed an issue which
I’d been putting off because I
was expecting it to be difficult,
but which in contrast to the
harder-than-expected coolant
change turned out to be very
straightforward. A couple of
years ago the screw thread
on the roof-mounted radio
aerial had stripped, meaning
the aerial wouldn’t stay up.
Original replacements are
pretty-much impossible
to find, but I was able to
source online one that looks
acceptable. My concern had
been that to access the aerial
I’d have to disturb the front
of the main headlining, and I
know from experienced that

once a 50-year-old headlining
has been disturbed, getting it
back into shape and position
can be difficult, or more often
pretty-much impossible.
But you don’t have to do
that. The front part of the
headlining which is normally
hidden by the sun visors and
interior mirror is a separate
panel with a solid backing and
comes off on its own once
you’ve removed the mirror
and visors, plus the two black
trims covering the screen
pillars which hide two small
screws that secure the front
headlining. With these out,
you pull the headlining front
back slightly to unclip it and
then remove it, revealing the
first part of the aerial cable
run. The aerial cable goes
down the nearside pillar, and
then behind the passenger
side glovebox and into the
back of the radio. It’s actually
dead easy to thread through,
you just push it down the
pillar and it comes out at the
bottom automatically. Then,
to get it into the back of the
radio, you undo one single
screw securing the glovebox
check-strap so that it can drop
down, giving pretty much
uncluttered access to install
the cable.
Having the radio back and
operational is great. The next
job is to get the engine steam
cleaned so I can see where
the rather irritating oil leak is
coming from. Oh, and fix the
intermittent rev counter. CW

ABOVE: Changing the roof-mounted radio aerial involved
removing the separate front section of headlining, fitting
the new aerial, and then threading the lead down through
the nearside windscreen pillar. This is where it emerges.
SEPTEMBER 2024 ❙ CLASSICS WORLD

65

DRIVER’S Diary
Will Armston-Sheret
Contributor

Will has a collection of Morris
Minors. This column follows the
maintenance and modification of
them for daily use, as well as the
long-term restoration of a 1950
Lowlight Tourer from a desert
scrapyard in America and a 1970
Morris Van which has been in his
family for nearly 40 years.

MY FLEET
1950 MORRIS MINOR
LOWLIGHT SALOON
OWNED SINCE: 2012

1950 MINOR LOWLIGHT
CONVERTIBLE
OWNED SINCE: 2017

1967 MINOR SALOON
OWNED SINCE: 2010

1970 MINOR VAN
OWNED (BY MUM) SINCE: 1980

Sleeping on the job

A

fter a few false starts, I
have finally been able to
get a night ‘under the
stars’ in the 1970 Morris Minor
Van, or the Junior Dormobile as
I am now affectionately calling
it. For those of you who aren’t
regular readers, about 10 years
ago, whilst reading a book on
Morris Minors, I stumbled on
a reference to a Morris Junior
Dormobile which was sold as
an aftermarket modification.
This piqued my interest, and I
researched and stumbled on an
advert online which was duly
purchased. This showed the
inside of the vehicle, which had
some fold flat seats enabling a
bed to be made up in the rear
of the van.
I bought some Suntor seats
out of either an Austin A60
or Morris Marina camper van,
which I was told would easily

fit a Morris 1000 van. They
were in need of refurbishment,
but I never got round to
refurbishing them, or indeed
the van! Fast forward to the
recent restoration, and dad
and I thought it was high time
we got these out of storage
and fitted them – with great
difficulty and after many time
consuming modifications as it
turned out. Although to my
shame (I blame the weather!)
I hadn’t got around to actually
using the seats for their
intended purpose,
With the summer now
firmly in force, I was able to
rectify this and pitch up in the
Purbeck countryside while
volunteering at the Swanage
Railway Diesel Gala. All in all,
a lovely night's sleep was had,
and it was great to be able to
wake to the birds' song on a
ABOVE: Suntor seats in their recliner position; as can be
seen, they fold into a rather comfortable bed.

ABOVE: The 1970 Morris Minor Van on the Sandbanks ferry,
gathering far more attention from crew and passengers
than the Porsche directly in front of it!

66 CLASSICS WORLD ❙ SEPTEMBER 2024

bright and mild morning. It
was much more comfy and
quick to set up than a tent,
and with a cooker all ready
to go. There are a few areas
that require improvement, and
ahead of the next trip away I
will be investing in a one piece
bit of foam for the rest of the
bed – I was just borrowing a
couple of cushions from my
parents' other camper van,
and understandably these
don’t fit the space in quite the
right way. Other than that, for
longer term camping it could

really do with an awning for
storage and to stand up in,
as space is a bit limited. I also
need to make or buy some
magnetic curtains to fit on the
rear doors, which will help with
keeping the light out. I’m now
eagerly looking for gaps in the
diary to use the Morris van as a
camper once again.
It has been over a year since
the van was back on the road
and dad, mum and I have done
over 2500 miles in it during
this time, a fair mileage for a
classic vehicle. It will soon be
www.classicsworld.co.uk

DRIVER’S Diary

ABOVE: Lowlight tourer valances are now in primer and
being rubbed back to remove imperfections.

ABOVE: A last minute bit of panel replacement included
changing the metal finisher strip on top of the windscreen;
the old one was removed as deemed to be a rust trap.

ABOVE: The 1970 Morris Minor Van looks at home in a
campsite. Will hopes to be doing this again in the summer!

due for a 3000 mile service. It's
a really useful and entertaining
vehicle that attracts attention
wherever it goes, often from
people who used one for work.
They love to share stories about
their old Morris vans, and all
remark how easy it was to
work on one, contrasting the
situation with their moderns!
The best so far was from an exfish merchant who transported
wet, salty fish in his; that was
until the rust caused one side
to partially detach as he went
round a bend with heavy crates
in the back, the doors burst
open and fish flew all over the
road. Another chap had the
classic front wheel collapse on
him, caused by a lack of grease.
On the chain ferry to
www.classicsworld.co.uk

Swanage, all three crew
members separately came for
a chat. They were much more
interested in the Morris than in
the expensive Porsche I parked
behind, which was totally
ignored.
My next immediate priority
is to check out my Lowlight
Saloon, take it for an MoT
and drive it on some longer
journeys; with a overdrive on
the gearbox it is much better
on a motorway than a standard
Morris Minor.
Progress on the Lowlight
Tourer has been frustratingly
slow, there has just been too
much else to do and holidays
to go on. This is what happens
when a winter project drifts
into spring! We have sorted

out a set of good wheels and
started painting them. In the
meantime, we must fettle the
running gear with an alternate
Morris 1000 axle due to a
shortage of suitable Series MM
wheels to take it over to the
spray shop on. There are only a
couple of solid days' work left
before it can go to the spray
shop – a few areas need a bit

more primer and most of it
is rubbed back with 150 grit
production paper. The painter
will blow on another coat of
primer which we will flat back
with finer paper, then the
Thames Blue top coat can go
on. What we need is a nasty
summer storm with loads of
rain for a week to force us back
CW
into the shed...

ABOVE: A good set of Lowlight wheels has been cobbled
together and are now being painted.
SEPTEMBER 2024 ❙ CLASSICS WORLD

67

epping motor company

Friendly Family business established
for well over 50 years

1959 Jaguar XK150 3.4 S DHC. Carmen Red,
Black hide, CWW, O/D.
£78,500

1964 Austin Healey 3000 Mk3 BJ8 Phase 2.
Colorado Red, Black leather, UK RHD. ULEZ
exempt
£67,500

2002 Aston Martin V12 2+2 Vanquish. Silver,
Grey hide, 26000 mls, FSH. ULEZ compliant
£57,500

2003 Porsche 996 Turbo Cabriolet X50.
Black,Black hide,69000 miles, FSH
vcccccccccccccccccccccccccccccvvc£36,950

1978 TVR Taimar Turbo. Metallic Blue,
Black trim. Ultra rare. Concours restoration
vcccccccccccccccccccccccccccccvvc£34,950

1970 Triumph TR6 150 BHP. BRG, Beige
leather. Overdrive. Heritage shell restored
vcccccccccccccccccccccccc cccccvvc£19,750

1972(L) RR Silver Shadow. Sand over Sable,
Beige hide, 45000 miles.
£17,950

2000 Rover Mini Cooper MPi. Tudor Red,
Black leather, 84000 mls, FSH
£15,950

2006 Maserati 4200 Coupe Cambiocorsa.
Mediterranean Blue, 54000 mls.ULEZ
compliant
£13,500

1992 BMW E30 318i Convertible Auto.
Alpine White, 58000 miles, FSH.
£10,950

2009 MG TF LE500. Intense Blue, Black hide,
A/C, 23000 miles, FSH. ULEZ compliant
£8,500

2009 Mazda MX5 2.0i. Galaxy Grey, Black
hide, 6-speed, A/C, 1 owner. 75000 miles.
FSH
vccccccccccccccccccccc ccc £5,950

2000 BMW Z3 2.8i Roadster. Topaz Blue,
Blue hide, 79600 miles, FSH.
£5,950

1996 Volkswagen Golf VR6 5 Door. Candy
White, 68000 miles, FSH.
£5,750

1998 Mercedes SLK230 Kompressor Mk1.
Obsidian Black, Quartz/Anthracite hide,
79000 miles.
£ 3,950

If you wish to see extensive, more detailed photographs of our cars please go to our website.
>LHYLHS^H`ZRLLU[VW\YJOHZLVY[HRLPUWHY[L_JOHUNL4VKLYUHUK*SHZZPJ*HYZPUYPNO[VYSLM[OHUKKYP]L

Tel: 01277 365415 email: sales@eppingmotorcompany.com website: www.eppingmotorcompany.com

Melvyn Rutter Limited

Come and see us on

Stand TV57

International Morgan Sales, Service, Parts and Restoration for Morgan Cars from 1936 to Present Day

Unregistered Morgan Plus Six - Finished in Biscay Blue Metallic with two-tone grey leather
and grey textile seat centres, 19” Frozen Grey alloy wheels, black grille, black mohair, airconditioning, comfort plus heated seats, premium Sennheiser audio, active sports exhausts,
luggage rack, and CAT 5S tracker. This is an incredible spec car - we will include all OTR costs
in the asking price - £110,625

We are a family run business with a dedicated team of skilled metal polishers
and platers with more than 100-years experience of polishing chrome, copper,
and nickel plating. We specialise in the restoration of all car and motorcycle
bright work to a high quality.
• Our work is undertaken in-house and every job is treated with the utmost care.
• All of our work is triple plated – copper, nickel & chrome.
• We can take on all projects, from the biggest to smallest.
• We are happy to provide references from our many satisfied customers

2022 Morgan Super 3 - Our own demonstrator available for purchase. Safari Yellow with
Mariner Black leather, LED headlights and spot lights, Moto-Lita steering wheel, footwell
heater, heated seats, lockable underseat storage, EXO side racks with black bungee cords,
low clear flyscreen and CAT S5 vehicle tracker. Delivery Miles
- £49,950

Our aim is to provide you with the best quality finish at the most reasonable price possible.
To discuss your metal finishing requirements, please telephone the number
below, or visit our website.

Telephone: 01384 214429
www.castlechrome.co.uk
  

   



2005 Morgan Roadster V6 3.0-litre - PRICE REDUCED! - Finished in Mercury Metallic with
black leather, black alloy wheels, black grille, front spoiler, clear indicator lenses, Cibie front
spot-lights, Moto-Lita steering wheel and a coveted early 3.0-litre V6 Roadster with the
slightly more powerful engine. Recently reduced in price, this lovely example has covered
just 21,607 miles - £37,450

2012 MORGAN 3 WHEELER ‘GULF EDITION’ – VERY RARE! - One of a believed 26 Limited
Edition cars produced and only one of 8 remaining in the UK, finished in Gulf Blue with Iconic
Gulf livery and orange accents, heated seats, intercom system, 6,685 miles only with its
single owner, substantial invoices showing all upgrades have been carried out and serviced
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WE BUY MORGAN CARS, INCLUDING PROJECTS – WE COLLECT

47 years

The Morgan Garage, Little Hallingbury, Nr Bishops Stortford, Herts CM22 7RA England
Tel: 01279 725725 www.melvyn-rutter.co.uk Email: mr@melvyn-rutter.net

OUR CARS
MORRIS MARINA

PROJECT MARINA

We start stripping the Marina, removing trim, bumpers, seats and more as well as
paint, filler and fibreglass to assess the base structure. REPORT: SIMON GOLDSWORTHY

PART

2

W

e introduced our project Morris
Marina last issue, and also
highlighted a few of the most
obvious repairs required, the ones that had
been self-evident before purchase. But
there is one thing you can be certain of on
a car that is 50 years old – what you can
see initially will only ever be the tip of the
iceberg. Tucked out of sight and hidden
behind paint and filler will almost certainly
be a rather long litany of rust, accident
damage and poorly executed repairs.
That certainly proved to be the case with
our Marina once we got it up in the air
and started to poke, prod and clean back
to bare metal. The most extensive areas
of rust that we hadn’t expected were on
the front valance, and at either end of the
headlamp panel where the corrosion was
so bad that it was unfeasible to expect the
headlamps to hold any sort of aim. Looking
on the bright side, we had known from the
start that the car needed wing repairs in
these areas, and you could argue that it is
just as easy to weld up a big hole as it is to
weld up a small one. That is certainly true
up to a point, but the complexity of these
repairs has also increased markedly, with a
number of panels meeting in the area.
The other big repair we knew about
was where a section had been cut off
the trailing edge of the OSF wing at
the bottom. That in itself was not a big
problem, not least because repair panels
for this very spot are available from the
Morris Marina Owners Club, but the bigger

issue is that it was taken off to make
repairs behind it. When viewed from the
outside and underneath, it was clear that
the previous repairs which had been made
in this area would need to be redone, and
that the rot extended into the floorpan in
the front corner of the driver’s footwell.
That raised suspicions about how well
the same area on the passenger side had
been repaired, not least because the lower
section of that wing had been welded on in
such a way that it stood proud and would
be impossible to smooth effectively into the
wing itself.

The wheelarches were another area of
concern. The lip around the rear arches
was very frilly and we’d known that from
the start, but while the wings themselves
looked solid, it is unreasonable to expect
the rot to be limited to just the flange. For
one thing, there is a double skin where
the inner and outer panels meet before
folding through 90° to where they are
spot-welded together, and double skins
always promote rust. For another, there
was a discrepancy between the rust on
the flange and the solid appearance of the
wing itself, suggesting previous repairs

‹
1

Starting with the rubber components at the back, the brake
hoses are fine and the tyres are all Firestone Multihawks in good
condition with plenty of tread, but three of them (plus the spare)
are from 2014, the other is from 2016.

70 CLASSICS WORLD ❙ SEPTEMBER 2024

2

Right at the back of the chassis above the exhaust there is what
appears initially to be a little rust hole. Little holes can quickly
grow into big ones though, so shouldn’t be ignored. However, we
then realise that it is meant to be there...

www.classicsworld.co.uk

OUR CARS
MORRIS MARINA

3

...it is just that underseal is making the
hole look irregular. This is the same spot
on the other side and there are clearly two
perfectly round holes here. Cleaning the
underseal off the nearside showed that the
holes there were the same.

4

While poking around under the back
of the car, the fuel tank looked fine
from below. All the brake pipes are
copper replacements and look perfectly
serviceable, while the dampers look to have
been replaced in recent memory.

6

5

Initial inspection does not show up
any major warning signs on the inner
wheelarch/wheelbox areas. There has of
course been some welding such as seen
here on the back of the OS inner sill where
it joins the wheelarch, but it looks OK.

On the OSR, the inner wheelarch doesn’t look bad, it is really just the outer lip of the
arch that is a little frilly, with a couple of small bits of bigger corrosion at either end
where it joins the sill and the rear corner. All that is covered by a repair panel you can buy.

7

that had not eradicated all the rot. And
finally, outer wings rarely rust without the
corrosion spreading into the inner panels,
even if that is not immediately obvious
because of underseal. Ask me how I know
and I’d point you towards a certain Rover
P4 project last year...
The OSR arch is a particularly tricky one
because the curve is good, but we will
need to remove the arch trims to repair
the flange, and this trim piece has been
distorted, possibly to match the incorrect
lip shaped into a previous panel repair. The
body is actually quite poorly shaped here
and previously-applied filler has cracked,
so we won’t know for sure what is under

floorpan. Then we could start removing
paint. Cleaning back the OSR wheelarch
showed there have been some home-made
repairs from the front round to about 12
o’clock. There was then a 12in section
before some more home-made repairs at
the back. The welding is pretty neat, but
only a series of short spots that have been
ground back rather than seam welding.
And there is some rot in the section that
has not been replaced, along with not just
body filler to smooth the profile but also
P40, which is fibreglass used to reinforce
across holes. So our first task will be to cut
off the arch as close to the edge as we can,
and start making a panel shopping list. CW

www.classicsworld.co.uk

there until we clean off the top layers.
On a more positive note, the front-toback chassis rails were sound, as was the
crossmember under the seats to which the
torsion bars attach. We did find a small
blob of welding required at the NS end of
the crossmember, only a small bit initially
but one which grew when we looked more
closely. The same spot on the driver’s side
has already been repaired though, and it
was pretty localised, so overall it is nowhere
near as bad as it could have been.
So the first removal tasks were the
wheelarch trims, bumpers, grille, headlights
and sidelights, along with the seats and
carpet to provide better access to the

The story is similar (but probably on
balance slightly worse) on the nearside
rear wheelarch as seen here.

SEPTEMBER 2024 ❙ CLASSICS WORLD

71

OUR CARS
MORRIS MARINA

9
8

The car has had some welding on the OSF where the chassis rail curves up, but on the
floorpan rather than the chassis rail. It’s had a bit on the inner sill too, but this area
where the sill tucks behind the bottom corner of the OSF wing has not been finished.

10

The car has seen some welding at the
front of the chassis rail just above
where the tie bar mounts, but this appears
to have been done very neatly.

11

The crossmember at the front of the car under the radiator is in good shape, and all
the major structural points in this area where important components like the engine
mountings and those tie bars attach also appear to be solid.

‹

‹
12

However, ahead of that crossmember seen in image 11 is the
front valance, and at either end of this there appears to be
some underseal that is flaking off from the rear. Unfortunately,
poking at this with a screwdriver revealed...

72 CLASSICS WORLD ❙ SEPTEMBER 2024

Slightly out of sequence, but removing
the paint from the rear of the offside
sill showed that where it joins the wing,
the area had been filled in after previous
repairs. There should be a horizontal seam
extending the top of the sill here, not a
vertical one following the wheelarch line.

13

...that what appeared to be flaking underseal was actually
the rusted remains of the original valance, which had merely
been plated from the outside. It was the same at both ends, and
explained the poor finish to the front face of the valance.

www.classicsworld.co.uk

OUR CARS
MORRIS MARINA

‹
14

Of greater concern than the rusty
valance was that when looking up
above it (this is on the offside), holes were
clearly visible on the panel holding the
headlight bowls to the car. The nearside
was just as bad

16

This is the same spot on the offside. If
anything this was even worse, though
it was a close run race to the bottom.

19

15

To fully assess the damage, we had to remove the front grille and headlight surround,
followed by the headlights themselves. It was fast looking as though the entire front
corners were going to need serious remedial work with the welder.

17

The headlamp bowls themselves were
riveted to what remained of the front
panel and these had to be drilled out.

To be fair, we had known from the start that some quite major repairs would be
needed in this area, but the final reckoning was even worse than we had hoped, if
probably not any worse than we had braced ourselves to expect.

www.classicsworld.co.uk

18

The front bumper came off next to
complete access. Unfortunately, one
of the end bolts had seized and it bent
the mounting bracket that is part of the
bumper. A problem for another day!

20

We then took off the filler and
fibreglass on the nearside because
we had to know what lay underneath.

SEPTEMBER 2024 ❙ CLASSICS WORLD

73

OUR CARS
MORRIS MARINA

22
21

The answer to what lay underneath that paint was rather too much filler for our
liking, along with some fibreglass paste and a patch welded in that had been cut
from a panel on a blue car. That headlight would have struggled to hold its aim!

23

Back under the car and the frontto-back chassis rails are sound, as is
the crossmember under the seats to which
the torsion bars attach, which is a crucial
structural member.

At the trailing end of that NSF wing,
the piece that was missing on the
offside in step 8 had been cut off and
replaced. It felt sound behind it, but we
were pretty certain it would have to come
off again to repair the nearside sill.

24

On the OSR wheelarch, the rear corner where this curves under the car is clearly a
little unhappy. The stainless wheelarch trim has also been badly distorted in this
area, presumably because previous repairs had not got the wing profile right.

26
25

Removing that brightwork trim strip and cleaning off the paint and filler revealed a
patchwork of previous repairs, along with further holes where the inner and outer
arches overlap to produce a double skin.

74 CLASSICS WORLD ❙ SEPTEMBER 2024

All the rust we have found is pretty
typical for a Marina, and evidence of
this is the range of repair panels provided
by Ben Clayton through the Morris Marina
Owners Club. We suspect that we may
become a good customer of theirs!

www.classicsworld.co.uk

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OUR CARS
FIAT 500

PART

FIAT 500 PROJECT 10

With the steering and front suspension removed from the car, the cleaning, checking
and greasing process becomes a little complicated. REPORT: SIMON GOLDSWORTHY

O

ur Fiat 500 was bought at auction
as an unfinished project, with the
previous owner having died some
years previously and the car then having
sat in a workshop corner. This set of
circumstances has brought with it a number
of problems. For one thing, the previous
owner carried out an awful lot of work
on the Fiat, but we are unable to get any
details about just what was done when,
and so body-wise we have had to backtrack
quite a lot to be sure of exactly what lay
under the paint and underseal.
We are also somewhat in the dark with
regards the mechanical condition, but
problems here have been compounded by
the passage of time. So, for example, we’ve
had the engine running and it sounds
sweet enough, but although unused, the
tyres are now time-expired and hard.
Similarly I don’t fancy taking a chance on
the rubber brake hoses, and the wheel
cylinders that were no doubt renewed
years ago and are also unused have now
rusted up and seized, as have various other
components in the braking and steering
departments. Add to this the accumulated
workshop dust of decades and there was
little alternative but to strip the brakes,
suspension and steering back to their basics
and start again.
Last issue we dismantled most of the
front end, or at least removed it from the
car and started the dismantling process.
In the course of this I managed to break
the cast alloy steering idler housing,

1

but thankfully Craig Anderson of the
Fiat 500 Club was able to sort me out
with a secondhand replacement for just
£30. Meanwhile, I stripped the stub axle
uprights and their attached steering
knuckles of paint and grime so that I could
assess the condition of the king pins.
I assume that these too were replaced
previously, but they were a little stiff to
turn initially. This was probably because the
grease inside had gone hard, so potentially
pumping fresh grease through could have
restored proper function to the offside
upright, which didn’t have any slack in it at

Much of the front suspension and brakes on the Fiat had been
painted red. This was now badly chipped, but also made it hard
to assess wear and movement as it had been applied over joints.
Simon first scraped off as much paint as he could by hand...

76 CLASSICS WORLD ❙ SEPTEMBER 2024

all. The nearside also felt nice and tight, but
there was some perceptible movement up
and down, suggesting that the spacer shim
was too thin. It was borderline whether or
not the amount of movement would be
acceptable, but in the end I decided to strip
it down and fit a new pin, not least so that
I could clean out all the old grease and dust
and start again with fresh.
This led to me struggling to get the
closing disc out of the housing from
underneath the lower bearing, as the
pictures show. In the end I managed to
wreck the threads on this disc, but it

2

...then cleaned back the rest with wire wheels. This is the
nearside stub axle upright/steering knuckle. Ultimately the only
way to clean the assembly completely without getting grit into
places you don’t want grit to go is to separate the two components.

www.classicsworld.co.uk

OUR CARS
FIAT 500

4

Eventually, to separate the two parts
of the upright assembly, the king
pin needs to be driven out from above,
through this hole in the top of the upright.
Unfortunately, the top (wishbone) bush is in
the way and so that has to come out first.

3

That involves replacing the kingpin, which goes through the steering knuckle Simon
is holding in his left hand and into bushes in the upright on either side. This needed
attention anyway as there was some up-and-down play detectable in the stub axle.

5

Other sockets will vary, but Simon found
that a 26mm socket would receive the
bush while a 15mm one would push it out.

6

The 26mm and 15mm sockets are at
the bottom, but a length of pipe and a
longer 15mm deep socket were needed to
get the bush all the way out.

7

Well, some of the bush at least! Note
in the picture on the left that there is a
metal insert in the rubber bush. That bush
also sits in this metal outer sleeve...

8

is not the end of the world and I make
these mistakes so that you don’t have to!
It doesn’t help that I am an enthusiastic
amateur working with DIY tools, but then
again it would be of limited use to others
if I had more professional facilities that
most readers couldn’t hope to match.
In this regard I had to use a selection of
sockets to push out various bushes; I don’t
like misusing tools in this way and have
since ordered a set of purpose-made bush/
bearing/seal drivers which should be here in
time to complete the job next issue, but the
sockets still get the job done.
With everything dismantled, I could

then finish cleaning off the red paint. This
was badly chipped and needed replacing
anyway, but I prefer my suspension
components to be black. I painted them
with some high temperature paint intended
for engine blocks and brake calipers,
which I find allows more of the casting
finish to show through than something like
Hammerite, which can end up looking a
little plasticky.
I have also been cleaning up the NSF
suspension’s wishbone. This is made up of
three components: the link bracket which
bolts to the car and two wishbone arms
that hook over its ends. There are also

bushes that sit on either end of the link arm
and inside the respective wishbone arms.
The curious thing here is that new bushes
on their own cost £14.28 for a pair, while
a kit of two new wishbone arms complete
with new bushes fitted and a new bolt for
the other end only costs £17.94. For once
I took the easy option and ordered two
new kits rather than cleaning, painting and
re-bushing the old ones. I did worry slightly
that the new arms might look cheap and
nasty, but they actually turned out to be
quality items. Well, you have to catch a
break every now and again if you work on
CW
a car for long enough!

www.classicsworld.co.uk

...which now had to be knocked out with
more sockets, one to support the upright
and take the sleeve and one to push on the
sleeve without damaging the upright.

SEPTEMBER 2024 ❙ CLASSICS WORLD

77

OUR CARS
FIAT 500

9

This shot shows the sleeve part way
through its extraction. Notice how it is
slowly revealing an access hole through
which a drift can be inserted to knock out
the king pin. The rough edges to this hole
are the remains of the red paint that Simon
will soon be able to remove.

10

Closing off the other end of the king pin is this disc, and this is where Simon made a
mistake. The workshop manual says: ‘Prise out the disc peened into the bottom of the
king pin housing closing the bottom bush... If the disc at the bottom could not be removed,
provided it has been loosened, it can be driven out with the king pin.’

11

Those two holes were unusual, but
looked as though they could be there
to insert screws that would pull the disc
out. When that didn’t work, Simon drilled a
central hole and tried the self-tapping screw
through that without success.

12

So he reverted to Plan B and decided
to try driving the disc out with the
king pin. That pin itself has a groove on one
side about halfway along its length. A roll
pin goes through the steering knuckle and
into this groove to secure the king pin.

13

14

15

16

Now, with the upright supported
over yet another socket, the king pin
could be driven down from above. That
did indeed drive the disc out, but it then
became clear that this was threaded into
the stub axle upright, not peened.

78 CLASSICS WORLD ❙ SEPTEMBER 2024

Armed with this new information,
Simon had a closer look at the offside
upright. First he tried turning the disc with
a pair of circlip pliers, but the disc was stuck
fast and this only bent the rather delicate
tips of the pliers.

Knocking out the roll pin promised to
be tricky as its walls are thin and it is
easy to peen the protruding end over and
make it too wide for the hole. Fortunately
careful selection of the right size drift and
gentle tapping got it out.

However, tapping sideways on the
holes with a metal punch finally got
the disc rotating. It took some knocking
back and forth to break free of the paint
which could then be scraped out of the
threads in the housing...

www.classicsworld.co.uk

OUR CARS
FIAT 500

17

...but eventually Simon was able to
get the ends of some long-nosed
pliers into the holes and wind it out.

18

19

For now though, the dismantling
could be completed. This is the king
pin coming out of the housing. Note how
the grease that had been used during its
assembly was now more of a hard paste; it
would never have turned as it should.

20

With the steering knuckle removed
from the upright, it only remained to
knock out the two bushes which held the
king pin in place. Like the roll pin in step 12,
these bushes are thin walled and the right
size drift needs careful selection.

21

22

23

24

Turning next to the brake drums,
these were also coated in badly
chipped red paint. The drums also contain
the front wheel bearings, and these were
packed with old, hard grease contaminated
with dust and grit. To remove them, this oil
seal first had to be prised out.

www.classicsworld.co.uk

This is the more conventional disc that was supplied in the new king pin kit – they are
domed, and knocking them flat expands the disc until it grips. It will do the job, but it
is a shame that the original threaded disc was damaged in this way. Oh well, live and learn.

The inner wheel bearing could then
be extracted, and cleaned in a jar
of paraffin along with the smaller outer
bearing that had come out when the hub
nut was removed. Both bearings were
caked in hardened grease, but cleaned up
perfectly and spun smoothly.

These are those brass king pin
bushes. As you can see, the ones on
the car were two different lengths, but
those supplied in the kit were identical to
each other. Careful measurement showed
they would fit just fine.

As for the brakes, after one backplate
stud had sheared last issue, we’d
bought two new backplates to go with the
new wheel cylinders, shoes and springs we
already had waiting patiently on the shelf.
Fiat’s automatic adjusters take time to get
your head around, but they are ingenious.

SEPTEMBER 2024 ❙ CLASSICS WORLD

79

26
25

The cleaned components were painted with black high-temperature paint intended
for engine blocks and the like. This will cope with brake drum heat, is resistant to
most fluids, goes on like Hammerite without a primer, but is thinner so looks more natural.

27

This is the steering idler that Simon broke last issue when
trying to extract the steering arm that had seized to the bolt.
That steering arm is not available for RHD cars, so needed saving.

29

A new bolt and bush kit for the idler
assembly only cost £24, so now like
Eric Morecombe said of the notes when
playing the piano, in theory we had all the
right components we needed for the car,
just not on the right order.

80 CLASSICS WORLD ❙ SEPTEMBER 2024

30

When it came to the wishbone arms,
Simon found that it was more costeffective to buy brand new replacements
complete with bushes fitted and a new bolt
rather than clean and paint the old ones and
then buy and fit new bushes in them.

28

The alloy housing is available, but costs £170 new, complete
with a new bolt and bushes. Fortunately, the ever helpful
Craig Anderson of the Fiat 500 Club had a used replacement.

Having extracted the old bolt from
the broken idler assembly, Simon
ground off the sleeve of the bush that was
seized solid on the bolt, applied plenty of
penetrating oil and then released the arm
with gentle taps on a balljoint splitter.

31

The final job was to remove the old
bushes from the replacement idler
housing. Simon cut off the rubber bush’s
top hat section, then pushed first the sleeve
and then the rubber bush out. The metal
outer ring proved more of a problem, as
we’ll explain next issue.

www.classicsworld.co.uk

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Blockley
produce the
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OUR CARS
PROJECT VW
JETTA GTI

VW JETTA GTI

In the final part of our VW Jetta GTi series, Will Holman gives the car a
thorough service, including the all-important cambelt change.

PART

8

C

onsidering this Jetta had sat
immobile for 20 years, getting it
up and running has been fairly
uneventful. It had a missing in-tank pump
when we got it, so we fitted the spare
tank that came with the car and bought
a new main fuel pump as well, which got
the engine running. Then we overhauled
the braking system. One of the trickiest
jobs was freeing off the nearside rear
door which refused to open, but all in
all the car has responded well to our
attentions, and last month we were
rewarded with a fresh MoT certificate. So
why am I nervous about carrying out a
simple service? One word – cambelt.
I hate the things. They strike fear into
my heart – so much so that I don’t buy
cars that have one if I can possibly avoid
them. Is this a rational fear or am I being
a big baby? Probably a bit of both, but
I do have some mental cambelt scars
informing my fear. I once had a Bedford
CF van which left me stranded on an
industrial estate after I turned the key
and listened to the 2.3-litre OHC engine
happily spinning with absolutely no hint
of firing. The cambelt had snapped.
Luckily the old Vauxhall slant four is a
non-interference engine, so there were
no valve and piston collisions. All the
same, I had to get a belt and fit it before

1

I could escape from the industrial estate,
which luckily listed a motor factors
among its many attractions.
More taxing was my Citroën CX Safari.
The cambelt did me a favour by snapping
when the car was parked outside my
house, so this time I didn’t have to enlist
friends’ help collecting parts and tools,

Mk2 Jetta and Golf GTIs came with 1.8-litre engines, earlier cars with an 8-valve
head, later ones like ours with a 16-valve 139bhp version.

82 CLASSICS WORLD ❙ SEPTEMBER 2024

but I did have to take the head off and
replace four valves. Worse, the next day I
drove the car from Devon to London, and
when I checked the belt on arrival, it was
splitting and just about to fail again, so I
had to fit another one before I could head
home again. I never did work out why,
but I sold the car soon afterwards as I just
couldn’t trust it after that.
So I approached this Jetta’s belt with a
mixture of anxiety, but also a good few
years worth of experience of subsequent
(successful) belt swaps. I even did one
on a Ford Sierra Cosworth once, and
managed not to break anything. Like
the Jetta, that was a DOHC engine, but
unlike the Ford YB the Jetta’s twin cam
head only has one cambelt pulley. This is
because the inlet cam is driven by a chain
off the exhaust cam, and this lives safely
under the cam cover and lasts a very long
time indeed. Which is my point really –
why can’t we just have a chain instead of
a lousy belt? Well, cam chains have made
a bit of a comeback in recent years, but
manufacturers seem to have forgotten
how to make them last – both BMW and
Mercedes engines regularly need new
chains at pathetic mileages these days. So
maybe the cambelt isn’t so bad after all –
www.classicsworld.co.uk

OUR CARS
PROJECT VW
JETTA GTI

2

To get to the cambelt, we first removed
the pipework connecting the metering
head to the throttle body.

3

4

With the top plastic cover removed, we
can see the belt. It’s at least 20 years
old, but looks to be in pretty good shape.

5

6

7

at least you don’t have to take the engine
to bits to change it.
In the end my fears were unfounded,
as the job was actually pretty
straightforward, no thanks to the Haynes
manual which managed to avoid telling
me how to do the job simply by having
two entries both titled ‘cambelt,’ but both
containing nothing more than a crossreference to the other section. Thanks!
So I went back to first principles, starting
by establishing Top Dead Centre (TDC)
on number one cylinder, then marking
everything up so I could safely take the
belt off. The 16-valve version of this VW
engine has an intermediate shaft, and
my Googling kept insisting that keeping
this shaft timed was just as important as
keeping the camshaft in the right place,
but I couldn’t work out why. Eventually I
realised that this is because on the 8-valve

version of the engine the distributor is
driven by this shaft. However, on the
16-valve evolution the distributor is driven
directly from the end of the exhaust cam,
leaving the intermediate shaft doing
nothing other than spinning the oil pump.
I was pretty sure that as a result this shaft
had no need to be timed at all, but just
to be on the safest of sides I marked it up
and didn’t move it while the belt was off.
On top of the belt swap itself, the
rest of the service is detailed in the step
by step pictures, but one more thing
of particular note stems from the MoT
emission test covered in last month’s
issue, during which the tester commented
that the engine was running quite lean.
It’s possible to adjust the mixture on a
K-Jet engine by adjusting a small screw on
the metering head, but it shouldn’t really
be necessary and you really need a CO

www.classicsworld.co.uk

The metering head looked pretty
grubby, so we’ll sort that out before
the pipework goes back on.

We’ll still change it, though. We want
to be able to turn the engine over
easily, so out come all the spark plugs.

We’re changing the fan belt as a matter
of course, and it needs to come off to
get to the cambelt anyway.

Now to find TDC on number one
cylinder. With a screwdriver sitting on
top of the piston through the spark plug
hole, we turned the engine until…

meter to do it effectively.
However, when I went to change the
air filter element, I discovered a possible
cause of the lean running. Inside the
case was an aftermarket K&N air filter.
These employ a fine mesh onto which
you spray thin oil, and it’s the oil that
does the actual fine filtering by trapping
particles. However, K&N filters used to
be supplied unoiled, and this one looked
like it had never been treated, so would
have allowed air to pass through it with
almost no resistance, unlike a standard
paper element (which I have now fitted).
I suspect this imbalance caused the lean
mixture, so I left the K-Jet adjustment
screw well alone.
The rest of the service involved new HT
leads, distributor cap and rotor arm, plus
oil and filter. And with that all done, the
CW
Jetta is now ready for the road.
SEPTEMBER 2024 ❙ CLASSICS WORLD

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OUR CARS
PROJECT VW
JETTA GTI

8

…we found TDC and then checked that
the notch in the cam wheel lined up
with the mark on the backplate, adding
some Tippex to highlight them.

9

The bottom pulley needs to come off
next, so we removed the four Allenheaded bolts that secure it and used a
three-legged puller to shift it.

10

11

12

13

…but the pulley on the water pump
was in its way, so we used the old
fan-belt-wrapped-around-it trick, gripped
with a pair of locking pliers.

That kept the pulley from rotating
so that we could undo the Allen
bolts holding it onto the pump. With that
out of the way…

Behind the bottom pulley is the
crank timing belt pulley itself. That
plastic cover is in the way though, so that
needs to come off…

…we could finally remove the lower
plastic cover that had been in our
way in step 10 and get proper access to
the timing belt pulley.

14

Here’s the view from underneath,
with the crank pulley in the
foreground. The pulley acting on the
smooth side of the belt is the tensioner
(which we’ll also be replacing), and the
other wheel is on the camshaft itself.

84 CLASSICS WORLD ❙ SEPTEMBER 2024

15

We now marked that camshaft pulley against a mark on the casing. We also marked the
relative positions of the crank and intermediate shaft pulleys, although this isn’t strictly
necessary on the 16-valve engine.

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OUR CARS
PROJECT VW
JETTA GTI

16

17

Here’s the new belt ready for action.
It’s a German-made Febi Bilstein
part. There’s absolutely no point in
skimping on quality here.

18

19

20

21

23

24

Here’s the new tensioner ready to
go on. Will likes to have everything
ready to go before he takes the belt off,
so that the engine is beltless for as little
time as possible.

…we replaced it with the new part
and the new tensioner, which we
adjusted until we could still turn the belt
90 degrees on its longest span.

22

We replaced the K&N with a
standard paper element part.
Hopefully the fact that this offers slightly
more resistance to airflow will bring the
mixture back within range.

www.classicsworld.co.uk

We then turned the engine twice
over by hand and checked our
marks still lined up, then replaced the
plugs and fired it up. If the belt is too
tight, you’ll hear it humming.

We gave the K-Jet airflow metering
head a good clean up before
putting all the pipework back on.

Here’s the old belt, and even when
bent back on itself like this, it
looked split free. All the same, having
come this far…

Here’s the old air filter element, an
aftermarket K&N part. We think it
might be the cause of the lean running
shown up during the MoT emissions test
because of a lack of filtration oil.

A new set of NGK spark plugs were
next on the to-do list. Funnily
enough the old plugs looked rather black,
which is odd given the weak idle mixture.

SEPTEMBER 2024 ❙ CLASSICS WORLD

85

OUR CARS
PROJECT VW
JETTA GTI

25

Will has had this oil extraction pump
for 20-odd years and doesn’t miss
lying on the floor getting oil in his eyes
one bit. We warmed the engine first as oil
comes out much more quickly then.

28

The last link in the ignition chain
is a new set of HT leads. They may
be working fine now, but damp weather
could soon highlight weaknesses.

26

27

29

30

Distributor cap off, new rotor arm
in. Again we used OEM quality
German made parts here, as they’re not
expensive and recovery trucks are.

Those HT leads are kept neat and
tidy inside this plastic sheath that
runs along the front of the cam cover.

A new distributor cap was next. It
comes with the black cover already
in place, whereas cheaper parts often
don’t have this.

The spin-on oil filter (like cam
chains, manufactures have now
largely reverted to replaceable elements)
needed a strap wrench to shift it.

31

Lastly we refilled with 5W-40 oil.
As the engine has sat for so long, it
wouldn’t be a bad idea to drain and refill
it again after 1000 miles or so.

86 CLASSICS WORLD ❙ SEPTEMBER 2024

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MAZDA RX-7 MK1
The first-generation Mazda RX-7 was one of the marque’s – and hence the
world’s – most successful rotary-engined models. Here’s our guide to buying
a great example today. WORDS: PAUL GUINNESS IMAGES: MAZDA

W

hen a car
company
describes its
latest model as
‘unique,’ there’s usually a touch
of poetic licence involved.
But for the new Mazda RX-7
of 1978, the description was
justifiable: this was the only
rotary-engined sports car on
the market, with a specification
that made conventionally
powered rivals like the Porsche
924 seem technologically dull

by comparison.
Mazda had been producing
Wankel-style rotary
powerplants since 1961, but
this latest 105bhp twin-rotor
unit was completely new,
giving the RX-7 decent enough
performance (117mph flat out
and 0-60mph in 9.9 seconds)
to match its svelte looks.
Available in the USA as a twoseater and in other markets as
a 2+2, the RX-7 proved to be
a hit, with more than 570,000

being sold worldwide during its
seven-year run.
The RX-7’s MacPherson
strut front suspension and live
rear axle set-up was pretty
conventional, but endowed the
RX-7 with fine handling and
roadholding, aided by almost
50/50 weight distribution
thanks to the engine being
mounted well back. UK-spec
cars came with disc brakes
front and rear and a five-speed
manual gearbox, but some

markets were given rear drums
and a four-speed gearbox, with
automatic transmission optional
in the USA – something to
bear in mind if the car you’re
thinking of buying isn’t an
official import.
UK-spec cars gained
some welcome extra power
(115bhp) in 1981 via the latest
12A version of the rotary
powerplant, pushing top speed
to 125mph and knocking 0.4
seconds off the 0-60mph dash.

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Quotation supplied by
Lancaster Insurance
www.lancasterinsurance.co.uk
Tel: 01480 400761

Mazda RX-7 Mk1 timeline
1978: First-generation SA22C RX-7 enters production in March
1978: Goes on sale in the UK by the end of the year
1979: UK-based Elford launches its own RX-7 Turbo – over 500
are built
1980: Front and rear tail lights and front bumper and spoiler
redesigned
1981: Rear-end restyle arrives, referred to as Series II or FB
1982: Improved engine with greater fuel efficiency announced
1983: Official Turbo version goes on sale in Japan
1983: New 13B 1.3-litre engine introduced for Series III Mk1
1986: Original RX-7 is replaced by the FC, also known as the
Series IV or Mk2
Most exciting, however, were
the 540 cars converted to
Turbo spec by UK-based Elford,
each one pumping out 165bhp
and featuring prominent
spoilers and side skirts for a
more aggressive look.
On today’s classic market,
the first-generation RX-7 (often
known by its SA22C or FB
designations for early and latemodel examples respectively) is
a temptingly priced alternative
to more mainstream coupés.
Here’s what needs checking
before you take the plunge.

Bodywork
Very few Japanese cars

launched in the late 1970s are
notably rust-resistant, so don’t
expect an RX-7 that’s seen
plenty of action to be free of
issues. These cars can – and will
– rust even when well looked
after, so be extra vigilant when
examining any example you
spot for sale.
Wheelarches were
traditionally the first area to
show signs of rot, followed
by the sills (inner and outer),
floorpan and rear suspension
mounts. The inner wings,
windscreen surround and
footwells are other key rust
spots, and it pays to make sure
the metal beneath the back

INSURANCE QUOTE
1980 Mazda RX-7 worth £12,500

Standard quote: £106, or £124 with Agreed Value.
Quotes based on a 45-year old marketing manager, access
to another car, no claims or convictions, club member,
3000 miles per year, no modifications, living in SP2 0HL.
Disclaimer: Subject to underwriting criteria. An
additional charge may be payable. Authorised and
regulated by the Financial Conduct Authority.

seat is solid, as well as the boot
floor. The bottom of each door
can also rust from the inside,
so check carefully for bubbling
paintwork and signs of filler.
Replacement panels are very
rare in the UK, which makes
any car requiring bodywork
restoration a tricky prospect,
despite the RX-7’s monocoque
bodyshell being no more
complex in design than its
rivals of the time. Make sure
you’re capable of shaping your
own metalwork or you have
deep enough pockets to pay a
professional before you take on
any project. You’re unlikely to
come across a first-generation

RX-7 that hasn’t had some
bodywork repairs in the past,
so make sure you’re happy
with the standard of the work,
particularly if you suspect it’s a
recent restoration.

Engine and
transmission
A rotary engine works in a
completely different way to a
conventional piston engine. For
the latter, the same chamber
(the cylinder) alternately does
four different jobs: intake,
compression, combustion and
exhaust. But while a rotary
engine does the same four
jobs, each one happens in

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its own part of the engine
housing. It’s almost like having
a dedicated cylinder for each of
the four jobs, with the piston
moving continually from one to
the next.
With a rotary engine,
the pressure of combustion
is contained in a chamber
formed by part of the housing
and sealed in by one face of
the triangular rotor, which is
what the engine uses instead
of pistons. The rotor follows
a path which keeps each of
its three peaks in permanent
contact with the housing,
therefore creating three
separate volumes of gas. It
might sound complex, but the
principle of a rotary engine is
remarkably straightforward.
It’s important that you buy
an RX-7 with as comprehensive
a history as possible, as these
engines require an oil change
every 3000 miles. When
inspecting any example for sale,
check for white exhaust smoke
on start-up – a sure sign that
worn oil control rings are letting
coolant in where it shouldn’t
go. Also look for oil leaks from
the relevant pipework and oil
cooler connections, and make

01480 400761

sure there are no signs of
overheating.
Even if all seems well, you
might want to invest in a
compression check, as anything
much below 75psi points to
major expense ahead. The
front and rear crankshaft
seals can also leak oil; sorting
this requires an engine strip,
at which point the rotor tip
seals can be checked. Most of
the parts required for engine
work are inexpensive, but it’s
a labour-intensive process,
with full engine rebuilds via a
specialist costing £3500-£4000
on average.
The five-speed transmission
fitted to UK-spec RX-7s should
feel slick. It’s a reliable unit, but
make sure you keep an ear out

for crunching gears, most likely
caused by worn synchromesh.
A clutch can last up to 100,000
miles, but you should still check
for signs of any slip.

Suspension, steering
and brakes
There’s nothing complicated
about the RX-7’s running
gear, which is great news for

anyone planning their own
maintenance. Parts availability
is reasonable too, thanks to
the UK having a handful of
independent specialists in
rotary-engined Mazdas. You
might even be pleasantly
surprised by some of the
current parts prices, particularly
when it comes to service items.
Essex Rotary, for example,
sells a complete rear four-link
control arm polyurethane
bush kit for around £129,
dampers from just £85 each,
and refurbished brake calipers
from £295 a pair. Even a BC
Racing complete coilover kit –
the ultimate when it comes to
uprating your RX-7’s handling –
comes in at less than £1050.
When checking over an
RX-7, worn lower balljoints
can be an issue, but standardspec replacements are readily
available, as are the bush
kits mentioned earlier – an
upgrade that’s well worth
considering. RX-7 steering was
by recirculating ball rather than
rack-and-pinion, so it’s not the
most precise of its time; it’s
possible to adjust out excess
play, although some owners
overtighten the steering and
cause further problems.

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ANDREW
EVANSON
Senior
Operations
Manager at
Lancaster
Insurance
Services, says:

The Mazda RX-7 is
definitely one of those
cars where it pays to
ask the experts before
parting with your
cash, because buying a
lemon will set you off
climbing a very steep
learning curve. Get a
good car and treat it
properly though, and
you will be rewarded
with a sports car that is
a visual treat, a joy to
drive and turns heads
for all the right reasons
wherever you take it.
Truly a special classic.

The all-disc set-up of UKspec cars is as straightforward
as it sounds, but you should
still check for the usual signs
of worn or warped discs,
excessively worn pads, fluid
leaks and so on.

Interior, trim and
electrics
The interior of any RX-7
you buy should ideally be in
excellent condition, as new-oldstock trim is predictably rare. In
fact, it’s pretty much extinct,
so check carefully the condition
of the seats – particularly
the outer side bolsters of the
fronts, which can wear through
on any car that’s seen plenty of
action. Leather was an extracost option in the UK and is
seen as a desirable bonus, but
the chances of finding a car for
sale with this aren’t great.
If the upholstery is worn, the
only practical option is to have
your existing seats retrimmed
– but professional services like
this don’t come cheap, so do

your sums carefully before
agreeing to buy an RX-7 in
need of interior work. You
might need to have the seats
re-padded as well, as they can
collapse on high-mileage RX-7s.
Make sure the overall condition
inside the car is in line with the
claimed mileage, particularly if
the service history isn’t all there.
Unlike many of its
contemporaries, an RX-7’s
dashboard will rarely crack
(you might want to walk away
if the one you’re inspecting
has done this). Check that all
the switches and dials work as
it’s not unknown for electric
window switches, rear wipers
and others to burn out.

Assembling big dreams,
from small parts.

Mazda RX-7 Mk1 (FB):
our verdict
The late 1970s and early ’80s
saw a plethora of desirable
coupés launched in the UK,
but none of them offered the
same kind of headline-grabbing
powerplant as the supersmooth, high-revving, rotary01480 809176
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engined RX-7. In fact, so eager
to rev was the RX-7 that Mazda
had to fit a warning buzzer
for when the tachometer hit
7000rpm. Some other coupés
were more powerful, some
were quicker, but none offered
that USP of rotary-engined
smoothness.
Of course, one of the car’s
biggest attributes was also
the thing that deterred many
buyers... and still does. It’s not
unusual to hear talk of rotary
unreliability, as well as claims
that these engines go ‘bang’
at relatively low mileages.
However, the rotary fitted to
the RX-7 is arguably one of
the best you’ll find, and with
proper maintenance, regular oil

01480 400761

changes and a caring owner,
it’s not unusual to see a car
with a six-figure mileage still on
its original powerplant (albeit
with a likely rebuild).
History is key, of course, and
the canny RX-7 buyer will reject
any car that fails to come with
comprehensive paperwork
showing 3000-mile oil changes
throughout its life. Buy the best
that your budget will stretch
to and not only will you get to
enjoy one of the smoothest
engines of all time, you’ll also
benefit from one of the bestlooking coupés of its era.
At its launch, the RX-7 cost
around 30% more than the
most expensive 3.0-litre Capri,
and wasn’t far off entry-level

Porsche territory in terms
of pricing, but these days it
offers fine value for money.
The dearest RX-7 to sell at
a UK auction within the last
year appears to be a superb
1985 example, which achieved

£17,500 at a WB & Sons sale.
We’ve found a couple of cars
for sale with dealers at a similar
level, including one benefiting
from a full engine rebuild with
the all-important new seals
5000 miles ago.
Two other auction cars in
what appeared to be decent
condition found new homes in
2023 for around the £10,500
mark, while between £10,000
and £12,000 seems to be the
going rate for an excellent
(but obviously not concoursquality) car in a private sale.
Projects start at around the
£3000 mark, with running cars
requiring work available from
as little as £5000. But do you
really want to undertake major
work on a rotary-engined
classic? Better instead we
reckon to find the extra money
CW
at the outset.

YOU MIGHT ALSO CONSIDER...
Classics World editor Simon Goldsworthy and Senior Operations Manager at Lancaster Andrew
Evanson each choose one car that they would recommend as an alternative.

Simon Goldsworthy – Mazda MX5
I must admit that I did toy with the idea of
suggesting a Saab Sonett II because it is a
rare an interesting coupé with an unusual
(two-stroke) engine, but the chances of
finding one for sale are pretty slim. So
I’ve gone in the opposite direction and plumped for
perhaps the safest of choices, and certainly one of
the easiest to find. The Mk1 MX5s with their pop-up
headlights are rising rapidly in value, but it is one of
those I would hold out for if you can afford it as the
styling is so much more old
school. Having said that, if
you can only afford a Mk2,
then you can find an awful
lot of fun car for very little
money, so that is hardly
going to be a hardship.

92 CLASSICS WORLD ❙ SEPTEMBER 2024

Andrew Evanson – Ford Capri
It’s bigger and brasher than the RX-7, but
the classic status of Ford’s legendary Capri is
set in stone, and the later Mk3 is a perfect
contemporary of the Mazda. Ford always
offered a huge choice of engines and trims,
but you might as well go for one of the more powerful
V6 options, either the 3-litre Essex until 1981 or the
2.8 Cologne-engined model with fuel injection that
replaced it from the 1982 model year onwards. Prices
will be broadly in line with the Mazda, and while you
won’t enjoy quite the same
novelty value at shows, you
are guaranteed to meet
more people who had one
in the past and who want to
talk about their experiences
– and yours.
www.classicsworld.co.uk

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CONSUL AND GRANADA
A conventional but new floorpan, all-independent suspension and a huge
range of engine and trim options ensured that Ford’s first pan-European big
car was a runaway success. Report: Andrew Roberts

F

ord launched the
Granada, their first
pan-European large car,
in March 1972 at the
Geneva Motor Show. In the
UK it succeeded the Zephyr/
Zodiac MkIV, and in Germany
it replaced the P7 range. The
UK sales film Two at the Top
highlighted the fact that it
was more compact than its
predecessor, while the rack
and pinion steering was a
‘first’ on a large British Ford.
Dagenham also stated, in a
not overly subtle reference to
BL: ‘Nobody is going to buy
British just because there is
a Union Jack on the bonnet.’
The company’s engineering
director Alan Aitken boasted
it was ‘as happy on an Italian
autostrada as in the London
rush hour.’
When sales began on 6th
April 1972, some observers

were intrigued that Ford
revived the Consul name for
the cheaper versions. Ford
announced: ‘Three models
make up the Consul range;
the Consul, the luxury Consul
L, and the high performance
Consul GT.’ The entry-level
Consul was for fleet buyers,
and Dagenham created
an advertising campaign
featuring Jim to promote
it. Our hero was a protoMedallion Man needing a
new car with a price ‘that
doesn’t blow a hole in your
bank manager’s rocker box.’
Fortunately, the Consul Base
cost a mere £1236.65, even if
its equipment was so limited
that one Salesman’s Data
Guide listed ‘large headlamps
and wrap-round indicators’ as
major attractions.
Should Jim gain promotion,
the keys to a Consul L

96 CLASSICS WORLD ❙ SEPTEMBER 2024

company car with a clock, a
rear courtesy light, reclining
front seats, reversing lamps
and a dipping rear-view mirror
could be his. The standard
engines were the 2-litre V4
and 2.5-litre V6 units, and –
representing another break
with the past – gone were the
steering column gear change
and front bench seat options
of the Zephyr 4 and 6 MkIV.
Car complained about the
‘grunting, rumbling’ 1995cc
powerplant, but praised
the 2000L’s room, how ‘the
independent suspension gives
a good ride’ and the ‘aboveaverage’ handling.
For those Consul buyers
who craved more power, the
GT cost £1799 and blended
the 3-litre Essex V6 with
stiffened suspension, full
instrumentation, halogen
driving lamps, ‘sports wheels’

and even a ‘simulated leather’
gear knob. The claimed top
speed was 113mph, and the
GT impressed Motor Sport,
who said: ‘Out of a wellknown hairpin bend the
Consul can be accelerated
hard with none of the inside
rear-wheel spin or axle tramp
which afflicts, for instance,
a BMW 2500.’ A less keensounding Autocar described
the Consul GT as a ‘Low-cost
version of the Granada’ and
complained how the heavy
(unassisted) steering marred
the ‘excellent performance.’
Further up the hierarchy,
Ford sold the Granada in
either standard or flagship
GXL forms, with 2.5-litre or
3.0-litre engines. (The ITV
franchisee and television rental
company of the same name
threatened a lawsuit over
Ford’s use of ‘Granada,’ but
www.classicsworld.co.uk

MARQUES & MODELS
FORD GRANADA MK1 AND MK2

were ultimately unsuccessful.)
The GXL, according to Two at
the Top, was a Ford ‘for the
sophisticated seventies,’ with
a ‘clean crisp and modern
shape.’ Plus, such fittings as a
sliding roof, power steering,
a push-button Bosch radio,
tinted glass, fog lamps and
vinyl-covered top made it
‘just right for an autumn
evening at the opera.’ Motor
Sport believed ‘the value
offered for £2091.61 is indeed
remarkable,’ and Autocar
thought the GXL: ‘a car which
buyers are going to take to
quickly and go on enjoying.’
The UK line-up differed
from the German range;
the Coupé, with its original
Coke bottle styling, and the
1973 two-door saloon were
never formally available in
this country. The Consul and
Granada Estates debuted
seven months after the fourdoor saloon as Dagenham’s
first in-house large purposebuilt station wagon; E.D.
Abbott Ltd of Farnham had
previously converted the
Zephyr, Zodiac and Corsair.
Ford offered a choice of the
2.5-litre Consul or the 3.0-litre
Granada, The Salesman’s
Guide predicting they would
become ‘the most wanted
and prestigious estate cars
in Britain.’ The former was
‘the only sensible choice for
the practical motorist’ while
the latter represented ‘an
unchallengeable combination
of prestige, performance,
luxury and engineering.’
In automatic guise, the
Granada was £2254, and
Autocar of 18th October
1973 headlined their running
report with the phrase: ‘No
www.classicsworld.co.uk

Fuss Grandad.’ That year, they
also reported: ‘A team of Ford
reliability engineers is to fit
“black box” recording devices
to 25 Consuls and Granadas
for a year to find out more
about the habits of Britain’s
large car motorists.’
For those mayoralties and
funeral directors who did not
wish to spend £5922 on a
Daimler DS420, the Lancashire
coachbuilder Coleman Milne
produced limousine versions
of the range. Ford introduced
the Granada in 1972 in South
Africa, with the 3.0-litre V6
proving more popular than
the 2.5-litre unit. Basil Green
Motors created the Perana
V8, based on the GXL and
powered by the 4.9-litre
Windsor engine. By the end of
1974, the company introduced
a Ghia-based version, and the
South African press quoted
Basil Green as saying: ‘I think
this car is now just about as
good as we’re going to get
it.’ There was even a Perana
Coupé, but the OPEC fuel
crisis prevented Ford of Europe
from building the V8 Granada.
Back in the UK, Broadspeed
of Warwickshire offered a
Sport version of the 3-litre
models in 1973. The modified
170bhp powerplant cost
£240, with £185 for improved
wheels and tyres, £140 for
upgraded suspension and
£40 for enhanced brakes. In
addition, Broadspeed made a
turbocharged model capable
of 130mph and 0-100mph
in 24.9 seconds, charging
£1300 to convert a GXL with
automatic transmission.
Ford discontinued the
2.5-litre Granada in April
1973 and replaced the 2-litre

V4 with the inline OHC Pinto
unit in 1974. That March, they
unveiled the latest top-of-therange Granada. The company
had acquired Carrozzeria
Ghia from Alejandro de
Tomaso in 1970, and now
for £2891 you too could
own ’a luxury car in a class
of its own.’ Car grumbled
about the Granada Ghia’s
‘dress-up gear’ but concluded
it was ’a comfortable and
well-balanced saloon with a
svelte look.’ It may have cost
£332 more than the GXL,
but the specification included
Beaumont upholstery with
‘the appearance and feel of
the traditional coachbuilder’s
broadcloth.’ Not to mention
the ‘Belgian wood’ door
cappings and an ‘electronic
digital clock.’
1974 saw Ford modify the

Coupé’s lines, and in July,
the Ghia version became
available at a price of £3574
– the sole two-door Granada
officially marketed in the UK.
The Daily Telegraph saw it
as ‘representing the firm’s
attempts to attract the man,
or company, which might in
happier times be prepared
to pay about £4000-£5000
for a car but is now feeling
the pinch.’ Autocar thought
buyers who rejected the
Ghia Coupé ‘because it is
a Ford could be making a
big mistake.’ Similarly, Clive
Richardson wrote that the
Ghia saloon was ‘bound to
attract executives forced by
company economies to climb
down from BMWs, Mercedes,
and Jaguars’ and ‘few people
will regret the move for long.’
The other major news

SEPTEMBER 2024 ❙ CLASSICS WORLD

97

MARQUES & MODELS
FORD GRANADA MK1 AND MK2
for the line-up was that on
4th June 1974, ITV aired an
Armchair Cinema episode
named Regan. The production
company was commissioned
to make a full series titled
The Sweeney, with filming
commencing later that
year. The stellar car was a
Ford press fleet Consul GT,
registration NHK 295M, fitted
with the optional sliding
roof and power steering,
and Dagenham told Peter
Brayham, the programme’s
stunt arranger, their cars
were not to be damaged. The
Sweeney ceased using NHK
295M after the second series,
although it still appeared in
the title sequence for series
three. The most famous
Consul GT in television history
is alive and well after an
extensive restoration.
Ford upgraded the entire
range in October 1975,
dispensing with the Consul
badge. The basic Granada
now featured a cigar lighter,
loop pile carpet, hazard
flashers and fabric trim.
When Car tested the Granada
2000L, the price was £2597
and their report praised
its comfort, refinement
and economy. The 3000S
replaced the Consul GT with
the specification including
power-assisted steering, front
head restraints, ‘sports road
wheels’ a ‘sports steering
wheel’ and a ‘sports gearshift
knob.’ The brochure promised
‘superb performance, superb
value’, and Autocar believed

that for £3554 the 3000S
offered: ’a challenge to other
manufacturers thinking of
moving into this marketing
area.’ The Estate was now
available as a 2.0-litre and
2.5-litre L, or a 3-Litre GL,
the last named with a MW/
LW radio and a sliding roof as
standard, at which point Car
found the Granada 3.0GL to
be ‘a hell of a lot of estate for
the money.’
UK production of the
Granada ended in 1976 to
make room for the Fiesta, and
in August of the following
year the re-bodied Mk2 with
styling overseen by Filippo
Sapino replaced the Mk1.
The engine choices were the
2.0-litre four-cylinder unit
or the 2.3-litre and 2.8-litre
V6s, the last-named in either
carburettor or fuel injection
form. The trim levels ranged
from the L to the GL and the
Ghia, with prices ranging
from £4144 for the 2000L to

98 CLASSICS WORLD ❙ SEPTEMBER 2024

£6974 for the Ghia 2.8i. The
cheapest Granada with fuel
injection was the 2.8iS, heir to
the 3000S, £5910 gaining you
the S pack’s auxiliary lights,
modified suspension and alloy
wheels with TRX tyres. By
contrast, Ford deemed the
1.7-litre version sold on the
Continent too slow for British
motorists, and neither was
the two-door Mk2 saloon
marketed in this country.
The marque gained much

publicity when Euston Films
used a silver example in the
fourth and final series of
The Sweeney. One intriguing
period detail is the Flying
Squad’s 2.8iS retaining a
Winkworth bell. The Granada
Mk2 enjoyed further stardom
in The Professionals when, in
1977, Mark One Productions
ended its agreement with
British Leyland. Bob Rocca, the
expert on the show, believed:
‘Ford, who’d just had great
success on The Sweeney, put
their cars forward, and BL
just couldn’t compete with
the amount of cars offered
on a permanent basis.’
George Cowley exchanged his
Turmeric Yellow Rover 3500
SD1 for a Jupiter Red Granada
Ghia 2.8i, with the later
episodes featuring a Midnight
Blue example.
Motor Sport found the 2.8iS
not so much ’a Mercedes-Benz
or a BMW eater so much as
a most acceptable luxury car
in its own right.’ Car seemed
www.classicsworld.co.uk

MARQUES & MODELS
FORD GRANADA MK1 AND MK2

less impressed, arguing: ‘If
you’re into handling and
not much else, it’s simply
terrific; otherwise it feels
too underdeveloped, too
cold and crude, something
of a boy-racer machine.’
At the opposite end of the
performance spectrum, Ford
offered a 2.1-litre diesel unit
sourced from Peugeot – a first
for their car range – for the
taxi market. Autocar referred
to the 2.1D as ‘Slowest of
the Slow,’ but at £5087,
the Granada was vastly less
expensive than the MercedesBenz 240D at £7900.
In October 1978, the
Hyundai Motor Company
launched its own version of
the Granada Mk2. In February
1968, they’d signed a contract
to assemble the Ford Cortina
Mk2, and by 1969 the South
Korean concern introduced
its first large car, a locally
made Taunus 20M. Hyundai
planned to replace it with a
Granada in October 1973,
but the government banned
the production of large cars
with six cylinders or more
in the wake of the OPEC
fuel crisis. After stating their
economic reasons for making
such a vehicle, the Ministry
of Commerce, Industry and
Energy finally permitted
Hyundai to make the Granada
on condition its engine could
not be larger than three litres.
In addition, the domestic
content had to exceed 20%,
and the company could only
build one six-cylinder model
for every five four-cylinder
www.classicsworld.co.uk

cars it exported. Hyundai
offered buyers 1.7-litre,
2.0-litre or 2.8-litre units, with
priority given to government
ministers, other high-ranking
officials and the CEOs of
large corporations. The
Granada cost more than an
apartment, and its principal
domestic rivals were the
Saehan Motors-assembled
Opel Rekord E and the Kiabuilt Peugeot 604. Sales
figures reached 4743 when
the Grandeur – a rebadged
Mitsubishi Debonaire –
replaced it in December 1985.
Fewer than ten Korean-built
Granadas are said to survive.
On 1st March 1979, Ford
launched the Ghia Estate,
and the brochure was a
minor classic of the genre. Its
illustrations appealed to the
buyer’s inner social climber:
tweeds, a country house and
several braces of pheasant in
the boot. Two months later
Ford introduced the Ghia
Sapphire with TRX tyres, S

pack uprated suspension and
striking Midnight Blue over
Strato Silver paintwork. The
price was £8211, or £8469
with fuel injection. The
brochures in 1979 stated the
2.8i GL and Ghia saloon and
estates ‘are now fitted with
the following equipment
as standard - namely alloy
road wheels, a front antiroll bar, Sports suspension,
Gas shock absorbers and a
Sports gearshift knob.’ The
2.8iS was no longer offered,
while ‘GL models with this
equipment have a special GLS
badge at the rear.’ Slightly
less glamorously, the Taxi
Pack option for the L and the
Diesel included ‘Heavy-duty
seats’ and a ‘visual/acoustic
alarm system triggered by foot
switch near the clutch pedal.’
For motorists who demanded
more performance, there
was the Broadspeed Twin
Turbo with a pair of Garrett
AiResearch TO3 turbochargers,
available only via H. Perry Ltd

of Benfleet. At £14,950 it
was far more expensive than
a standard 2.8i Ghia, but the
top speed was an impressive
130mph, with 0-60 in 8.6
seconds. Motor thought
Broadspeed had ‘turned an
already fine car into something
very special indeed.’
1980 marked the launch of
the Chasseur, a limited-edition
Granada made to celebrate
the Winter Olympics. This was
no mere 2.8GL Estate, but a
car ‘Equally at home on the
Grouse moor, in the paddock
at Silverstone or at the Marina
at Monte Carlo.’ Ford sold 500
Chasseurs and the equipment
included alloy wheels, electric
windows, leather seats, a
duotone paint finish and even
four specially devised suitcases
as befitting a Granada for
‘the wide open spaces.’ Such
decadence could be yours
for £10,408 in carburettor
guise or £10,725 for the fuelinjected version. That year
also marked another special

SEPTEMBER 2024 ❙ CLASSICS WORLD

99

MARQUES & MODELS
FORD GRANADA MK1 AND MK2

edition model for the more
economy-minded owner. The
L-based Talisman was £6274 in
2.0-litre guise or £6931 for the
2.3-litre – reasonable prices
for a Granada with a sliding
roof, the GL’s centre console
and seats, headlamp washers,
inertia reel rear seat belts and
‘simulated wood-grain fascia.’
In 1981, Ford improved
the Granada’s equipment
across the range, while the
GL was now available with
the 2-litre engine. That year,
the L-based limited-edition
Consort came with two-tone
paintwork, driving lamps,
headlamp washers and a
sliding roof at a price of £6900
for the 2.0-litre or £7610
in 2.3-litre form. Facelifted
models debuted in October
1981, and Ford dealers could
boast of £50million worth
of improvements, including
brakes, suspensions, interiors
and a new grille. Prices
commenced at £7210 for
the 2.0L, rising to £12,995
for the 2.8i Ghia Estate, and
keen drivers were especially
interested in the 2.8 Injection

– the heir to the GLS, which
featured modified spring rates,
an improved power steering
pump and Bilstein gas-filled
shock-absorbers front and
rear. At £11,720, the Granada
Injection was slightly cheaper
than the £11,982 BMW 528i.
Motor Sport believed: ‘The
Ford gives more for your
money in terms of equipment
and passenger comfort, but
the BMW comes out on top in
terms of driver satisfaction.’
In early 1982, Dagenham,
as part of the ‘Ford Gives You
More’ campaign, dropped
the L’s price by £350, the
2.3GL by £667 and the 2.8
Injection by £796. The L now
boasted central locking and
a remote-control passenger
door mirror, and the GL had
electric front windows, a radio
stereo-cassette player and
tinted glass. The new flagship
was the Ghia X, which had
power-adjusted heated front
seats, air conditioning, a trip
computer and metallic paint
as standard. Car thought it
‘exactly the kind of car you
love to have waiting at the

100 CLASSICS WORLD ❙ SEPTEMBER 2024

airport on a wet Friday night,
to drive without effort or
undue thought’ – precisely
what many barristers and
stockbrokers contemplating
spending £11,995 on a 2.8i
Ghia X saloon required
Towards the end of the
year, the 2.5-litre Diesel
replaced the 2.1-litre version.
When Autocar evaluated the
Estate version in 1983, the
price was £8295, and the test
found its performance ‘now
acceptable.’ In late 1983,
the L lost its central locking
and electric front windows,
features found on the new
LX, which also boasted tinted
glass and electrically powered
and heated door mirrors.
Prices started at £7553 for the
2.0LX; a 2.3-litre version was
also available.
The final hurrah for the
Granada Mk2 was in 1984
with the launch of the UKmarket only Ghia X Executive.
‘When did you last buy a car
that smelled as good as this
new Ford Granada?’ asked
Ford, in a slightly unfortunate
anticipation of Alan Partridge’s

confrontation with the Chief
Commissioning Editor of BBC
Television. They further invited
prospective buyers to: ‘Open
the door of the new Ford
Granada Ghia X Executive, and
you are greeted by the lovely
fragrance of real top-speed
leather upholstery.’ All for
£13,717 in carburettor form or
£14,290 with fuel injection,
even if the Ghia X Executive
was only available in limited
numbers. This was because:
‘the top grade hides which are
supplied by Connolly take over
sixty hours each to tan, soften
and turn into fully dressed
leather.’ The Executive’s
hide-covered steering wheel
and front centre armrest
would surely have impressed
Norwich’s finest DJ.
When the Mk3 replaced
the Granada Mk2, it seemed
to mark the end of an era for
many enthusiasts. Sales were
504,747 Mk1s and 918,969
Mk2s, compared with 303,345
Rover SD1s. This had been, as
one 1972 advertisement put
it, a Ford ‘built to take on the
best in Europe.’

www.classicsworld.co.uk

GOING INTO THE RED

There is a definite bias towards red in this issue's feature as we trawl through
the Ferrari archives, but contrary to popular belief, not every car to wear the
prancing horse badge is that colour! REPORT: SIMON GOLDSWORTHY WITH HELP FROM COLIN SOWTER
X Alfa Romeo P3

Why start a feature on Ferraris with an Alfa Romeo? Because
Enzo Ferrari set up Scuderia Ferrari on 16th November 1929
and became effectively the Works team for Alfa Romeo. At Le
Mans in 1932, the Alfa Romeo 8C 2300 Spider became the very
first car to sport the Prancing Horse as part of its livery. The
Alfa Romeo P3 as pictured here was the first genuine single
seater racing car. Introduced halfway through the European
1932 Grand Prix season in June, the P3 won its first race in the
hands of Tazio Nuvolari and went on to win six races in total
that year, driven by both Nuvolari and Rudolf Caracciola. These
victories included all three major Grands Prix in Italy, France
and Germany. In late 1937, Scuderia Ferrari was absorbed into
Alfa Romeo, but Enzo left in 1939 and set up his own company,
although he could not call it Ferrari until 1945.

W Ferrari 125 S

This was the first car to sport the Ferrari
badge. With a 12-cylinder engine, it roared
to life for the first time on 12th March 1947.
Two months later, the car made its track
debut at the Piacenza Circuit. Enzo Ferrari
dubbed this maiden outing 'a promising
failure' after the car was forced to pull up
with a fuel pump problem whilst leading the
race. However, just nine days later Franco
Cortese drove the 125 S to victory in the
Rome Grand Prix. This was the first of six
victories the 125 S delivered in 1947, the most
notable of which was the Parma Grand Prix
with Tazio Nuvolari doing the driving.

X Ferrari 275 GTB4

This car originally belonged to Steve
McQueen, who took delivery in San
Francisco when he was filming Bullitt.
In 2012 it was taken by its then owner
to Ferrari Classiche for the company’s
authenticity certification process,
knowing that at some time during the
1980s the car had been converted to
a Spider. Under the provisions of the
certification process, a Ferrari can only
be authenticated if it is to exactly the
same specifications as when it left the
factory. The new owner decided to return
this car to its original coupé form and
Ferrari Classiche reproduced the roof and
buttresses with hand-beaten steel panels.

102 CLASSICS WORLD ❙ SEPTEMBER 2024

www.classicsworld.co.uk

ARCHIVE IMAGES
DO YOU REMEMBER WHEN...?
W Ferrari 158

The car is from 1964, but the full colour and fullface racing helmet betray the fact that this is a
more contemporary shot. In fact it was taken at
Goodwood's Festival of Speed in 2010. Powered
by a 1489cc V8 engine, it was the 158 that carried
John Surtees to the Formula 1 title in 1964,
making him the only driver to have won the top
titles on both two and four wheels. Surtees won
the F1 title with 40 points, pipping Graham Hill's
Lotus to the post by a single point.

X Ferrari 458 Italia

There is no mistaking who this is in characteristic
pose – eight time Olympic gold medal sprinter
Usain Bolt. The picture was taken in 2010 when
Bolt visited Maranello and tested a 458 Italia and
a 599 GTB Fiorano on the company's own test
circuit. This car, (proving our earlier point that not
all Ferraris are red!) was the 458 Italia, of which
Bolt said: 'It’s a little bit like me, very reactive and
determined!' The 458 was current from 20092015, powered by a 4497cc V8 generating 570PS
at 9000rpm and 540Nm of torque at 6000rpm –
that's 398lb.ft in old money.

W Ferrari F8 Tributo

Linking the present with the past (and a view that
most of us can only dream of!), this is the cockpit of
the F8 Tributo in 2019, a car which Ferrari described as
representing 'the highest expression of the Prancing
Horse’s classic two-seater berlinetta.' The 3.9 twinturbocharged engine produced 720PS, making it the
most powerful V8 ever to be mounted in a nonspecial series Ferrari. As for the interior, this was said
to 'retain the classic, driver-oriented look typical of
Ferrari’s mid-rear-engined berlinettas.'

X Ferrari 512S

We going back to 1970 now for this shot of Jacky
Ickx at the wheel of a Ferrari 512S at Brands Hatch
during the BOAC 1000km endurance race. As you
can see, the weather was atrocious, and although
Ickx was something of a wet-weather specialist, his
race was not helped when he had to pit with wiper
motor failure. The pairing of Ickx and Jackie Oliver
eventually finished 8th on 213 laps, three places and 12
laps behind another 512S piloted by Chris Amon and
Arturo Merzario, who were themselves 10 laps behind
the winning Porsche 917K of Pedro Rodríguez and Leo
Kinnunen. The 512 stood for five litres and 12 cylinders.
www.classicsworld.co.uk

SEPTEMBER 2024 ❙ CLASSICS WORLD

103

ARCHIVE IMAGES
DO YOU REMEMBER WHEN...?
W Ferrari F40

Designed by Pininfarina, the F40 was built to
celebrate Ferrari’s 40th anniversary. Current
from 1987 until 1992, it has the distinction
of being the last Ferrari car to be personally
approved by Enzo Ferrari. Ferrari described
it as 'very fast, sporting in the extreme and
spartan.' It was also extremely expensive
at nearly £200,000 when launched, but
then again in some ways that might be
regarded as a great investment because one
in excellent condition today could be worth
a cool £2.5m! This eye-catching image was
taken on the first Ferrari Legacy Tour in 2023.

X F40 Engine

This work of art is the engine that was mid-mounted
in the F40. It was a high-revving 2936cc, twin
turbocharged and intercooled 90° V8 generating
a peak power of 478PS at 7000rpm and 577Nm
(426lb.ft) of torque at 4000rpm. That was enough
to propel the 1254kg F40 to just under 200mph. The
whole F40 project evolved from the Group B racers
that were banned by the FIA for the 1986 season,
an evolution that was intended in part to show that
such powerful cars could be tamed for road use by
normal (albeit well-heeled) drivers.

W Ferrari 156

This is the 156 F1 car that Ferrari designed after the
rules were changed to reduce engine capacity from
2.5 to 1.5-litres and campaigned from 1961-1964. It
was dubbed the 'shark nose' because of its distinctive
air intakes, but those were lost in a redesign for
1963. This was the car that powered Phil Hill to the F1
Driver's Championship crown in 1961, a tremendous
achievement that was somewhat overshadowed at
the time by a tragic crash involving his teammate
Wolfgang von Trips at that year's Italian Grand Prix
which not only killed von Trips, but 15 spectators too.

X Ferrari 288 GTO

The F40's predecessor was the 288 GTO, first presented
at the Geneva Motor Show in 1984. The GTO was the
first Ferrari to sport a longitudinally mounted V8 with
twin turbos. The 2.8-litre capacity coupled with its eight
cylinders earned it the unofficial 288 moniker, while its
official name was a reference to the legendary 250 GTO
of the early 1960s. Initially Ferrari aimed to build just the
200 examples required to be granted homologation for
Group B racing, but a total of 272 were built before its
production run ended in 1987.

104 CLASSICS WORLD ❙ SEPTEMBER 2024

ARCHIVE IMAGES
DO YOU REMEMBER WHEN...?
W Dino SP

We've seen this picture before, but it is such a
cracking image we thought it deserved a second
airing. It's not technically a Ferrari because Dino
was a marque name used for smaller cars from
1957-1976, named for Enzo's son Alfredo 'Dino'
Ferrari who died from muscular dystrophy in
1956 at the age of just 24. The Dino 206 was the
company's first mid-engined road car, but this is
the Dino 206 SP version built for hillclimbing.

S Ferrari Testarossa

We had to clear space to do this wonderful cutaway drawing of
a Testarossa justice. As the Type 510 it was in production from
1984-1991, with the evolution 512 taking over from 1992-1996.
No fewer than 9939 examples were built, making it something
of a mass-produced Ferrari. The Testarossa name sounds
tremendously dashing, but in reality refers merely to the red
cam covers on the normally aspirated 4943cc longitudinallymounted flat-12 engine. Italian has a way of doing that to
words – the Fiat 131 Mirafiori sounds incredibly exotic, but
Mirafiori was just the Turin district where it was built.

X Ferrari 375

This looks to us like the 4494cc V12 375 that debuted at
Monza in 1950. In 1951 it scored Ferrari's first ever F1 win, at
Silverstone with José Froilán González at the wheel. It was
to be the first of many wins though, and with 15 F1 Drivers
Championships and 16 Constructors Championships to date,
no other team can boast such an impressive record. And that
is in addition to victories in sportscar and endurance racing,
road races such as the Targa Florio, Mille Miglia and Carrera
Panamericana and many more. Yes, since 1951 Ferraris have
been welcomed home by an awful lot of chequered flags!
www.classicsworld.co.uk

ARCHIVE IMAGES
DO YOU REMEMBER WHEN...?
W Ferrari 488 GTE

In the centre of this collection is a 488 GTE
Grand Tourer racing car, pictured in Ferrari's
Maranello museum as part of a display
celebrating the company's incredible history
of motorsport triumphs. The 488 features a
3902cc V8 engine, its name deriving from the
488cc in each cylinder. (There must be some
rounding up going on there, because 488 x 8
= 3904!) This was current from 2015-2019, so
obviously newer than most cars that we feature
in Classics World. However, we have said before
that sports cars become classics more quickly,
and none are faster than a Ferrari!

X Ferrari Testarossa

We've included another image of the
Testarossa, this time with its clothes on, so
to speak. The profile shot looks like it is in
a wind tunnel, partly because of the curves
that make a spoiler unnecessary, but also
because of the distinctive air intakes that
were nicknamed the cheese graters – they
were designed that way because legislation
in many countries banned the use of large
openings in vehicle bodywork. They helped
make the rear of a Testarossa wider than the
front, as did 10in wide rear wheels.

W Ferrari 330

This factory shot looks to us like it shows a lineup of 330GTs on the left, which would place it in
the 1960s, probably after 1965 given the single
headlamps. The 330 had a new 3967cc V12 engine,
making it much faster than the 250GT it replaced –
that poor devil had to make do with a mere 2953cc
spread between its 12 cylinders!

X Enzo Ferrari

We had to end with a picture of the great man himself
– Enzo Anselmo Giuseppe Maria Ferrari. Born in 1898,
he died at the grand old age of 90 in August 1988.
It has long been said that Ferrari only produced and
sold sports cars to finance his racing endeavours, and
racing was always the main driving force in his life – Fiat
were to take a 50% in his company in 1969, but Ferrari
retained control of the racing department. Autocratic,
demanding and with a single-minded drive to race and
to win, few titans of the automotive world have left
such a unique and enduring legacy.

106 CLASSICS WORLD ❙ SEPTEMBER 2024

The

TRUTH
about...
the Volvo
340/360.

The Dutch car with a Swedish accent and French blood, loved by British folk with
beige slacks. Is there anything there for the enthusiast? Report: Terry Burgess

V

olvo in the
1970s was a very
fashionable brand.
The big, boxy
144 dating from 1967 had
transmogrified into the
244, which added massive
bumpers, a bigger OHC
engine and a trendsetting
lean-back front end. Inside
was a chunky, stylish, black
facia and comfortable
seats with functional head
restraints. Volvo laid the
emphasis on solid durability
and safety. The bumpers
were for the US market,
where the big Volvos sold
extremely well, and for the
even more affluent buyer
there were luxury models
with leather upholstery, and
the 264 model with a 2.7-litre
V6. The estate car versions had
huge carrying capacity and
became the definitive vehicle
for the antiques dealer.
What Volvo didn't have
was a small car. The old
PV444/544 models were long
gone. The Gothenburg factory
was flat-out with existing
models, but the Dutch DAF
company, which was primarily
a truck and bus manufacturer,
also had a car manufacturing

108 CLASSICS WORLD ❙ SEPTEMBER 2024

plant at Born and this was
sold to Volvo in 1975, leaving
DAF to concentrate on its core
business. Remarkably, a lightly
face-lifted DAF 66, introduced
in 1972, was rebranded as
a Volvo 66 and appeared in
August 1975. The Volvo brand
had a certain snob value,
but whilst 146,000 DAF 66s
were sold in three years, the
Volvo 66 sold only 106,000
in five years, by which time it
was admittedly a very dated
design and had been rendered
www.classicsworld.co.uk

obsolescent by the advent of
the Volvo 340 as early as 1976.
You could be forgiven for
thinking that whereas the
Volvo 66 was merely a DAF
with a Volvo mask, the new
340 was a proper Volvo. It's
time I mentioned Renault,
the French connection. DAF
had used Renault engines in
both the 55 and 66 models
since 1967, initially at 1108cc
and then at 1289cc on more
expensive 66s. Other DAF
models, which included the
33 and 44, had used a flattwin, air-cooled unit. All DAF
cars and Volvo 66s also used
DAF's Continuously Variable
Transmission with twin rubber
belt drive, and all 66s had a
DeDion rear suspension using
leaf springs.
The new 340 used a
very similar mechanical
specification, but with a
1397cc Renault engine
giving 70bhp and 80lb.ft of
torque. This was not really a
Volvo design, but had been
planned by DAF who had
needed a partner to bring
it to production. Volvo was
attracted by the prospect of
easy access to the European
Economic Community market
as Holland was a member but
Sweden was not, and also
by access to Renault engines
which would obviate the need
for Volvo to develop a new
small-car powertrain of its
own and tool up for it.
Initially the 340 was
available only with CVT
and this limited its appeal,
particularly in the UK where
fully automatic transmissions
had never enjoyed widespread
acceptance in small cars. By

www.classicsworld.co.uk

1979, the 340 had moved
on. Volvo had adapted the
M45 manual transmission
from the 200-series to fit the
smaller car, and also revised
the interior to create a much
more upmarket feel with a
new fascia, steering wheel,
seats and door cards, using
more parts and styling cues
from their larger models and
effecting a transformation
from the previously DAFdesigned interior. A five-door
345 version came in the
same year, along with better
brakes and wider wheels.
Larger wrap-around bumpers
followed in 1980, and in 1981
the 2-litre Volvo B19 engine
was offered, only with manual
transmission. This was possible
because, unlike most cars in
its class, the Volvo 340 was
rear-wheel-drive. Furthermore,
the gearbox was in unit with
the final drive at the rear of
the car, which left more room
for the engine and its clutch
at the front. A torque tube
connected the two units.
It was a unique arrangement
in a small car and gave
excellent weight distribution.

Although much despised by
our more flamboyant motoring
journalists who decried its
somewhat dumpy styling and
upper-middle class pretensions,
the 340 was now selling very
nicely. A further face-lift for
the 1982 model year saw
another new dashboard,
revised bumpers, bonnet, grille
and headlamps, to give the
car an appearance ever more
closely aligned to the 200.
In 1983 the fuel-injected
B19E, 115bhp engine was
added to the range in the form
of the 360GLT, which also had
alloy wheels, a smart velour

interior, a boot spoiler,
lowered suspension and a
front spoiler with integral
driving lamps. That car was a
far cry from the weedy 1976
1.4-litre CVT original!
In 1984 a four-door
saloon was added to the
range along with a 1.6-litre
54bhp diesel model (not
in the UK), and another
substantial face-lift followed
in 1985, with the B19
engines giving way to the
low-friction, unleadedfriendly B200 engine – Volvo
was an early adopter of the
now ubiquitous catalyst

SEPTEMBER 2024 ❙ CLASSICS WORLD

109

The TRUTH about...
technology, the later models
being adorned with the
word in large chromium
letters on the tailgate.
That same year, a 1.7-litre
OHC Renault engine was
also offered with manual
transmission.
In all, the 300-series
was produced for 15 years,
continuing alongside
the new 440 from 1987
until 1991, by which time
roughly 1.1 million had been
produced, which compares
with 2.6 million 200-series
cars in 19 years from 1974 to
1993. Most production was
destined for the European
market, although there were
sales elsewhere from 1982,
with Indonesia assembling
340s from CKD kits and
Malaysia assembling 360s.
No 300-series cars were sold
in the US, but 360GLTs were
exported to Australia and
New Zealand. Following the
deletion of the diesel model
in 1989, a 1.3-litre, low tax
petrol model was offered
in Finland, Belgium and
Italy. A 340 van, only with
the 1.4 engine, was also
offered from 1982, based
on the five-door body. The
most powerful production
360 was the 1981 R-Sport
model, with twin doublechoke Solex carburettors
and 122bhp, but only 100 of
those were built.
My own experience of the
300-series Volvos is limited
to two cars, a 1984 360
GLT three-door (my son's

first car in 1997) and a 1988
340 1.7 5-door which I later
owned. The GLT was dark grey
metallic with grey and white
striped velour upholstery, had
just 69,000 miles on the clock
and was remarkably cheap
for my son to insure. I drove
him in the car on a weekend
trip to Worcestershire, which
included a visit to the nowdefunct 'Shakey' drag strip.
All I can say is that it was
a better car than whatever
I was running at the time,
being comfortable, quiet and
quick. The only fault was that
the gearbox could be a little
crunchy from time to time
when changing into 3rd.
When he eventually
decided to sell his Volvo, I was
tempted to buy it myself, but
it was to be 14 years before
I bought one of my own, a
1.7 DL for £225 with no MoT
and about 37,000 miles by
one lady owner. It wasn't as
cool as my son's old car, but

110 CLASSICS WORLD ❙ SEPTEMBER 2024

was a stupendous bargain.
A local breaker's yard had
a GL model in stock at the
time and I was able to take
anything I wanted for only
£30. I came away with four
wheels with excellent tyres,
four full Volvo wheel covers,
the whole velour interior,
the instrument cluster with a
tachometer (which plugged
straight in), a full exhaust
system and quite a bit more!
The 1.7 gave good service
with decent performance and,
on a weekend trip to North
Norfolk and back, achieved
an incredible 47.78mpg. You
cannot imagine the selfrestraint that took!
My excuse for changing that
car for a Hyundai Accent 1.3LSi
was that there was nowhere
to comfortably rest the clutch
foot. I sold it to a businessman
who said he had become very
disenchanted with his new
Aston Martin, which kept
going wrong. He just wanted

reliable wheels. That was his
story, but the business isn't
there now, so maybe there
was more to it.
I could mention that the
300-series had some success
in rallycross and rallying
which might convince you
that it was really much more
than a blue-rinse special,
as fashionable at the bowls
club as it was at the senior
citizen's coffee morning, but
in truth the small Volvo range
is genuinely interesting, with
an unusual mechanical layout
having more in common
with an Alfa Romeo than
an Austin Maestro, and the
larger-engined versions were
very competent cars. They
may not have had quite the
build quality of their larger
brethren, but they were a
cut above the general run of
small cars with a good dose
of Volvo safety.
Today, they offer an
authentic rear-wheel-drive
option from an era awash
with FWD rivals. And believe
it or not, they are actually
becoming cool. Even the
shape appeals with its
uncompromising straight
lines, and because they were
mostly privately bought by
mature owners, it shouldn't
be too hard to find a wellpreserved, low-mileage
example. I must admit to
being tempted even by the
1.4 CVT version, which is
such a curiosity with its
rubber belts and variable
pulleys, but a 360 GLT with a
tuned 2.3-litre engine from a
740 could be so much more
CW
fun. Drift car, anyone?
www.classicsworld.co.uk

KIT & CLASSIC CAR PARTS SPECIALIST

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Welcome to the section of the magazine that focuses on cars from the 1990s and
2000s, cars which are often accepted as classics already – or which soon will be.
While writing the ‘how to spoil your…’
guide on the Honda S2000 this issue,
it occurred to me that often the best
way to get the most out of your
modern classic is simply to keep on top
of regular maintenance. The Honda is
an absolute gem, but its high-revving
F20C 2.0-litre cries out for oil and filter
changes every 9000 miles, and also
because it has a taste for the black stuff, the dipstick also
needs pulling on a regular basis to prevent it running dry. If
you end up needing a new engine or an engine rebuild, a
car that might have cost as little as £5000 suddenly starts
looking very expensive. As the old adage goes, prevention is
always better than cure.
The snag is, even the most meticulously looked after
modern classics can go wrong, and if you’ve invested in
something more exotic, things can get a little more sketchy.
Like the Bentley Continental Flying Spur project we ran

in this section where even the faintest glow from a dash
warning light would prompt our man Paul Wager to make
an unscheduled change of underwear.
We’re talking worst case scenarios here of course
because in reality there are all manner of specialists out
there who can either refurbish electronic componentry on
cars from the 1990s and later or help you source a decent
secondhand replacement. And to be honest, more often
than not electrical glitches are down to something simple
like a bad earth that can be put right for very little financial
outlay anyway.
The big attraction of owning an older car has always
been the fact you can maintain and fix them yourself, and
for the most part this rings true with cars that are just a few
decades old as well. In that respect, buy with confidence,
don’t skimp on servicing and enjoy!

Ian Cushway

Editor

In this issue…
UNDER THE HAMMER

TEMPTING MODERN
CLASSICS AT AUCTION

FORD FOCUS ST170 PROJECT

WE SORT THE
TYRES AND BRAKES
www.classicsworld.co.uk

FORGOTTEN HERO

REMEMBERING
THE ROVER 25

SPOIL YOUR...

HONDA S2000: TOP TUNING
ACCESSORIES

BUYING GUIDE

HOW TO PICK THE BEST
BMW E39 M5

ONES TO WATCH

OUR PICK OF SUREFIRE
FUTURE CLASSICS
SEPTEMBER 2024 ❙ CLASSICS WORLD

113

UNDER THE HAMMER

MODERN CLASSICS
AT AUCTION
Auction houses are awash with cars from the 1990s era onwards which have the
potential to become collectable. Here’s some which recently caught our eye
WORDS: IAN CUSHWAY

Sout West Vehicle Auctions

T

he second sale from South West Vehicle Auction’s impressive
new HQ was amongst the most eclectic we’ve seen from
the Dorset firm, with all manner of modern classics finding
new homes. Convertibles were in demand, with a 2004 Mercedes
R230 SL350 offering stylish cruising for £5100. Here were some of
the other entries that got our modern classic juices flowing.

2002 MGF – £1000
Another silly cheap modern classic that we would have found
difficult to ignore given the fact it’s only covered 59,956
miles and was accompanied by a wad of invoices totalling
£4000 amongst all the old MoTs and other documents. A
real history file treasure trove, in other words. Best of all, it
came with a factory hard top so it’s a modern classic that
could be used all year round.

2005 Jaguar XK8 Convertible – £1600
In silver with a black leather interior, this bargain Jaguar lot
was described as requiring some restoration on the body,
with some areas requiring substantial work. To be honest, it
didn’t look bad in the pictures. Indeed, with just three former
keepers, a warranted mileage of 127,029 and invoices totalling
over £15,000 in its history file, this big cat sold for what
seemed like no money at all. A ’99 XKR in the same sale made
an equally derisory £3400.

1995 Rover 220
Coupé – £2450
We liked this Rover,
especially as it was in
attractive Tahiti Blue
with a black leather
interior. The 220 is a
great car and really
shifts, thanks to its 135bhp 2.0-litre 16v T-Series engine which
replaced the M16 used in previous models. Again, here’s a
smart modern classic you could use every day.

1998 Honda
Prelude – £3900

1999 Ford Escort Finesse – £350
Okay, so you spotted the rust in that rear wheelarch, but
at this price this range-topping Escort was too good to
miss. Especially as it had only covered a paltry 68,178 miles
– although this couldn’t be warranted given the lack of
paperwork. The Finesse even got aircon and a CD player! You
just don’t see cars like this come up for sale that often.

114 CLASSICS WORLD ❙ SEPTEMBER 2024

The swish Prelude was
a lovely car to drive, if
perhaps to some eyes
a little dull to look at.
That said, this Cypress
Green metallic example
looked great with its beige cloth interior. This one’s only done
68,138 miles and underwent a £15,000 restoration to return
it to as new condition. Given its hammer price, someone’s
obviously taken quite a hit then.
www.classicsworld.co.uk

Classic Car Auctions

C

CA’s latest auction took centre stage at the Tatton
Park Classic and Performance Car Spectacular show
and featured a catalogue brimming with projects and
modern classic icons. The market’s continued fondness
for affordable luxury was clear to see with a meticulously
maintained 1995 Bentley Brooklands selling for £12,938, while
a brave buyer secured a 2000 Ferrari 456M GTA – fresh from
a mechanical overhaul but in need of some cosmetic attention
– for £19,833. Japanese icons of the 1990s and early 2000s
continued to prove popular too, with a rare Prodrive-fettled
2008 Subaru Impreza GB270 looking good value at £6554,
while a 1998 Impreza Terzo, one of just 333 special editions
made, sold for £8325. Here are some of these, and other lots
from the catalogue that tickled our future classics fancy.

2007 Vauxhall
Monaro VXR –
£15,975
Being so rare, you’ll
probably have only
seen a handful of
these so we were
chuffed to see this
one come up in
Quicksilver with
black leather. This
one’s been tickled with a specialist modding stick and has only
done 40,112 miles. Strong money, but deservedly so.

1991 Honda CR-X VTEC – £10,125
We were surprised by how much this relatively harmless looking
Honda made. Again, rarity has played a big part because you
just don’t see them for sale in this original condition anymore.
And you’d have to agree, its wonderfully futuristic styling has
lasted the test of time incredibly well. This is possibly the best
example you’ll see because it is in desirable Celestial Blue with
black leather trim, and had been in the same family for 28 years
so there was lots of history – including the original bill of sale.
Oh, and there was 110,000 miles on the odometer.

1990 Mitsubishi 3000GT (Z16A) – £3150
The great looking 3000GT has everything you’d want
from a 155mph coupé: a turbocharged 3.0-litre V6, sixspeed gearbox, four-wheel drive, four-wheel steer, clever
electronically controlled suspension, traction control,
leather… Which makes this 77,517 mile example one hell of
a bargain. Seriously, as a future classic performance car it’s
truly an unbeatable buy.

2006 Bentley Continental GT
– £22,083
1998 Subaru Impreza Terzo –
£8325
The collectors’ market likes rarities,
and being number 60 of 330 made,
this special edition Terzo model
Impreza with its Blue Mica paint and
gold wheels will no doubt continue
to attract attention for many years to
come. The B7 SUB plate came with it!

www.classicsworld.co.uk

1988 VW Golf GTI Mk2 –
£11,250
How much? Obviously a few people
wanted this smart second generation
GTI – we suspect because it’s totally
original and has covered just 30,375
miles since it left the showroom. The
cloth seats looked like new, as did the
silver paint on the factory steel wheels.
It was originally supplied by Colindale
in North West London, then obviously
stayed local having subsequently been
serviced by Alan Day in Finchley and
a VAG specialist in Radlett before the
owner moved to Cheadle. Again, cars
like this don’t come onto the market
very often so it was worth every penny.

If you were inspired by our Bentley
Continental Flying Spur project, then
you’re bound to be tempted by this
barely run in GT. With just 18,000
miles under its belt and all the servicing
done by a Bentley main agent, if you
were looking for one this would surely
be it. New, it was a mouthwateringly
expensive £122,682, so you’re getting
£100,000 off!

SEPTEMBER 2024 ❙ CLASSICS WORLD

115

FORGOTTEN HERO

EASY, ROVER
The Rover 25 represents a painful period for the marque, but for classic car
lovers at least, that only serves to endorse its future classic credentials

L

aunched on a wave of
cautious optimism at the
1999 London Motor Show,
the Rover 25 was essentially a
reworked version of an existing
model, the 200. Rover had
made the brave decision to go
upmarket with its supermini,
giving the new kid on the
supermini block a nose job
which mimicked its Rover 75
sibling as well as some of its
plush interior fittings.
It was offered in a variety of

different guises from 1.1-litre
eight-valve to 1.8 VVC in
the rare and now collectable
GTi, with the 1.4i 16v models
representing by far the biggest
chunk of sales. It was also sold
with Rover’s 2.0-litre L-Series
diesel. The bodyshell, three
or five-door, was basically the
same as the outgoing ‘R3’ 200.
Alas, as fans of the Rover
marque will be agonisingly
aware, things started to go
seriously belly up soon after

the first examples hit the
road here in the twinkling
twilight of the old millennium.
By then the situation at
Longbridge was dire; BMW
was haemorrhaging money,
the government weren’t willing
to step in to help and by the
end of 2000 the BMW/Rover
relationship was on the rocks,
with the Phoenix Consortium
having bought the company
off the Germans for a tenner.
What was meant as

something of a stopgap model,
the Rover 25 continued to
be on sale until MG-Rover’s
eventual demise in 2005. Of
course by the time all the
unsold stock had sold, they
were looking embarrassingly
out of date. Worse still, as
a casualty of MG-Rover’s
cost-cutting Project Drive
programme, the last cars
weren’t even undersealed.
Thankfully, there’s an
upside to this rather torrid tale

What to pay
We’re confident you will be able to pick up a running 25 for
as little as a few hundred pounds, and with a grand in your
pocket you can be a lot more choosy. As little as £2500 will be
enough to bag a late, low mileage Rover 25 in decent spec.
Fancy a Streewise? Well, we spotted a 2004 1.4 with a
paltry 61,000 miles under its belt being sold by a dealer in
Redcar for just £1395, which is so ridiculously tempting.
There are some equally attractive ZRs in the classifieds, too.
How about a barn find 2006 1.4 MG ZR Trophy for £575, or
a 2004 1.8 160 with 99,000 miles on its clock for a measly
£1750? The best cars are rising quickly in value, though.

116 CLASSICS WORLD ❙ SEPTEMBER 2024

www.classicsworld.co.uk

because despite all this, the
Rover 25 was – and still is – a
very good car in many ways.
Its bigger than most of its
supermini rivals (in the front,
at least), is nice to drive, and
boasts an excellent chassis
that’s firm yet comfortable.
Get one of the more exotic
special editions and it could
be quite cossetting inside,
too. The free-revving 1.1 feels
sweet and surprisingly rapid,
though the 1.4 is better for
those doing more motorway
miles. Either way, it’s definitely
worth choosing the 103bhp iL
over the flaccid 84bhp iE.
The sporty MG ZR version,
available from 2001, is now
something of a cult car with
its extra body mouldings,
slick close-ratio gearbox and
a range of pokey engines –
including the raunchy 130mph
1.8 VVC. Incidentally, it also
came with the talented and
quick 115bhp turbodiesel.
The survival rate of the MG
ZR is likely to be higher than
the Rover 25 and while it’s
undoubtedly more interesting,
don’t rule out a poverty
spec model in totally original
condition with low miles as

www.classicsworld.co.uk

history has taught us that
these are the cars which truly
attract the collectors. Talking
of which, another model that’s
likely to interest the collectors
is the Streetwise. Ahead of its
time in concept, the Sports
Activity Vehicle, as it was
called, featured a jacked up
suspension, hefty-looking black
plastic bumpers and roof rails.
The mock off-roader wasn’t a
big seller when new and is an
even rarer sight these days.
In summary then, the 25 is
a cracking proposition for the
modern classic hunter – not
least because they’re just so
easy to own. There’s still a few
around, but the good ones

are increasingly becoming the
prized property of enthusiast
owners so now is a good time
to buy.

Buying one
It goes without saying, you
have to be mindful of rust.
The rear arches are usually the
worst hit areas, though the
front wings and floor sections
can also corrode. Other areas
to check include the tailgate
roof hinges, front subframe
and the boot lock surround.
Reportedly, the earlier cars
were less susceptible to
corrosion than the later
models, but either way it
would make no sense at all to

buy a really tatty one.
Obviously the head gasket
issues on the K-Series engine
are well documented, with
the majority we’d like to think
having been replaced by now
with a more resilient item.
As well at the manuals,
there was a CVT steptronic
transmission which was a big
improvement over the ZF Sachs
unit in the 200. However,
spares are scarce so be wary if
it does not work smoothly.
Ultimately, buy on condition
and mileage above anything
else and avoid the ratty ones
with oily engines, rust and
worn interiors. There are better
cars out there.

SEPTEMBER 2024 ❙ CLASSICS WORLD

117

ULTIMATE DISCRETION
Do you think the breathtakingly good BMW E39 M5 is still the best car
in the world? If so, now’s the time to buy. WORDS: IAN CUSHWAY

T

he first two
generations of
M5 where frankly
phenomenal.
Super saloons powered by
characterful and melodious
straight-sixes which were
just as happy pootling
around town as they were
entertaining on a twisty
B-road, the E28 and E34
set the standard by which
all other quick saloons were
judged.
So, when the E39 broke
cover in 1995, expectations
were understandably through
the roof. After all, the thinking
was that if the 528i and 540i
were this good, just imagine
how utterly brilliant the M5
would be?
And every prediction
proved right when the car was
unveiled at the Geneva show
in 1998, nigh on four years
after the E34 M5 had ceased
production. Even today,
there’s many a bar room
pundit that will insist the E39

M5 is one of the most sublime
saloons ever made as they
work their way through their
packet of Walkers.
And they’ve got a point.
Based on the 540i, the M5
would be the first of BMW’s
super saloons to feature a

118 CLASSICS WORLD ❙ SEPTEMBER 2024

V8 engine and in the M5, of
course, the firm had given it a
heavy whack with the tuning
stick. Bore and stroke were up
to bolster capacity to 4941cc,
the compression was upped
and each throttle body was
individually controlled in line

with proven M-engineering
philosophy. And it didn’t stop
there; other features included
double-Vanos variable valve
timing, modified cylinder
heads, oil cooled pistons,
G-force-sensitive lubrication,
hollow camshafts and all
www.classicsworld.co.uk

BUYING GUIDE
showrooms here in late
1998, it carried a pretty
hefty £60,000 price tag.
Today though, it’s far more
attainable – although it’s
important to swot up and
do your research if you want
to secure yourself the best
example.

What to look for:
Bodywork

manner of other technical
niceties. The result was a
heady 400PS and a car that
went like stink with 0-62mph
being knocked off in a
ludicrously quick 5.3 seconds.
Shorter springs, bespoke
damper valving and beefier
anti-roll bars with the addition
of various traction control
systems – and the addition
of a limited slip differential –
meant it handled beautifully
too. As many an owner has
commented, despite being a
relatively big car it always felt
a lot smaller, lighter and more
lithe than they expected.
Externally the styling was

www.classicsworld.co.uk

typically restrained, although
the 18in Chrome Shadow
alloys, quad exhaust, boot
lip spoiler and bespoke rear
view mirrors gave the game
away to an extent. Inside,
there was the choice of
two-tone or Heritage leather
seats, grey-faced M dials and
inevitably the odd M badge
dotted around the cabin to
remind you that you were in
something just a bit special.
In total, BMW manufactured
20,482 E39 M5s between
October 1998 and June 2003,
vastly more than its two M5
predecessors combined.
Visually it remained virtually

unchanged, though a facelift
in September 2000 introduced
‘angel eye’ headlamps,
revised rear lights, front
parking sensors and Alcantara
headlining.
The model’s success lies in
its versatility because not only
was the E39 M5 exhilarating
to drive, but it was actually
very good at doing all the
other things that saloons do
as well. Like the weekly shop,
albeit at a supermarket sweep
pace and representing a bit
more of a special occasion
over the more mundane family
SUV shopping trip.
When the M5 hit the

Unfortunately, rust will be
your biggest enemy when
buying this era M5. And yes, it
can be serious. Corrosion can
take hold in the wheelarches,
sills, rear jacking points, door
bottoms and boot lid lip, so
take your time and inspect
all of these areas thoroughly.
Those plastic arch liners can
trap mud behind, so try and
peek behind them to make
sure there are no scabby bits.
Look inside the fuel filler
cap, because this is a common
problem area. Also, be sure to
inspect the car for early signs
of rust blisters where the trim
fits to the bodywork, and
check that the lacquer is intact
on those M5 specific plastic
bits like the bumpers, sills and
mirror covers.
Given just how extensive
they can rust, our advice
would be to walk swiftly
away from an E39 M5 with

SEPTEMBER 2024 ❙ CLASSICS WORLD

119

anything more than a few
paint imperfections, because if
you discover rot underneath it
really won’t end well.

Engines
That sophisticated S62 V8 in
the M5 has a Duplex timing
chain, so there’s no cambelt to
worry about as such. However,
the plastic tensioners at the
front of the engine can and

do wear, so bear this in mind
on a high mileage example.
As always, prevention is
better than cure. And you
need to see evidence of
regular oil and filter changes
(with the mention of a good
quality brew being made on
the invoice) which will help
reassure you that the chain
hasn’t worn prematurely.
Incidentally, the early engines

120 CLASSICS WORLD ❙ SEPTEMBER 2024

do consume oil and reportedly
a litre every 1000-2000 miles
isn’t particularly out of the
ordinary.
The cam position sensor can
also fail, so if a car’s difficult to
restart this could be why. The
good news is they’re quick
and cheap to replace.
Lack of power or the car
going into limp home mode
could be down to a duff mass

airflow meter (MAF) which is
another common issue on this
engine. Don’t overlook the
M5’s cooling system, either,
as there are lots of plastic bits
that can fracture and leak.
Finally, perhaps the biggest
worry of all concerns the two
Vanos units which use oil
pressure to adjust cam timing;
a faint rattle when cold from
the helical gears is normal,

www.classicsworld.co.uk

BUYING GUIDE

but if it persists when the
engine is warm, then suspect
wear. The oil seals can also
fail, which will cause a loss in
pressure and eventually result
in the engine light coming on.

www.classicsworld.co.uk

With so much at stake and
most of the worries when
buying an M5 engine-related,
it would probably be worth
getting a specialist to plug in a
diagnostic tool to help ensure

you’re not about to inherit a
host of issues.

Running gear
As you would expect, the rest
of the M5’s underpinnings

are relatively bulletproof. The
springs are unique to the car
and lower it 25mm closer to
the ground, so don’t try and
fits ones from the 540i, and
the steering was tweaked too
with beefier components, a
more direct 14.7:1 ratio which
makes it more direct, and the
addition of Servotronic speed
sensitive power assistance.
Again, look through receipts
on an M5 with lots of miles
because playing catch-up
replacing the various bushes,
track arms, balljoints and links
will soon tot up. Any wobble
through the steering wheel
will probably be tired thrust
arm bushes.
You’ll find a two-piece
floating caliper at the front
for better heat dissipation;
they’re 345mm at the front
and 328mm out back. Don’t
be surprised if someone’s
swapped out the single pot
front caliper for a caliper
with more pistons, although
it points to an owner who’s
obviously put performance
above originality.
The quality of the materials
used inside means the cabin
should still look smart, but
look for bolster wear and
pixelated digital dash displays.
All M5s had leather. See
optional folding rear seats as
a bonus, especially if you’re
planning on doing dump runs
in your quick, new future
classic acquisition. Oh, and
don’t forget to check the
aircon is blowing cold air and
not warm as tracing faults
in the system can be timing
consuming and expensive.

SEPTEMBER 2024 ❙ CLASSICS WORLD

121

YOU MIGHT ALSO CONSIDER...

BUYING GUIDE

Ian Cushway
Modern Classics editor
Aston Martin DB9

Tech spec
BMW E39 M5
Engine (cc)
Power (bhp)
0-62mph (secs)
Top speed (mph)
Average fuel (mpg)

What to pay?
The fact the E39 M5 is just
so effortlessly good hasn’t
gone unnoticed by modern
classic hunters and this has
kept prices firm. Don’t panic
though because there are still
lots to choose from in the
classifieds. The starting price is
£16,000, though we’d be very
cautious about buying a car
for this little money. In truth,
it would be wiser to spend
£18,000 and purchase from
a fastidious private owner or

4941
400PS
5.3
155 (limited)
19.5

a reputable dealer. The best
examples can command as
much as £30,000, though
it’s probably these lower
mileage cars in mint condition
that represent the most
future-proof future classic
investments.
Bear in mind, you’ll need
some rainy-day money
set aside for the usual
maintenance, and that the
M5 demands regular specialist
attention to keep it in rude
health.

122 CLASSICS WORLD ❙ SEPTEMBER 2024

The
unutterably
gorgeous Aston Martin DB9
is a bit more extreme than
the BMW M5 and hardly
any use for families, but it’s
just as compliant to drive
as the BMW and is now
surprisingly affordable. The cabin’s lovely and roomy, too.
What I particularly like is the glorious sounding 450bhp
V12, which offers effortless performance and the ability
to easily eclipse the Bimmer with its 4.7 second 0-62mph
ability.
The snag is that buying one can be a bit of a minefield.
That V12 consumes oil, and big and little end bearing noise
along with piston slap all point to the need for an engine
rebuild which could cost half what you paid for the car in
the first place. Catalytic converters can also fail, the prop
goes out of balance and dampers can leak. Moreover, that
aluminium and composite body is strong and light, but can
corrode and is tricky to repair.
That said, it is an Aston – and the kudos that brings
counts for a lot, even if there is a price to pay for the
privilege. Talking of which, £25,000 should be enough to
get you in a position to buy one – but tread very carefully.
The best cars will be ones that have visited one of the very
good independent Aston specialists on a regular basis.

Simon Goldsworthy
Classics World editor
Audi S4
With an awesome
339bhp on
tap, the slightly
smaller Audi S4 is easily up
to the task of rivalling the
M5. The 0-62mph sprint
is achieved in 5.6 seconds,
and like the BMW, the
creamy richness of that naturally aspirated 4.2-litre V8 is
accompanied by a similarly raucous sound track. The other
thing the Audi shares with its Munich rival is its discreet
styling; there are no go faster stripes or silly spoilers, just
a few subtle body mouldings and Recaro seats giving the
game away that this isn’t just any Audi A4.
The car I’d pick is the B6 or B7; the former was launched
in 2003 in saloon, cabriolet and Avant body styles, and
was replaced in 2005 by the B7 which boasted better
suspension. The big caveat when buying is to beware of
the engine’s timing chain issues, or to be more precise
the fact that the plastic tensioner and guides break up. A
noticeable rattle from cold will be a tell-tale sign. Invoices
to show the car’s been treated to regular changes of 0W40 or 5W-40 oil will serve as reassurance or, better still,
proof that the engine’s been out for a new tensioner kit.
The big bonus with this option is the price because
this very hot Audi still sells for as little as £4000. But with
classic status looming, don’t expect to see them at this
price for much longer.
www.classicsworld.co.uk

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CLOTHING & MERCHANDISE ONLINE

PROJECT CAR

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We refurbish the brake calipers, fit new EBC discs and pads and
treat our project Focus ST170 to some fresh rubber

W

elcome to the
latest update
on our ‘Save
the ST170’
project in conjunction with
Machine Mart, where we are
breathing new life into a Ford
Focus ST170. After the recent
servicing work in the engine
bay, this update sees us sort
the brakes and make the first
performance upgrade by
fitting a full set of Toyo Proxes
TR1 tyres.
If you’ve been following
the progress of our Ford
Focus ST170 project, you may
remember that a previous
inspection of the car in Part
1 revealed that the brakes

needed work. They functioned
well enough to pass its MoT
a few weeks earlier, but they
left a lot to be desired. For
starters, there clearly wasn’t a
lot of life left in the old brake
pads, the discs had a horrible
lip, and the calipers were rusty
and would benefit massively
from a refurb.

Brake Caliper Refurb
Armed with a Clarke toolkit,
a parts washer and a blast
cabinet from Machine Mart,
we set about removing the
old brakes and giving them
a complete overhaul. Brake
caliper refurbishment is a job
any confident DIY enthusiast

124 CLASSICS WORLD ❙ SEPTEMBER 2024

can do at home with just a
small selection of the right
tools.
A quick web search had all
the new parts ordered. We
soon had a full seal kit, new
clips and pins, new caliper
pistons, bleed screws and even
some red caliper paint to give
the refurbished set-up some
much-needed colour.
But we were never going
to refit OEM-spec brakes.
No, this Ford Focus ST170
project is all about enhancing
and upgrading as we go.
Therefore, we spoke to worldrenowned performance brake
specialists, EBC brakes, and
ordered something with some

PART
BRAK 3:
IN
BAD? G

more bite… quite literally!
Having fitted EBC brake
upgrades to many of our
previous project cars – not to
mention our personal projects
too! – we know only too well
the huge performance benefits
on offer from a good quality
set of performance brake pads
and matching performance
discs.
While EBC offers huge big
brake kit upgrades, for this
project we wanted something
a little more OEM-plus. The
original calipers are one singlepot sliders, but Ford gave the
ST170 decent-size stoppers
with 300mm front discs and
280mm rears. That’s why they
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PROJECT CAR

Brake Caliper Refurbishment

The old calipers were covered in rust and had clearly seen
better days. Time for a quick refurbishment…

First up, remove the calipers from the car. On our Focus this
was done by removing the slider pins and two 17mm bolts
that attach the caliper to the hub. You also need to clamp and
disconnect the flexi brake line. You can see the state of the old
parts – nasty and in dire need of cleaning.

A quick clean-up in the parts washer removes years of filth
and road grime. Once all the grease and brake fluid are
removed, allow the calipers to dry fully, before…

...it’s over to the blast cabinet. Make sure you blank off the
union where the brake flexi is attached to avoid grit
getting inside the caliper. After a few minutes, all that corrosion
is blasted away back to bare metal.

are used as common upgrades
for many other Ford models –
and just another contributing
factor to the Focus ST170
being broken for parts to be
used on other models.
But they do work so much
better with upgraded discs
and pads. That’s why we
ordered a full set of EBC
Yellowstuff brake pads. You’ve
probably heard of Yellowstuff
pads – they are one of the
most common brake upgrades
in the UK. And, unlike some
performance brake upgrades
available, EBC Yellowstuff pads
are fully R90 approved. This
means they meet ECE safety
test requirements and perform

does require a longer beddingin time, so EBC no longer
recommends Yellowstuff for
track use. They would urge
track fans to consider Bluestuff
pads or the track-only RP-1
and SR Series pads instead.
But for our Focus ST170
project, Yellowstuff pads are
ideal. They work fantastically
across a huge heat range,
are fully road-legal in the
UK, and provide a significant
improvement to the stopping
power of our little Focus.
The Yellowstuff pads will
work with OEM discs, but for
optimum performance we’re
fitting a set of EBC GD Sport
discs too. Made from high

www.classicsworld.co.uk

at least as well as OEM pads
from cold, meaning they are
fully legal for road use. The
brake-in coating reduces the
time it takes for the pads
to bed-in, making them
even more suitable for road
applications.
Yellowstuff pads have been
around for years, but the
engineers at EBC updated the
compound in 2021. The latest
Yellowstuff 3068 builds on
the previous compound but
removes the copper content
to comply with the latest
environmental legislation.
One key change as a result is
increased pad life. Perfect for
fast road applications, but it

carbon castings, these superstrong discs work in harmony
with the performance pads
to improve stopping power.
Features such as the wide
aperture and drilled and
grooved surface provide better
initial bite, ensure the contact
area is kept clean, and offers
improved cooling.
They are the perfect
companion for the Yellowstuff
pads, so we ordered a full set
for the front and rear of our
Focus ST170 project.
In the meantime, if you
fancy having a go at brake
caliper refurbishment at home,
check out our simple step-bystep guide.

SEPTEMBER 2024 ❙ CLASSICS WORLD

125

PROJECT CAR

www.classiccarleds.co.uk

www.classiccarleds.co.uk

Note – we gave the calipers a coat of paint first, but we’d
recommend painting after everything is fully assembled for
a better paint finish – we found that the soft paint makes it hard
to work with during the rebuild stage.

Now it’s over to the bench to start the strip down and
rebuild. First thing to do is remove the outer seal. Simply
prise it away with a flat-blade screwdriver or small pick.

Now remove the piston. If it moves easily you may be able
to pull it free with some grips. If not, blowing an airline
into the chamber will force it to pop out.

Using a small pick, remove the old rubber piston seal from
within the caliper then clean the chamber thoroughly with
brake parts cleaner and a clean cloth. This needs to be spotless.

126 CLASSICS WORLD ❙ SEPTEMBER 2024

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www.classiccarleds.co.uk

Smear the silicone-based grease supplied with the rebuild
kit liberally around the new piston seal before carefully
positioning it into the recess in the caliper. It is a square-edged
seal, so make sure it is sitting correctly and isn’t twisted.

Next, fit the new slider pin boots. These simply push into
the holes on the caliper. Add some grease if they put up a
fight. Push in the new slider pins.

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PROJECT CAR

Add some more of the supplied grease to the new
piston, and gently push the new piston into place. Be
careful not to push too hard and dislodge or twist the new
rubber seal. Before pushing the new piston all the way into the
caliper, fit the new outer dust seal. Slide the new seal over the
piston and into the recessed groove. Then you can push the
piston fully into the caliper. Using a small pick tool, ensure the
dust seal is sitting correctly over its lip on the caliper.

Now, fit the new bleed nipples which are included in the
rebuild kit.

SEPTEMBER 2024 ❙ CLASSICS WORLD

127

PROJECT CAR

www.classiccarleds.co.uk

Back to the car now. The first thing to do is install the
new brake disc onto the hub. With the new discs in place,
the caliper sliders can be mounted to the hubs and the new pads
fitted. We’re using EBC Yellowstuff pads to give us a significant
improvement in stopping power.

www.classiccarleds.co.uk

Refit the newly refurbished caliper, attach it to the slider
using the new pins and reconnect the flexi brake line.
Don’t forget to install the new pad retainer clips.

The last job is to bleed the brakes and top up the brake
fluid as required. We flushed the brake fluid through
and refreshed it all with new Dot 4 fluid at this point.

128 CLASSICS WORLD ❙ SEPTEMBER 2024

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PROJECT CAR

Fresh rubber

The icing on the cake this
month was fitting a fresh set
of tyres. When it comes to
tyres, there are many choices
available but we opted for
the Toyo Proxes TR1. Why?
Because having fitted Toyo
tyres on many personal and
project cars in the past, we
know first-hand that they
offer enthusiastic drivers a
high-quality product at an
affordable price. We’ve fitted
Toyo’s semi-slick track-day
tyre, the famous R888R, to
many previous projects, but
for the Ford Focus ST project
we wanted something a little
less uncompromising. Yes,
we wanted summer tyres
that provide excellent grip
in dry conditions, but not at
the expense of wet-weather
performance or excessive road
noise.

www.classicsworld.co.uk

We aren’t planning to swap
the wheels on our Ford Focus
ST170. The original multispoke
design suits the ST170’s
understated and subtly sporty
styling perfectly. Therefore,
we want new tyres that will
replace the OE fitment. In our
case, that’s 215/45R17. Sticking
to the factory sizes means
we’re working in harmony
with the original specifications
the SVE team settled on when
designing the car. It also
means that we’re giving any
suspension upgrades we make
later the optimal base to work
from.
The Toyo Proxes TR1
tyres boast a unique tread
pattern that blends form
with function. Featuring an
aggressive asymmetric tread
pattern with open lateral slits,
long slant grooves and wide

straight grooves provides
improved performance in
wet conditions. Meanwhile,
the high-stiffness rib and
taper slits play a vital role
in increasing stability and
enhancing handling on dry
roads.
In addition, a clever wear
indicator system lets you
clearly see when it’s time for
some new boots, meaning
you can take advantage of
the excellent handling and
grip throughout the life of
the tyre. Finally, the unique
and aggressive tread pattern
certainly looks the part too.
Since the introduction of the
‘white goods’ style EU labelling
system was ported across to
the world of tyres, comparing
the performance of one tyre
against another has never
been easier. The TR1 has a B
rating for wet performance,
so we know it will perform
well in typically British weather
conditions. It also has a noise
rating of just 70db, meaning
it’s quiet and non-intrusive
at motorway speeds. Both of
which are perfect for what we
need.
However, don’t be fooled
by all the figures in the tyre

labelling system. What the
label says is fuel efficiency is
technically a measure of rolling
resistance. The higher the
rolling resistance, the more
fuel required, and therefore
the lower the rating given. But
– and this is a big but – higher
levels of grip will give a higher
rolling resistance.
Now, we’re not looking to
compromise performance for
economy here, and we deem
the D rating for fuel efficiency
as a good thing. It means
the tyre is grippy. And that’s
precisely what we want!
It’s too early to give any
meaningful feedback just yet,
but with the new tyres fitted
the car already felt more stable
and better planted. We’ve not
driven in the wet yet, but we’ll
give our thoughts and verdict
as soon as we have.

SEPTEMBER 2024 ❙ CLASSICS WORLD

129

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18"
FANS

DEHUMIDIFIERS &
3-IN-1 AIR CONDITIONERS

Ideal for creating a
SRZHUIXODLUæRZVXLWDEOH
for both domestic &
commercial locations
3 Speeds Tilts to adjust
GLUHFWLRQRIDLUæRZ

Mobile Units
provide quick
& effective
cooling &
drying

18"

18"
PRICE CUT
NOW FROM ONLY
£
.98

39exc.VAT

exc.VAT
79.98

£

£95.98 inc.VAT

CHV18WF

3-in-1

 Air Con
Dehumidifier
3 Speed Fan

Lightweight, portable, durable and suitable for
home indoor use.
Strong and sturdy 360° tilting stand
0D[DLUæRZXSWRFIP

14"

exc.VAT
79.98

£

£95.98 inc.VAT

18"

£47.98 inc.VAT

199exc.VAT

£238.80 inc.VAT

CFF18B100
* WAS £56.38 inc.VAT
# WAS £52.79 inc.VAT
Model
Size
CBF20#
20"
CFF18B100*
18"
CPF18B100
18"

AC7050
CPF18B100
exc.VAT
inc.VAT
£39.98
£47.98
£45.99
£55.19
£59.98
£71.98

Model
AC5000B
AC7050
AC10050
AC13050

MMA/TIG
INVERTER
WELDERS

exc.VAT
£199.00
£239.00
£279.00
£319.00

inc.VAT
£238.80
£286.80
£334.80
£382.80

FROM ONLY

DOUBLE.99
EXC.VAT
104

£

MMA/TIG 120

£125.99 inc.VAT

MMA/TIG 160

£

96exc.VAT

£116.39 inc.VAT

exc.VAT
£96.99
£119.98
£239.00
£599.00

inc.VAT
£116.39
£143.98
£286.80
£718.80

1 TONNE PORTABLE
GANTRY CRANE

Super light &
compact
Min/Max Electrode
Output
Dia.
Model
Current (mm)
MMA140A 20A-140A 1.6-3.2
MMA200A 20A-200A 1.6-4.0
AT165
10A-160A 2.5/3.2/4.0
GWH7

exc.VAT inc.VAT
£104.99 £125.99
£139.98 £167.98
£219.98 £263.98

Top quality belt driven air compressors for industrial &
commercial users inc; garages, factories, workshops
and farms. 10 bar/150psi
PD[ZRUNLQJSUHVVXUH
FROM ONLY

ARC
ACTIVATED
HEADSHIELDS

519exc.VAT

£622.80 inc.VAT

SEE FULL RANGE
IN-STORE/ONLINE

.98
FROM ONLY

# WAS £1438.80 inc.VAT
‡ WAS £1678.80 inc.VAT
X WAS £1774.80 inc.VAT
AIR.
DISP MOTOR
MODEL
CFM (HP)
XEV16/150(400V)† 14
3
XE18/200 (OL)†* 18
4
30 7.5HP
XE36C200†#
28 2X3HP
XE29/270†* ‡
XE37/270 (OL)†* X 36 2x 4

XEV16/100
AIR
RCVR
150ltr
200ltr
200Ltr
270Ltr
270ltr

EXC.VAT INC.VAT
£699.00 £838.80
£759.00 £910.80
£1179.00 £1414.80
£1349.00 £1618.80
£1459.00 £1750.80

INVERTER

CXR5R
Model
CXR5R
CXR15R
CXR20R
CXR100R

cfm Hp RCVR
17.1 5.5 200ltr
53 15 270ltr
65.3 20 500ltr
37.1 10 270ltr

exc.VAT
£2565.00
£3895.00
£4395.00
£3355.00

inc.VAT
£3078.00
£4674.00
£5274.00
£4026.00
exc.VAT
79.98

£

DIAGNOSTICS

Ideal for home MIN/MAX
usage, including AMPS
automotive and 40/100
general repairs
Plug in, switch on,
get welding
IMIG100NG 230V

FROM ONLY

exc.VAT
149.98

£

NO GAS

Professional Engine
Diagnostic & EOBD/
OBD ll Fault Code
Reader
also available:
COBDIIR-2
£27.99 exc.VAT
£33.59 inc.VAT

£179.98 inc.VAT

£95.98 inc.VAT

exc.VAT
189.00

£226.80 inc.VAT

IBC40

CFC100

219exc.VAT

£

CTJ2250LP
LOW
ENTRY
ONLY
85MM

109 EXC.VAT

£131.98 inc.VAT

exc.VAT
£109.98
£139.98
£169.98
£199.98

inc.VAT
£131.98
£167.98
£203.98
£239.98

.98

Model
IBC7
IBC15
IBC20
IBC25
IBC40

Volts
12/24V
12V
12/24V
12/24V
12/24V

Max.
Charge
7A
15A
20A
25A
40A

Max Amps
Charge/Boost
20/120
38/180
25/200
35/180
45/240
60/350
50/510

exc.VAT
£89.98
£104.99
£149.98
£159.98
£184.99
£219.00
£259.00

inc.VAT
£107.98
£125.99
£179.98
£191.98
£221.99
£262.80
£310.80

SANDBLASTERS

exc.VAT
99.98

£

450NM

BRUSHLESS

2 2AH
X

BEST
SELLER

Model
BC125
BC190
BC210C
WBC180
WBC240
WBC400
BC520P

Heavy duty steel
construction
sandblasters for the quick
removal of surface rust,
paint, dirt/grease etc.

£119.98 inc.VAT

)ROGLQJDQGå[HG
frames available
Robust, rugged
construction
Overload safety
valve

Fully tested
to proof load

WAS
inc.VAT inc.VAT
£47.98
£59.98
£80.39 £75.59
£101.99 £95.98
£125.99 £119.98

18V ½"
IMPACT
WRENCH

1 TONNE
FOLDING
WORKSHOP
CRANE
‡ WAS £53.99 inc.VAT # WAS £63.59 inc.VAT
Model
Type
Tonne exc.VAT inc.VAT
CTJ2L ‡
Long
2
£42.99 £51.59
CTJ2250LP*# Low Profile 2.25 £49.95 £59.94
CTJ3000GB
Pro Garage
3 £109.98 £131.98
CTJ3000QLB Quick Lift
3 £122.99 £147.59
CTJ2QLP
Low Quick Lift 2 £159.98 £191.98
* CTJ2250LP has a 2.25 tonne capacity, has a
low entry of only 80mm and includes 2 sockets

exc.
VAT
£39.98
£49.98
£62.99
£79.98
£99.98

3 forward and
reverse gears

£263.98 inc.VAT

JACKS ALSO IN
STOCK UP TO 5 TONNE

Lifting Cap.
1.5T
1.25T
2.5T
1.8T

89

exc.VAT inc.VAT
£249.00 £298.80
£279.00 £334.80
£329.00 £394.80
£349.00 £418.80
£399.00 £478.80
£499.00 £598.80
£1099.00 £1318.80
£2599.00 £3118.80

42EXC.VAT

FROM ONLY
£ DOUBLE
.98

Ammeter
Multiposition
charge
regulator
Overload
protection
on charging
cycle

FROM ONLY
£
.98
exc.VAT
£107.98 inc.VAT BC190

size (LxWxH)
3.6x3.6x2.5m
4.5x3x2.4m
4.9x3.7x2.5m
6.1x3x2.4m
6.1x3.7x2.5m
7.3x3.7x2.5m
9.7x4.3x3.65m
12x4.9x4.3m

£51.59 inc.VAT

CTJ1250AC

BATTERY CHARGERS
/ENGINE STARTERS

CIG81212

BRIGHT
WHITE
INTERIOR

CMTC1

£

£47.98 inc.VAT

2 & 3 TONNE
ONLY
TROLLEY JACKS £FROM
.99
DOUBLE

Quick lift Non-marking
nylon wheels Rubber
contact pad - helps protect
vehicle undersides

MANUAL
TYRE
CHANGER

CEOBDPRO

39exc.VAT

KEEPS THE
WEATHER
OUT!

ZIP CLOSE DOOR

Model
Tiger1800B#
Tiger2600B
Tiger3000B
PLS195B ‡
PLS220
PLS265B X
PLS360

# WAS £334.80 inc.VAT
‡ WAS £598.80 inc.VAT
X WAS £922.80 inc.VAT
Pressure Engine
Bar/PSI HP exc.VAT inc.VAT
110/1595 3 £269.00 £322.80
180/2610 4 £379.00 £454.80
200/2900 6.5 £399.00 £478.80
182/2640 5.5 £479.00 £574.80
230/3335 9 £679.00 £814.80
225/3263 13 £749.00 £898.80
248/3600 13 £998.00 £1197.60

Suitable for wheels
from 4" to 21"
Dims.
[[PP
Weight – 27kg

FROM ONLY
£
.98

Model
CIG81212
CIG81015
CIG81216
CIG81020
CIG81220
CIG81224
CIG1432
CIG1640

FROM ONLY

DOUBLE.00
EXC.VAT
269

£322.80 inc.VAT

INTELLIGENT
CHARGER/ MAINTAINERS

249exc.VAT

inc.VAT
£322.80
£574.80
£766.80

Honda & Diesel engine
models in stock
CAN DRAW
OWN WATER

FROM ONLY

FROM ONLY
£
.00

ALUMINIUM
RACING JACKS

inc.
VAT
£131.98
£131.98
£179.98
£203.98
£286.80
£358.80

HEAVY DUTY
PETROL
POWER
WASHERS

£

Ideal for use as a garage/
workshop ([WUDWRXJKWULSOH
layer cover Heavy duty powder
coated steel tubing Ratchet tight
tensioning

Model
CTJ1500QL
CTJ1250AC
CTJ2500QLGB
CTJ1800AB

TIGER
3000B

INDUSTRIAL SCREW 5.5HP +
17.1cfm
COMPRESSORS
£3078.00 inc.VAT

GARAGES/
WORKSHOPS

£298.80 inc.VAT

Model
Tonnes exc.VAT
CTJ2GLS
2 £269.00
CTJ5GLS
5 £479.00
CTJ10GLS 10 £639.00

exc.VAT
2565.00

EXC.VAT
589
£706.80 inc.VAT

36EXC.VAT

Activates instantly when
Arc is struck Protects to
EN379 Suitable for arc,
MIG, TIG & gas welding

189EXC.VAT
Foot operated
hydraulic powered £227.98 inc.VAT
Adjustable for springs up
to 400mm dia. & 520mm in
length Adjustable spring
retainers
Inc. spring
retaining guard

WAS
inc.VAT
£143.98
£191.98
£215.98
£298.80
£370.80

FROM ONLY

CTJ2GLS

CAM14HV

£

.00

FROM ONLY

.00

SSC1000G

exc.
CFM Tank VAT
7 24ltr £109.98
7.8 24ltr £109.98
7 50ltr £149.98
9.3 50ltr £169.98
14.5 50ltr £239.00
14.5 100ltr£299.00

.00
EXC.VAT
269
£322.80 inc.VAT

CFF18C100

INDUSTRIAL AIR
COMPRESSORS

£ DOUBLE
.99

£44.39 inc.VAT

CWGC1000

STRUT SPRING
COMPRESSOR £

Motor
HP
2
2
2
2.5
3
3

†V-Twin
*230V

NEW

£

exc.VAT
46.98

£56.38 inc.VAT

£

Min/Max
Model
Output Current
MMA/TIG 120
10A - 120A
MMA/TIG 160
10A - 160A
MIG150 MULT
30A - 140A
MIG200 S-MULTI 20A - 200A

Model
Tiger 8/260
Tiger 7/260
Tiger 8/550
Tiger 11/550
Tiger 16/550
Tiger 16/1050

£

Cooling Capacity
5000 BTU/h
7000 BTU/h
9000 BTU/h
12000 BTU/h

MMA & ARC/TIG
INVERTER WELDERS

FROM ONLY
£
.99

TIGER 16/550

£131.98 inc.VAT

HEAVY DUTY
LONG REACH
JACKS

FROM ONLY
£
.00

WAS £52.79 inc.VAT

FROM ONLY

.98
109exc.VAT

£

HIGH VELOCITY DRUM FAN

Model
Desc Batteries exc.VAT
CCIW160 Cordless 2X 2AH £99.98
LI-ION
CIR184LIP Cordless 2X 4AH £144.99
LI-ION

FROM ONLY

exc.VAT
169.00

£

£202.80 inc.VAT

INCLUDES
SANDBLASTING GUN,
DELIVERY HOSE, 4
CERAMIC NOZZLES
AND SAFETY HOOD

inc.VAT
Tank Flow Rate
£119.98 Model
Volume Req. exc.VAT inc.VAT
CPSB100B 32 litre 6-25 cfm £169.00 £202.80
£173.99 CPSB200B 63 litre 6-25 cfm £209.00 £250.80

35209

PAY Monthly
Spread the cost over 12,
24, 36, 48 or 60 months
Any mix of products
over £300
5 MIN
19.9% APR APPLICATION!

EASY TO USE WEBSITE

NOW
OVER

21,000

• IN-STORE
• ONLINE
• PHONE
0844 880 1265

section on:

machinemart.co.uk
FROM ONLY

MODULAR STORAGE
Ideal for creating the
SHUIHFWåWWHGJDUDJHRU
workshop – the ultimate
storage solution.

.99
DOUBLE
EXC.VAT
MICRO £36
JUMP £44.39 inc.VAT
STARTS

PRICE CUT
FROM ONLY
£
.00

10

1149exc.VAT

PACKAGES IN
THE RANGE

£1378.80 inc.VAT

Start Peak
Model Boost Boost
JSM180 180A 360A
JSM100 1000A 400A
JSM1200 600A 1200A
JSM350* 350A 500A
JSM600 300A 600A

exc.
VAT
£36.99
£49.98
£69.98
£79.98
£49.98

ELECTRIC
PRESSURE
WASHERS

PARTS
WASHERS
FROM ONLY

59EXC.VAT

£ DOUBLE
.98

Makes easy work
for washing
vehicles, patios,
stonework, etc.
JET7500, JET8500
& JET9500B include
hose reel 180 Bar

inc.VAT
£44.39
£59.98
£83.98 * WAS
£105.59
inc.VAT

£71.98 inc.VAT

2610 psi

WAS £1437.60 inc.VAT

COMBGSM01

FROM ONLY
£
.98

DIGITAL
TYRE
INFLATOR

CW1D

59 exc.VAT

£71.98 inc.VAT

JET8500
Motor Max.
exc.
Model
W Press.
VAT
JS1850 1400 1523psi £59.98
JS1950 1600 2030psi £94.99
Jet7500 1600 2030psi £149.98
Jet8500 2100 2610psi £189.98
JET9500B 2400 2900psi £229.98

CTIDG2
exc.VAT
69.98

£

£83.98 inc.VAT

WAS
inc.VAT inc.VAT
£71.98
£116.39 £113.99
£185.99 £179.98
£231.59 £227.98
£275.98

CW2D
Tank
Model Cap.
CW2D 10Ltrs
CW1D 45Ltrs
CWM20 22.5Ltrs
CW40 75Ltrs

JUMP STARTS

FROM ONLY

Provides essential home, garage

£

96EXC.VAT and roadside assistance Integral
£116.39 inc.VAT work light 910 includes air
£ DOUBLE
.99

CHOOSE STAINLESS STEEL
OR WOODEN WORKTOPS
CORNER UNITS IN STOCK
EXTRA
LONG 1m
LEADS

 ALL UNITS ALSO AVAILABLE
SINGLY FOR CUSTOM BUILD

TOOL CHESTS
& CABINETS
MECHANICS’ TOOL
CHEST & CABINETS

PRICE CUT
£
.98

£

69exc.VAT

PRICE CUT
£
.99

£83.98 inc.VAT

64exc.VAT

WAS £89.99 inc.VAT

£77.99 inc.VAT

Inc. hook & loop
backing pad and
wool polishing
bonnet

WAS £83.98 inc.VAT

CP150
Dual action combines
rotary & orbital motions
to produce an excellent
SROLVKHGåQLVK

1
exc.VAT
154.99

£185.99 inc.VAT

CP185

CAR CREEPERS

2
FROM ONLY
.00

279exc.VAT

LARGE
CAPACITY
LOWER
STORAGE
WITH
LOCKABLE
DOORS

£334.80 inc.VAT

AVAILABLE IN
4 COLOURS

35EXC.VAT
£43.19 inc.VAT

DRILL
PRESSES

FROM ONLY
£ DOUBLE
.95

99EXC.VAT

CTC1300C

.98
EXC.VAT
189
£227.98 inc.VAT

EXTRA WIDE 56"
CHESTS/CABINETS
IN STOCK

* WAS £107.98 inc.VAT
Model
Description
CTC600C
6 Dr Chest
CTC900C
9 Dr Chest
CTC700C
7 Dr Cabinet
CTC1300C 13 Dr Combination
Chest/Cabinet

exc.VAT
£84.99
£89.98
£179.98
£189.98

inc.VAT
£101.99
£107.98
£215.98
£227.98

Model
Description
CBB203C 3 Dr step up
1 CBB209C 9 Dr Chest
2 CBB217C 7 Dr Cabinet

exc.VAT
£86.99
£154.99
£279.00

inc.VAT
£104.39
£185.99
£334.80

Motor (W)
Speeds exc.VAT
350 / 5 £99.95
350 / 5 £99.95
350 / 5 £115.95
450 / 12 £209.00
550 / 16 £329.00

01226 732297
0121 358 7977
0121 7713433
01204 365799
01274 390962
01273 915999
0117 935 1060
01283 564 708
01223 322675
029 2046 5424
01228 591666
01242 514 402
01244 311258
01206 762831
024 7622 4227
020 8763 0640
01325 380 841
01304 373 434
01332 290 931
01302 245 999
01382 225 140
0131 659 5919

EXETER 7UXVKDP5G(;4*
GATESHEAD /REOH\+LOO5G1(<GLASGOW *W:HVWHUQ5G*(GLOUCESTER $%DUWRQ6W*/+<
GRIMSBY ELLIS WAY, DN32 9BD
HULL +ROGHUQHVV5G+8(*
ILFORD (DVWHUQ$YH,*+8
IPSWICH 8QLW,SVZLFK7UDGH&HQWUH&RPPHUFLDO5RDG
LEEDS 227-229 Kirkstall Rd. LS4 2AS
LEICESTER 0HOWRQ5G/(31
LINCOLN Unit 5. The Pelham Centre. LN5 8HG
LIVERPOOL 80-88 London Rd. L3 5NF
LONDON CATFORD 6RXWKHQG/DQH6(56
LONDON .HQGDO3DUDGH(GPRQWRQ1
LONDON /HD%ULGJH5G/H\WRQ(
LUTON Unit 1, 326 Dunstable Rd, Luton LU4 8JS
MAIDSTONE 8SSHU6WRQH6W0(+(
MANCHESTER ALTRINCHAM 71 Manchester Rd. Altrincham
MANCHESTER CENTRAL 209 Bury New Road M8 8DU
MANCHESTER OPENSHAW Unit 5, Tower Mill, Ashton Old Rd
MANSFIELD &KHVWHUåHOG5G6RXWK
MIDDLESBROUGH Mandale Triangle, Thornaby

FROM ONLY
£
.99

For a brilliant shine
Model
Dia. exc.VAT
CBB150 150mm £74.99
CBB200 200mm £94.99
CHDB500 150mm £122.99
CBB250 250mm £169.95

inc.VAT
£89.99
£113.99
£147.59
£203.94

* WAS £95.98
inc.VAT
# WAS £152.39
inc.VAT

PADDED SEAT

exc.VAT
79.98

SWIVEL
CASTORS

CMUS3

WHEEL DOLLY (PAIR)

AWD1

.99
63exc.VAT

£

£76.79 inc.VAT
PER PAIR

FROM ONLY

17EXC.VAT

£ DOUBLE
.99

*Aluminium

01392 256 744
0191 493 2520
0141 332 9231
01452 417 948
01472 354435
01482 223161
0208 518 4286
01473 221253
0113 231 0400
0116 261 0688
01522 543 036
0151 709 4484
0208 695 5684
020 8803 0861
020 8558 8284
01582 728 063
01622 769 572
0161 9412 666
0161 241 1851
0161 223 8376
01623 622160
01642 677881

£89.99 inc.VAT

MECHANICS
UTILITY
SEAT

£

Ratchet
action for
quick height
adjustment
Sold in pairs

inc.VAT
£119.94
£119.94 * WAS
£139.14
£250.80 £406.80
£394.80 inc.VAT

74 exc.VAT

BENCH
BUFFERS/
POLISHERS

£95.98 inc.VAT

£21.59 inc.VAT

Max Min/Max
Model
Tons
Height
exc.VAT
CAX2TFB
2 235-360mm £17.99
CAX3TPB
3 325-490mm £31.99
CAX-3TBC 3 300-430mm £29.98
CAX-6TBC 6 400-615mm £48.99
CAX3TAB* 3 295-395mm £59.98

inc.VAT
£21.59
£38.39
£35.98
£58.79
£71.98

VISIT YOUR LOCAL SUPERSTORE Open Mon-Fri 8.30-6.00, Sat 8.30-5.30, Sun 10.00-4.00
BARNSLEY Pontefract Rd, Barnsley, S71 1HA
B’HAM GREAT BARR 4 Birmingham Rd.
B’HAM HAY MILLS 1152 Coventry Rd, Hay Mills
BOLTON 1 Thynne St. BL3 6BD
BRADFORD 105-107 Manningham Lane. BD1 3BN
BRIGHTON 123 Lewes Rd, BN2 3QB
BRISTOL 1-3 Church Rd, Lawrence Hill. BS5 9JJ
BURTON UPON TRENT D/LFKåHOG6W'(4=
CAMBRIDGE 181-183 Histon Road, Cambridge. CB4 3HL
CARDIFF 44-46 City Rd. CF24 3DN
CARLISLE 85 London Rd. CA1 2LG
CHELTENHAM )DLUYLHZ5RDG*/(+
CHESTER 6W-DPHV6WUHHW&+(<
COLCHESTER 1RUWK6WDWLRQ5G&25(
COVENTRY Bishop St. CV1 1HT
CROYDON 423-427 Brighton Rd, Sth Croydon
DARLINGTON 214 Northgate. DL1 1RB
DEAL (KENT) 182-186 High St. CT14 6BQ
DERBY 'HUZHQW6W'(('
DONCASTER Wheatley Hall Road
DUNDEE 7UDGHV/DQH''(7
EDINBURGH 3LHUVåHOG7HUUDFH

CS10BRK
FAST SNAP
CONNECTOR

AXLE
STANDS

B = Bench mounted
F = Floor standing
model
CDP5EB
CDP5RB
CDP102B
CDP152B
CDP352F

10 TONNE
BODY
REPAIR
KIT

exc.VAT
169.98

BALL
BEARING
DRAWERS

CDP102B

£119.94 inc.VAT

WAS
inc.VAT inc.VAT
£71.98
£179.98 £173.99
£226.80 £214.80
£275.98 £262.80

exc.VAT
£59.98
£144.99
£179.00
£219.00

£203.98 inc.VAT

FROM ONLY

* WAS £45.59 inc.VAT # WAS £65.99 inc.VAT
Model
Description
exc.VAT inc.VAT
CMC36
Car creeper
£35.99 £43.19
CMC45 With adjustable headrest £49.98 £59.98
CMC60 Car creeper reclining
£49.98 £59.98
seat & mechanics seat

Range of precision
EHQFK æRRUSUHVVHVIRU
enthusiast, engineering
& industrial applications

£

180mm
PAD DIA.

£ DOUBLE
.99

• Oil resistant vinyl covered padded
backs & headrests • Swivel castors
for easy manoeuvrability

£

Type
Bench
Floor
Floor
Floor

compressor Long life battery
Starting Peak
Model
Boost Amps exc.VAT inc.VAT
910
400
900
£96.99 £116.39
JS1100C 500 1100
£96.99 £116.39
700 1500 £164.99 £197.99
BEST 4000
1000 2000 £179.98 £215.98
SELLER JS12/24

PRO SANDER/POLISHERS

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HONDA S2000
Our pick of upgrades and accessories to make
your quick and talented Honda even more
rewarding to own WORDS: IAN CUSHWAY

■ Right rubber
Here’s an easy one – get your rubber right.
The S2000 is super sensitive to tyre type
and quality, and getting it wrong will have
a huge negative impact on the way your
car handles. Rubber which has proven
popular with owners includes Bridgestone
RE050A and Toyo Proxes for 16in rims and
Bridgestone Potenza RE050MZ, Advan
AD08, Goodyear Eagle F1 Asymmetric 2
for 17in wheels. A slightly more budget
alternative is the Falken FK452.

132 CLASSICS WORLD ❙ SEPTEMBER 2024

■ Hardtop
A factory hard top will allow you to enjoy
your S2000 all year round, not just when
the sun is shining. Silverstone is the most
common colour to get hold of, and most go
secondhand for upwards of £500. If your
car doesn’t have the mounting brackets,
you’ll need these too and those will be
another £300 on top, making a total spend
of around a grand usually. Before shelling
out though, make sure you have enough
space to store it when not in use!

■ Get organised
The Modifry glovebox organiser is a firm
favourite among S2000 owners, simply
because it conveniently splits the small
amount of available space into four
separate compartments. It’s as simple as
that! Incidentally, Modifry’s Dash Control
Interface (DCI) which allows you to use your
dash buttons with a different head unit is
also popular with owners.

USEFUL CONTACTS
■ Comtech, comtechusa.com
■ Hardrace, hardrace.co.uk
■ Modifry Products, modifry.com
■ Tegiwa, tegiwa.com
■ TTS Performance,
tts-performance.co.uk
■ UK S2000 Owners Club

www.classicsworld.co.uk

■ Brace yourself
The Honda handles meticulously, but lots of
owners take the simple step of fitting front
and rear lower suspension braces. This is the
Hardrace front lower four point brace, which
sells for £186.70
■ Four-wheel alignment
Being a sensitive beast, getting your
geometry spot on with a four-wheel
laser check will always be money
well spent when it comes to the
S2000. You can adjust the camber,
castor and toe on the front as well
as the camber and toe at the rear,
but if the bushes are seized, then it
won’t be as straightforward. If you
do end up replacing a seized bush,
fitting a polyurethane replacement is
a good bet.

■ Oil right?
That high-revving 2.0-litre F20C engine can use
as much as a litre of oil every 1000 miles, so
make checking the level and regular top-ups your
number one priority as an owner. Post-MY2004
cars featured various changes and used a lot less,
but still need surveillance. Again, only use the
best quality oil; Castrol Edge TD 5W-40 is the
favoured brew (or Fuchs Titan Race Pro-S 5W-40)
and be sure to religiously stick to the 9000 mile
service interval.

■ Turbo/supercharging
Supercharging is entirely possible and
generally thought of as more reliable than
bolting on a turbo. That said, the turbo
route can gain more horses and be just
as economical as a normally-aspirated
set-up when the turbo isn’t spooled up.
Comptech and TTS are the two brands for
supercharging kits, while GReddy does a
bolt-on turbo kit, though lots of the turbo
applications are custom applications. Be
aware though that none of this is cheap
– kits can cost anywhere from £5000£7500.
www.classicsworld.co.uk

■ Brake repair kit
The rear brake calipers are prone
to sticking on the S2000 when the
pistons or slider pins rust and seize.
Regular cleaning helps of course, but
if it’s too late, instead of buying a
new caliper, buy a repair kit instead.
This one was being sold for £22.45 by
Brakes International.
SEPTEMBER 2024 ❙ CLASSICS WORLD

133

MARKET NEWS

Welcome to our latest crop of future classics to look out for.

Range Rover Evoque
(2011-2018)
The sleek, coupé-like Evoque
was an exciting departure for
JLR, its edgy profile deviating
very little from the stunning,
three-door LRX concept made
for the 2008 Detroit show. It
was quite funny then when
Victoria Beckham, appointed
Creative Design Executive to
help reel in a new, younger
audience to the Range Rover
brand, mistakenly took credit
for the Evoque’s design at the
launch of the VB special edition
in Beijing, a model boasting
a custom paint job and a
bespoke interior.
Thankfully that’s all in the
past now, of course, and

today the Evoque represents a
refreshingly different looking
SUV with a plush interior and
a raft of off-road technology
underneath, such as the firm’s
talented Terrain Response
and Hill Descent – features
that were pioneering at
the time and subsequently
copied by other premium SUV
manufacturers.
Buyers had the choice of a
2.2-litre turbodiesel producing
147bhp in the TD4 and 187bhp
in the SD4, or the thirsty but
quick turbocharged directinjection 2.0-litre petrol Si4
which developed 236bhp. Oh,
and there was a two-wheel
drive variant of the TD4 (the
eD4) for those seeking better

134 CLASSICS WORLD ❙ SEPTEMBER 2024

economy and lower emissions.
A new, more efficient alloyblock 2.0-litre Ingenium
turbodiesel replaced the old 2.2
unit for the 2016 model year
with more torque, improved
flexibility and either 147bhp
(TD4) or 177bhp (SD4) power
outputs.
We think the Evoque
stands out. It is stylish and
has character. And that, in
combination with the fact
that it’s well kitted out, good
off road and actually quite
practical for families, makes
it a credible contender in our
books. That said, it never
enjoyed a particularly glowing
reliability record so be fussy
when buying. Specifically,

WORDS: IAN CUSHWAY

look for leaks from the EGR
cooler and dash warning lights
flagging up issues with the
Dual Particulate Filter (DPF)
as it clogs easily if not given a
proper run.
Because everyone loved the
Evoque, sales were strong from
the start which means there are
plenty of used first generation
examples to choose from. And
with values now as little as
£5000, they’re astonishingly
cheap. For that money, you’ll
get an early 2.2 SD4 Pure with
well over 100,000 miles under
its belt, though we’d suggest
spending a grand more to
get the better TD4 instead.
Great value, considering it was
nudging £30,000 new.
www.classicsworld.co.uk

Mercedes SL R230
(2002-2006)
It’s fair to say the R230
successfully combines all the
hallmarks of the SL line with
21st century performance
and luxury. No wonder then
that the first generation cars
are quickly becoming a firm
future classic favourite.
The model was meant
as a replacement for the
much-loved R129 and first
broke cover in 2001 with a
sophisticated folding metal
roof, pioneered on the R170
SLK, along with a host of
other swish luxury features.
Initially, the range included
the SL500 with its proven
302bhp 5.0-litre V8 and
the 242bhp 3.7-litre V6
SL350. The real firecracker,
the SL55 AMG featuring
the epic 493bhp 5.5-litre
supercharged V8, arrived in
2003. There was also the less
brutal SL600, which produced
similar power courtesy of its
twin-turbo 5.5-litre V12, but
more torque. Then, as a final
stab at getting the heart rate
thumping, there was the SL65
AMG introduced in 2004

which trumped them all with
its 604bhp 6.0-litre V12.
There was a minor facelift in
2006 which saw performance
improvements, along with the
introduction of the altogether
better 7G-Tronic transmission
and we reckon these later
models represent the best
bet in terms of performance,
driveability and running costs.
Reliability was generally
good, though a full service
history is essential because
head gasket worries were not
unheard of on the V8 and
specialist engine work will be
expensive.
For sheer convenience (and
lack of ABC air suspension
worries), a good SL350
will make the most sense,

particularly – as we’ve said
– if it’s one of the later 7G
cars which offer similar
performance to the earlier V8
but with decent economy.

Believe it or not the earliest
SL350s sell for a paltry £5000
these days, with the 7G-Tronic
cars usually kicking off at a
grand more.

Alfa Romeo 147 (2001-2010)
It wasn’t voted European Car of the Year
for nothing you know, and as a stylish
family hatch the 147 still has plenty
going for it in terms of modern classic
appeal. Not least the fact that it sports a
famed Alfa badge on its bonnet.
Launched in 2001, it’s available in
either three- or five-door guise with a
range of engine options, including eager
Twinspark petrol units and the talented
JTD diesel. You can even buy one with a
paddle shift gearchange.
All models were generously equipped
too, with aircon as standard and
alloys, cruise control and leather pews
appearing on the range-topping Lusso.
And it doesn’t feel at all cheap inside
either, with Germanic rubberised plastic
adding a real quality feel to the cabin.
Styling wise, a landmark was the
2005 facelift when the 147 inherited
various design cues from the 159 and
Brera. At the same time the suspension
was tweaked to further sharpen up
body control.
In a nutshell, it’s a nice-looking
hatch and if you get one in unmarked
www.classicsworld.co.uk

condition with interesting spec, leather
and a healthy 2.0 Twinspark engine
that’s been looked after and doesn’t
use too much oil, you could be onto a
winner because it’s just a bit different
and they’re becoming an increasingly
rare sight in the classifieds. The diesels
don’t have the same charisma, though
we wouldn’t dismiss the rapid 150bhp
JTD diesel.
Needless to say, the real icing on the

collectability cake is the 3.2-litre V6
GTA, especially if you find one with the
Torsen Q2 mechanical limited slip diff
fitted. They’re rare, but lovely to drive
and a surefire investment.
Price-wise, pay as little as £1500 for a
post-2005 147 1.6 or 2.0 TS with 100k
on the clock. Meanwhile, GTAs start
at £10,000, although an as-new low
mileage example might be as much as
£14,000.
SEPTEMBER 2024 ❙ CLASSICS WORLD

135

MOTORFREE ADS
TO ADVERTISE VISIT

WWW.MOTORFREEADS.CO.UK
CURRENT LISTINGS
ALFA ROMEO ALFETTA

£4,495. Saloon 1600 CC 4 cylinder manual petrol,
“R” reg Oct 1976, 4 left in UK, still has original
brochure, Ziebart rust protected, 101,000, dry
stored, MOT/tax exempt, a very rare survivor.
Could deliver. Please call 07927069352, South
West.

AUSTIN MONTEGO

1988, £2,850. Estate 1.6L. Petrol five seat, one
owner from new, garage for last ten years, no MOT
on SORN near side sill needs replacing, good paint
work, some rust on back wheel arch/engine start.
Please call 01270584005, West Midlands.
123652

123832

BMW Z3
ALFA ROMEO SPIDER

1999, 45000 miles, £4,500. Soft top. Dark blue,
very good condition FSH. Constantly garaged.
Please call 07387074400, South East.
123657

FORD ESCORT 1600 MK 2 SPORT

1979, 94200 miles, £22,500. T Reg. Midnight
Blue. Recently rebuilt engine by Burtons. No rot,
needs a small amount of cosmetic work. Full
Mexico interior. Everything new or new old stock
inside. 30 years worth of spares to go with car.
Please call 07914 854645, South East.
123824

FORD FIESTA

CITROËN XSARA

1999, 89113 miles, £4,991. Delightful Victoria
blue Spider Lusso T-spark 16v. Phase two model.
One lady owner since 2001. Just 89,000 miles.
12 months MOT (prior to sale). Been in storage
for last few years. Every service is documented
with multiple cambelt changes and maintained
by Alfa Aid the caring Alfa Romeo specialists.
Blue cloth fabric roof, multiple airbags. Cherished
by its lady owner throughout its life. Please call
07796262631, South East.

£1,395. 1360 cc petrol 5-speed manual, W-Reg
2000, 41000 with Citroen bills, one elderly owner,
always garaged, absolutely stunning, can deliver
anywhere. Please call 07793 057069, South
West.

1995, £1,000. MK3 facelift has electric windows
1.3 lxi version s door central locking, have
most MOT’s from new, have owned since 26K,
never been welded MOT expired March 2023,
have new front bumper in wrapper. Please call
07459608118, Greater London.

123597

123703

123917

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

JUST A SMALL SELECTION OF THE CARS FOR SALE
- GO TO WWW.MOTORFREEADS.CO.UK TO SEE
HUNDREDS MORE

JAGUAR MK IV

HONDA S2000

2003, 132000 miles, £6,950. Regularly serviced.
MoT until May 2025. Full service history with
loads of supporting paperwork and old MoTs.
Refurbished alloys in 2021. Please call 07931
173638, South East.
123872

1947, £68,000. Saloon 3.5 litre. In original
condition except for Suede Green repaint in 2014.
In total full working condition with complete tool
kit. Incredible original interior. Fitted with a five
speed gearbox but original Moss box available.
S.S. exhaust. Please call 07534 342021, Yorkshire
and the Humber.

JAGUAR E TYPE

1966, 90000 miles, POA. Series 1 4.2. Regularly
maintained, a superb drivers car. Owned by me
for the last 27 years, but now with spinal cancer
I can no longer drive. Please call 07990563512,
West Midlands.
123820

JEEP WRANGLER

123697

JAGUAR 4.25 XKR

JAGUAR XJS

2005, 54700 miles, £30,000. One of the last 10
off the line. Frost blue with dove interior. Cherished
and driven by one person from new with full
service history. Please call 01702 613883, South
East.

1996, 106000 miles, £19,995. Convertible
Celebration 4 litre petrol automatic in blue with
cream leather interior. Three previous keepers.
Owned since 2012. Lots of service history. MOT
to November with no advisories. Jaguar Heritage
certificate confirming matching numbers. Drives
as it should. Please call 07931 360396, North
West.

123635

123757

BEWARE SCAMMERS!
We value your advertising and want to remind you be aware of scammers.
Scammers are clever and can often seem genuine so please remember :
• Kelsey will never contact you to upsell your free advert to a paid for one.
• Do not share any financial or personal information with people you do not
know.
• Kelsey are not responsible for any transactions between seller and buyer.
• You can report scam calls to us via email at cars@kelseyclassifieds.co.uk

2001, 48023 miles, £12,991. TJ 4.0 4X4 Sahara.
Just arrived. Delightful low mileage Jeep Wrangler
TJ Limited edition. Only 48000 miles from new. Full
convertible with removable hard top. Cherished by
its two long term owners from new. Two sets of
keys, full book pack with manuals etc from new,
extensive service history maintained regardless
of cost with a folder of invoices to prove. Part
exchange possible. Please call 07796262631,
South East.
123599

LOTUS ECLAT 520

£6,995. 4 speed 1976 “P” reg, Monaco White,
historic free tax and MOT, £11,200 spent since
2017, always garaged, stunning, could deliver.
Please call 07895675851, South West.
123916

MG TF
2004, £3,000. Convertible MOT until June 25,
good condition, loads of service history. Please
call 01406359288, Yorkshire and the Humber.
123885

TO ADVERTISE VISIT:

WWW.MOTORFREEADS.CO.UK

MOTORFREE ADS
MINI MAYFAIR

BRISTOL SALOON

ROVER 2000 P6

1968, POA. For restoration with some parts,
reluctant sale. Also Flying Standard saloon fully
restored, open to offers. Please call 07889196028,
East of England.
123662

AUSTIN FL1
1991, 47000 miles, £3,750. British racing
green with white roof/ only 2 previous owners/
lovely condition/ drives well/ first to see will
buy/ great classic/ bargain, no offers. Please call
07746921761, South East.

1969, 74000 miles, £5,500. Automatic Series1,
1978cc, white with black interior, history file, well
maintained, new parts, recently serviced, runs
great, nice example, ready to drive and enjoy!
Please call 07956 251328, Greater London.
123648

ROVER P4

123698

1958, 72000 miles, £1,695. Rover 90 starts
drives brakes binding needs respray carpets not
great, tyres good. Please call 07931647088,
Greater London.

MORRIS MINOR
1957, £7,995. Private Hire Limousine. Four doors,

123720

powerful 2.2 litre petrol engine. Front bench
seat, total 7 forward facing seats. Integral four

TRIUMPH STAG

post jacking system. Original leather seating
throughout. Strong steel chassis and robust
1951, £5,500. 4 door Saloon, in great condition,
reconditioned gearbox just fitted (supplied by
Heathrow Transmissions), all the suspension
serviced and rebushed, fitted with seat belts, 948
cc engine, new tires, refurbished interior, very
solid underneath, located in South London. Please
call 07985109502, Greater London.

construction. Well maintained and very reliable.
New tyres and factory manual. Kept in transport
museum so view inside. Please call 01142304691
or 07870180276, Yorkshire and the Humber.
123911

123623

ROLLS-ROYCE 20/25

NISSAN SERENA
1995, £3,900. Compact motor home 2.3 diesel
MOT. Double bed, sink, hob, hook up, part ex
W.H.Y? For classic car/ m/bike. Please call
07835651411, North West.

1976, 76000 miles, £16,000. V8 3 litre Tax and
MOT exempt. New soft top. Large core radiator
and header tank. Electronic cooling fan, SS
exhaust. New high torque starter motor. Electronic
ignition. Hard top and stand. Wind deflector.
Workshop manuals (2) Some extra parts. Please
call 01745604062, Wales.
123729

TVR 3000

123667

AUSTIN 12

1934, 20000 miles, £46,000. A lovely example
from Park Ward coachbuilder. A real favourite
with the family for some years. Recently
repainted exterior and new upholstery in red.
1935, £19,000. London taxi. New leather seats re
wired new chrome, new paint, excellent condition.
Please call 07855 381414, North West.
123654

Two spare wheels and luggage trunk. Please call
07769680991, East of England.
123726

1977, 80000 miles, £15,000. Used most
summers by myself for the last 29 years. Very
reliable and in good condition tax and mot exempt.
Original car with full stainless exhaust, bilstien
suspension alloy wheels and good tyres. Please
call 07836349295, North West.
123706

FEATURE YOUR MOTOR IN YOUR FAVOURITE MAGS!

OR FIND YOUR NEXT!

JUST A SMALL SELECTION OF THE CARS FOR SALE
- GO TO WWW.MOTORFREEADS.CO.UK TO SEE
HUNDREDS MORE

FIAT PANDA SPARE PARTS

MINI PARTS

HILLMAN MINX HANDBOOKS

£250. Cylinder head, fans hoses, drive
shafts, manuals etc. Too much to list, van load,
£250 will split. Please call 01270 811762 or
07534111818, West Midlands.

1959, POA. Newton Commercials Suffolk reclining
seats and full interior trim in Cream Leather with
Black Piping. Excellent condition. Suitable for
1959-2000 models. Front seats, rear seats, door
cards etc. Also black leather top dash pad and
bottom rail. Please call 07786983586, South
East.

£10. Series 2 and Mark VIII owners handbooks,
price for each includes post. Please call 07534
342021, Yorkshire and the Humber.

123833

HILLMAN HUNTER NEW REAR
BUMPER
£60. Plus many new mechanical and electrical
parts, far too many to list, sell job lot, make me an
offer. Please call 07967921212, North East.
123668

JAGUAR SS PARTS

123629

123886

SOLID BRONZE CAR MASCOT
DART PLAYER

MORRIS SPARES
£20-£80. Morris 1000 engine £80. Van N-side
rear door £30. Set 803 conrods £20. Rear 4DR
offside door £45. Set 1275 conrods £40. Please
call 01435866331, South East.
123658

BMC 1100/1300 NUMBER PLATE
LAMP

1939, POA. Loft discovery! 12 inch diameter,
headlights, speedo, revcounter/clock from 1939
SS Jag, lamps need re-chroming. Collect. Please
call 07719535520, West Midlands.
123653

£15. Fits various BMC AD016 vehicles. Chrome
excellent, lens O.K. Plus postage. Please call
01909 721464, West Midlands.
123878

£35. Size 7.5 inches height, on marble base.
Please call 07968659967, South East.
123934

VANDEN PLAS PRINCESS
INDICATOR LAMPS

MICHELIN MAN

MGB GT PARTS
1978, POA. Gear box. Front wing. Wiper motor.
Switches. Drop glass. Regulators. 1/4 light. Please
call 01613679622, West Midlands.
123664

MG ROADSTER CONVERTIBLE
PARTS
1974, £300. MG windscreen surround and glass
complete, 2 x bumpers, 2 x rear lights, 2 x quarter
lights, 1 x front grille, few gouges. Please call
07703353500, Yorkshire and the Humber.

£25 each. One pair of LH and RH side/indicator
lamp assemblies. Also fits 4R Princess plus
postage. Please call 01909 721464, West
Midlands.

£75. Small size pump reproduction not working.
Please call 07432583904, South East.

123877

123933

123935

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EĞŐĂƟǀĞΘWŽƐŝƟǀĞĂƌƚŚ
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FREE UK POSTAGE—WE POST WORLDWIDE
ϱйKīǁŝƚŚǀŽƵĐŚĞƌĐŽĚĞ>Wϱ
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Modified, Close Ratios, Heavy Duty
50 Years of Experience
Complete Boxes and Parts
Mail Order or Collection
Telephone: 01580 714114
bghgeartech@btconnect.com
www.bghgeartech.co.uk Kent, TN17 3LE

CLASSIFIEDS

SERVICES

FOR SALE

WANTED

FORDS
JAGUARS
od

o dt

07968 170363
01483 238073
mail@daveday.co.uk

Don’t miss
the next issue
of

Classics
World
on sale

30th August
PLATING

Enthusiastic buyers of all

Classic Fords inc. RS,
Hot Rods & American
Call Andrew on

07836 226228/01245 248888
sales@standrewsautos.co.uk
www.standrewsautos.co.uk
SPARES AND PARTS

DERBY PLATING
SPECIALIST ELECTROPLATERS,
POLISHERS AND METAL FINISHERS FOR
CLASSIC CAR AND MOTORCYCLE PARTS
DERBY PLATING SERVICES LTD

SPARES AND PARTS

  
  


   
  
     
  

   
             
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NUMBER PLATES

 
    
  
    

SPARES AND PARTS

G. WHITEHOUSE AUTOS LTD
classic car automatic transmissions
& pre-select gearboxes
Reconditioned units and spare parts supplied

Classic car automatic conversion
Convert your classic car to Jaguar XJ40 4 Speed automatic
CCM10/19 G Whitehouse

To place your ad please contact Zara on our classics team 01732 442242

148 Abbey Street, Derby, DE22 3SS.
Tel: 01332 382408
www.derbyplating.co.uk

Kits now available for most cars
Tel: 0121 559 9800
Website: www.gwautos.com Email: info@gwautos.com

all major credit cards accepted

Q BLACK & POLISHED ALLOY
Q SILVER OR WHITE RAISED DIGIT ON BLACK BACKGROUND
Q SELF ADHESIVE
Q SILVER OR WHITE ON BLACK ACRYLIC
Q SILVERLINE

from £  PER PAIR
Other styles and non-standard sizes available
Order online: www.classicplatesonline.co.uk
or phone: 01732 360638

CLUBS

SERVICES

CA FR
TA EE
LO
GU
E

Vehicle
Wiring
Products

enquiries@mgsforsale.com

URGENTLY WANTED

ANY MG, ANY YEAR, ANY CONDITION

MG Midget Mk1 1964 Gan 2 Model Older
restored (ACU338B) - Black coachwork
with original style vinyl hood - £8,950

www.vehicleproducts.co.uk
sales@vehicleproducts.co.uk

0115 9305454

SPARES AND PARTS

For a selection of quality MGs please visit - www.mgsforsale.com
01707 876089 or 07831 556666

J. MOORE CLASSIC CARS
ROVER SPECIALISTS

Trim, upholstery & fittings

01449 780241 / 07917 181840
jasonsclassiccars@btconnect.com
• Restoration and repairs
• Service and fault diagnosis
• Paint and body
• Engine transmission rebuilds

WOOLIES ‘C’, Whitley Way, Northfields Industrial Estate,
Market Deeping, Peterborough PE6 8AR
Tel : 01778 347347 Email : info@woolies-trim.co.uk

Unit 21, Red House Farm, Bacton, Suffolk *1
-&

L

CH

OVER ! MILLION CARBS, SPARES, REPAIR KITS, DISTRIBUTORS,
PUMPS ON THE SHELF, WORLDWIDE MAIL ORDER

Stockists of Weber * Zenith * Solex * Stromberg
SU * Dellorto * A.C. + Facet Fuel Pumps
We have acquired several major PIERBERG companies and a huge amount of
stock. So we can now offer Pierberg carbs and spares + fuel pumps petrol/diesel
mechanical/electrical, vac pumps, pulldown units, vapour separators.

EXCHANGE AND NEW CARBS FOR MOST VEHICLES
Web: www.carburettorspecialists.com
E-mail orders: chipmork@btconnect.com
Opening hours: Monday - Friday 10.00 - 4.00
Ulverston Road, Rochford, Essex SS4 3JT
Tel: 0845 061 4477
RESTORATION +ULTRASONIC CLEANING

From
£200.00

SPARES AND PARTS

Ov

er
So 15,0
ld 00

To place your ad please contact Zara on our classics team 01732 442242

RESTORATION

SPARES AND PARTS
L

• Conversion and modifications
• Bespoke fabrication
• Rewires and upgrades
• References available

P4, P5, P6, SD1, Land Rover,
Range Rover,
Hotrods and Customs

www.woolies-trim.co.uk

CH

MGB Roadster 1971 One Family
Owner 48 Years (AON115K) - White
coachwork, Black vinyl hood - £9,450

SPARES AND PARTS

WOOLIES

CARBURETTOR HOSPITAL

CLASSIFIEDS

FOR SALE

SPARES AND PARTS

Price £5.99
UK & Overseas
plus P&P

WWW.CLASSICSWORLD.CO.UK

BACK ISSUES
JAGUAR

FORD SIERRA

THE CARS
1946-1959

MINI MK1

CORTINA

THE XJ-S
1975-1996

LOW-SPEC
SURVIVOR

A SUPERB
1600E MK2

ROVER SD1

IT'S SO VERY
ORIGINAL!

CLASSICS

CLASSICS

CLASSICS

Road test report – what is it really like to drive?

Road test report after 250 miles in a weekend

Buying this +2 was one of his better decisions

ROVER'S P4

PLUS

PLUS

‡VANDEN PLAS 1.7
‡ TALBOT TAGORA
‡ JAGUAR S-TYPE
‡BMW Z3

DATSUNS IN THE UK
A REVOLUTION IN 20 YEARS

MERCEDES 500 SEC
CREATING A BARN FIND!

SERIES 2 LAND ROVER
THREE FARMING FAMILIES

1966 HUMBER IMPERIAL
BIG HUMBER SWAN SONG

SEPTEMBER 2023 ISSUE 336 £4.80

AJS CARS OF THE 1930S
SOMETHING DIFFERENT!

❯❯ CATERHAM BUYING GUIDE
JULY 2023 ISSUE 334 £4.80

VAUXHALL VICTOR FD
STYLISTICALLY PERFECT?

ROLLS-ROYCE SHADOW
REALITIES OF OWNERSHIP

THE BMW ’02 FAMILY
YOUR FULL BUYING GUIDE

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FULL ROAD TEST REPORT

SEPTEMBER 2023

OCTOBER 2023

™MIDGET ROAD TEST
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™DATSUN IN THE UK

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™BM*GD69I:HI
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™=JB7:G>BE:G>6A
™CATERHAM SEVEN

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™7:9;DG9=6K6C
™7BL%'<J>9:

GRANADA

CAPRI 1.6LS

FORD V6
ROAD TEST

%&$&.#&3


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ISSUE 339

WWW.CLASSICSWORLD.CO.UK

BIG HEALEY
Described as an ‘aerodynamic Edwardian!’

ZODIAC MK4

NEW PROJECT

ONE FAMILY
FROM NEW

+"/6"3:


t

ISSUE 340

MGC

FORD’S 1966’72 FLAGSHIP

1965 MORRIS
TRAVELLER

MG MIDGET

BUYING
GUIDE

'&#36"3:


t

ISSUE 341

WWW.CLASSICSWORLD.CO.UK

ROVER P5B

WWW.CLASSICSWORLD.CO.UK

/07&.#&3


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ISSUE 338

MG CENTENARY

ALL THE PRODUCTION MODELS FROM 1923 TO 2023

❯❯ BEDFORD HA VAN AT 40

AUGUST 2023

FIAT 500F

FULL ROAD
TEST REPORT

PLUS

JULY 2023

NEW RESTO
PROJECT

ONE OWNER
FOR 32 YEARS

‡1970S/80S TRIUMPHS
‡ PROJECT NEW BEETLE
‡ JENSEN PROTOTYPES
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‡1960S TRIUMPHS
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❯❯ SCIMITAR BUYING GUIDE

LOTUS ELAN

OCTOBER 2023 ISSUE 337 £4.80

MG MIDGET

HILLMAN IMP

ESCORT MK2

CAR OF THE
YEAR 1976

WWW.CLASSICSWORLD.CO.UK

ASTRA MK1

™B<H8:CI:C6GN
™IMP ROAD TEST
™B@':H8DGI<=>6
™:"INE:H(<J>9:
ROVER P6

RESTORED TO
PERFECTION!

1.3 COUPE
ROAD TEST

."3$)


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ISSUE 342

NOVEMBER 2023

HB VIVA GT

MARINA

30 YEARS AND
TWO REFURBS!

TRIUMPH STAG
A TOP RETIREMENT TOY

JAGUAR E-TYPE SERIES 3
FATHER AND SON DUO
BUYING GUIDE TO A DREAM MORRIS MINOR AND EIGHT

NOVEMBER 2023 ISSUE 338 £5.25

TRIUMPH

Scan me

SERIES 1
3500 V8

"13*-


t

ISSUE 343

WWW.CLASSICSWORLD.CO.UK

TRIUMPH TR2

WWW.CLASSICSWORLD.CO.UK

...and the Swallow Doretti that it inspired

Vauxhall’s first front-wheel-drive car on test

PLUS

‡THE BMC MINI STORY PT1
‡ PROJECT NEW BEETLE
‡ VAUXHALL VECTRA
‡STANDARD 8/10

PLUS

‡ FIAT 500 PROJECT
‡ROVER P4 ROAD TRIP
‡ MORRIS TRAVELLER RESTO

BUMPER
164-PAGE
ISSUE

RENAULT
A RARE
FREGATE

413*/(


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ISSUE 344

EX-RACER
ON THE ROAD

AUSTIN A35

MG RV8

IS IT A VAN
OR A CAR?

WWW.CLASSICSWORLD.CO.UK

’79 HONDA

WOLSELEY

BUYING
GUIDE

+6-:


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ISSUE 347

WWW.CLASSICSWORLD.CO.UK

VITESSE DUO

PLUS

PLUS

PLUS

THE GORDON-KEEBLE
HOW COULD IT FAIL?

TRIUMPH TWIN TEST
ACCLAIM AND ROADSTER

Owned for 38 years on two continents

MG T-TYPES
BUYING GUIDE TA TO TF

BEST OF THE 1990S & 2000S

THE JAGUAR MK2 FAMILY
INCLUDING DAIMLER V8

THE FIAT PANDA 4X4
BOLD AND INNOVATIVE

PROJECT
BEGINS

"6(645


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ISSUE 348

WWW.CLASSICSWORLD.CO.UK

Beautiful convertible and rare estate
‡ MORRIS TRAVELLER RESTO
‡VW JETTA GTI PROJECT
‡ POLISHERS ON TEST
‡ JAGUAR MKIV

‡ MORRIS TRAVELLER RESTO
‡VW JETTA GTI PROJECT
‡ FIAT 500 PROJECT
‡ CITROËN CX

INCLUDING
BMW Z3 &
FORD PUMA

MARINA

RESTORED
& UPDATED

TRIUMPH GT6

WWW.CLASSICSWORLD.CO.UK

™IG'6C99DG:II>
™K6JM=6AAK>K6<I
™I=:86EG>HIDGN
™EG>C8:HH7JN>C<
1958 MGA

DRIVING A
1970S GT

FORD CORTINA

+6/&


t

ISSUE 346

FORD’S LEGENDARY CAPRI
HISTORY IN THE MAKING

THE ROOTES ARROWS
IRAN’S NATIONAL CAR!

APRIL 2024

MGB TEST

AN ACCORD,
NOT ACCLAIM!

DRIVING THE
15/60 FARINA

BUYING LEYLAND’S WEDGE
PRINCESS & AMBASSADOR

APRIL 2024 ISSUE 343 £5.25

MARCH 2024 ISSUE 342 £5.25

FEBRUARY 2024 ISSUE 341 £5.25

™ANGLIA 105E GUIDE
™E:J<:DI*%)I>
™K6JM=6AAK>8IDGH
™MARINA ROAD TEST

‡ MORRIS TRAVELLER RESTO
‡VW JETTA GTI PROJECT
‡ FIAT 500 PROJECT
‡ PORSCHE 996

SPRING 2024 ISSUE 344 £6.25

RELIANT REGAL 3/25
FULL ROAD TEST REPORT

SKODA STRETCH LIMO
A SIX-DOOR ESTELLE!

™K6JM=6AA6HIG6&#(
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BEST OF THE 1990S & 2000S

THE VOLVO AMAZON FAMILY LEYLAND P76 TARGA FLORIO
YOUR BUYING GUIDE
AUSSIE DREAM REKINDLED

1978 PEUGEOT 504 TI
COMFORT AND ELEGANCE

™GDK:GE*7
™7::IA:GD69I:HI
™FUTURE CLASSICS
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A truly glorious Mk5 2.0 Ghia from 1981

FROM £4000 TO
£50,000+

THE VAUXHALL VICTORS
FROM THE F-TYPE TO THE FE

MARCH 2024

.":


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ISSUE 345

20 TOP
CLASSICS

TRIUMPH ITALIA
FINALLY FULLY RESTORED

FEBRUARY 2024

LIFE STORY

WWW.CLASSICSWORLD.CO.UK

AUSTIN ALLEGRO ESTATE
RARE SERIES 1 CALLED ADA

JANUARY 2024

VAUXHALL
CAVALIER

MGA COUPE

VW BEACH BUGGY
A TASTE OF CALIFORNIA

INCLUDING
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ROVER &
AUDI TT MK2

ZEPHYR, ZODIAC & CONSUL
TRUTH ABOUT FORD’S MK2

BEST OF THE 1990S & 2000S

RILEY 1.5/WOLSELEY 1500
REPURPOSED NEW MINOR

THE FIAT 124 FAMILY
A CAR THAT WOULDN’T DIE

INCLUDING
JAGUAR X300
BMW Z4
FOCUS ST170

DATSUN 240Z & 260Z
YOUR GUIDE TO BUYING

BEST OF THE 1990S & 2000S

A JAGUAR E-TYPE, AND...
A RILEY MONACO SPRITE

STANDARD VANGUARD
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INCLUDING
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THE FANTASTIC RENAULT 5
YOUR GUIDE TO BUYING

AUGUST 2024 ISSUE 348 £5.99

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VOLKSWAGEN BEETLE
ROAD TEST OF A 1303

THE BEST OF
THE 1990S
AND 2000S

❯❯ 20-PAGE BONUS SECTION

JULY 2024 ISSUE 347 £5.99

DECEMBER 2023

TRIUMPH TR6
CITROËN TRACTION AVANT
BOUGHT AS A BOX OF BITS ULTRA RARE COMMERCIALE

THE BEST OF
THE 1990S
AND 2000S

❯❯ 20-PAGE BONUS SECTION

JUNE 2024 ISSUE 346 £5.99

HILLMAN AND RILEY
1966 MINX AND 1957 1.5

THE BEST OF
THE 1990S
AND 2000S

❯❯ 20-PAGE BONUS SECTION
JANUARY 2024 ISSUE 340 £5.25

MODIFIED MORRIS MINORS
CABRIOLET AND FLAT-BED

❯❯ 20-PAGE BONUS SECTION

MAY 2024 ISSUE 345 £5.99

SKODA S110 SURVIVOR
A WRITE-OFF RECOVERY

DECEMBER 2023 ISSUE 339 £5.25

❯❯ VOLVO 240 BUYING GUIDE

THE BEST OF
THE 1990S
AND 2000S

SPRING 2024

MAY 2024

JUNE 2024

JULY 2024

AUGUST 2024

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™TRIUMPH GT6 MK3
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™7BL("H:G>:H
™VANGUARD ESTATE
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™G:C6JAI*HIDGN

COMPLETE YOUR CLASSICS COLLECTION BY ORDERING ONLINE:
https://shop.kelsey.co.uk/cmtissue OR TELEPHONE: 01959 543 747
144 CLASSICS WORLD ❙ SEPTEMBER 2024

OUR HOTLINE IS OPEN:
MON – FRI: 8:30 AM TO 5:30 PM

www.classicsworld.co.uk

CLASSIC
TAILS

TIPS, TRICKS AND NOSTALGIA FROM A
LIFETIME IMMERSED IN OLD CARS
ANDREW EVERETT

THE CLASS (?!) OF 1994
Andrew recalls some highlights from his most prolific year of car ownership to date.

I

recently made a list of the
cars I’ve owned, including
the ones I’ve broken for
parts. It comes to over
200. The number of cars I’ve
actually used is somewhat
less, but even so – my dad
only ever had about eight in
his whole driving career.
My most prolific year was
1994. I started the year with
a 1983 Alfasud 1.3SC threedoor in Ivory. Many things
have been said about the
Sud, most of them true, but
later ones like this weren’t
quite so bad for rust and
mechanically they were
superb. They were lovely to
drive with excellent steering
and handling, plus a very
compliant ride unlike today's
junk. I would gladly drive one
now, 30 years on.
The Alfa 33 had never been
on my radar – somehow they
lacked the Sud character.
Even so, one evening I
went to Witney car auction
where I spotted G480 JET,
a white 1990 Alfa 33 1.5Ti.
It had done about 60,000
miles, and by 1987 Alfa had
beaten the rust bogey with

galvanising, wax injection and
plastic arch liners. JET was
thus in excellent condition
apart from a distinct clackclack-clack, the unmistakable
sound of a cam lobe in
trouble. I won this four year
old Alfa for £1050 and drove
it home. On the move, the
troubled cam was inaudible,
and because it was so
youthful it drove really well.
The 33 used the same
basic flat four boxer engine
as the Sud. Most mechanics
were scared of them, but
it only took me 90 minutes
to remove the driver's side
cylinder head and withdraw
the cam. I ordered a new one
from Alfa for about £200
with a new head gasket and
other sundries. Reassembled,
the engine sounded superb
and I left it with an Alfa
main dealer near Newbury
(Black and White Garage in
Cold Ash) where it was sold,
returning me about £2400.
Next, I bought an E-reg
Alfa 75 1.8 from one of
the AROC head honchos.
This metallic blue car had a
rusty rear arch caused by an

They were lovely to drive
with excellent steering and
handling. I would gladly drive
one now, 30 years on
www.classicsworld.co.uk

appalling repair when quite
new, but it wasn’t a difficult
fix – we cut the arch section
from a damaged front wing
and grafted that in. I had to
replace a rusty fuel tank and
it did use oil thanks to tired
valve stem seals, but again it
was such a nice car.
This was replaced by H982
EFC, a red 75 Twin Spark
bought damaged. It was
about £1400 and needed a
bonnet, wing, bumper and
headlight. I was lucky to
find a perfect red wing and
bumper; the new bonnet was
red too, but needed a repair.
Once done, I used it for a bit
and sold it via the same Alfa
garage on a trade basis. I
think I made a grand on it.
Summer 1994 and I was
working as a van driver for
Unipart in Cowley using
the Maestro 2.0 non turbo
diesel, a fine van. One day,
the sales rep jacked it in and
I found myself filling in as the
Oxford area rep. Replacing
the Maestro were a K-plate
Montego Countryman 2.0D
estate and a J-plate Rover
218D with the non turbo
Peugeot XUD engine. Both
were ex-management high
mileage cast offs from
Rover Group next door. The
Montego was very good
and even with 100K miles it
would still do 115 indicated,
so I am told (cough). Only
stone chips and the odd trim
rattle betrayed its mileage.

The Perkins Prima would do
50+mpg, although the cold
start diesel rattle was a bit
strident. The Rover 218D was
equally good and represented
Rover, BL or whatever at their
high water mark.
I left when a job vacancy
at Aston Martin popped up
in August 1994, building the
new DB7 at Bloxham, the
worst job I ever had. I have
a somewhat dim view of
the DB7 because they were
clearly being built before
development had been
completed. My blossoming
career in car journalism led
to accusations of leaking
details and photos of this
lash up to Autocar (not guilty,
but I wish I had). I got fired
just before Christmas for
something clearly made up
and I was glad to be gone,
starting again in January
1995 selling cars for a dealer
in Taplow with franchises for
Alfa Romeo, Lotus, Morgan,
Mitsubishi and Subaru, an
interesting mix. My wheels at
the end of 1994? FEM 920Y,
a metallic red VW Scirocco
1.5CL that is now on SORN.
(If you have it, get in touch.)
FEM was a good car, a
typical VW from when they
were properly made without
rampant wing rot, water
leaking in and oil leaking out.
The only trouble I had was
carb icing in the cold winter.
I just rerouted the air intake;
we like easy fixes!

SEPTEMBER 2024 ❙ CLASSICS WORLD

145

❯❯ ORDER THE NEXT ISSUE TODAY
OCTOBER ISSUE ON SALE AUGUST 30TH

TRIUMPH TR7

FORD ANGLIA

ONE OWNER
FOR 40 YEARS

KEEPING IT IN
THE FAMILY

WWW.CLASSICSWORLD.CO.UK

M I N I SE V E N

0$50#&3


t

ISSUE 350

DON’T

y OUT!
CowleMISS
An Austin built by Morris in

PAY £5.99
PLUS POSTAGE AND GET
THE NEXT ISSUE DELIVERED
TO YOUR DOOR.

PLUS

‡ MORRIS MARINA RESTO
‡ BMW’S FIRST DIESEL
‡FSO POLONEZ
‡ FIAT 500F

MG TC ROAD TEST
WHAT’S IT LIKE TO DRIVE?

THE LANDCRAB STORY
BMC’S VERY OWN TARDIS

OPEL MANTA B
YOUR GUIDE TO BUYING

PRINTED IN THE UK

INCLUDING
MERC A CLASS
PUG 306 GTI
TOYOTA MR2
OCTOBER 2024 ISSUE 350 £5.99

BEST OF THE 1990S & 2000S

ORDER
TODAY!

KELSEYmedia

Order online at shop.kelsey.co.uk/classics
Call now on 01959 543747* Quote ref: Classics
Terms and conditions apply. *Lines open Mon-Fri 8.30am – 5.30pm.
Calls charged at your standard network rate. Front cover for illustration purposes and subject to change.

146 CLASSICS WORLD ❙ SEPTEMBER 2024

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MG SPECIALISTS & PRECISION ENGINEERS
TIFOSI RANA

The Tifosi Car Company
TIFOSI RANA

TIFOSI S S

TIFOSI J.E.M.

Standard Rear

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Frogeye Sprite Replica
Based on any Sprite / Midget monocoque

Our S S (Sebring Sprite) Reincarnation for the Racing
Enthusiast

Our most popular build-at-home kit

Based on any Sprite / Midget, a true replica of the
iconic, light-weight and nimble John Sprinzleinspired Sprites.

See Kit Compilation and Price Lists

See Kit Compilation and Price Lists

Our :acobs volution Didget, inspired by the late
Dick Jacobs
An evolution of the original, allowing wind-up
windows and lockable doors. For road use, can be
trimmed to make a grand tourer, or can have full
cage fitted for competition use
This is only sold as a fitted kit, not for home fitting.

WWW.HALLS-GARAGE.CO.UK
01778 570286

info@halls-garage.co.uk

Ranges Available:
x Ballast Resistors
x Brake / Tail Light Bulbs
x Bulb Holders / Adapters
x CanBus Cancellers
x Camper / Caravan Bulbs
x Complete Car Kits
x Dashboard / Gauge Bulbs
x Festoon Bulbs
x Fog Light Bulbs
x MOT Compliant
Headlight LEDs
x Indicator Bulbs
x Indicator Relays:
Electronic (6 & 12V)
x Interior / Courtesy Bulbs
x Number Plate Bulbs
x Reverse Light Bulbs
x Self Flashing Semaphore LEDs
x Sidelight Bulbs
x 6 Volt Bulbs
x 12 Volt Bulbs
x 24 Volt Bulbs
x WŽƐŝƟǀĞĂŶĚEĞŐĂƟǀĞĂƌƚŚ
available across the range

Classic Car LEDs pride ourselves in supplying high
quality LEDs designed as a straight replacement for original
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