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THE MORGAN TRADITION<br />

WE DRIVE GRAHAM HI1TS BRM<br />

INNES IRETAND REMEMBERS<br />

LAMBORGHII{I . AC . RELIAI{T<br />

ALVIS TC21 v RILEY RMF<br />

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turmula 3 Sponsorship is one of the most exciting ways of using up<br />

money at high spbed. But frbm Shell Oils' point of vieW every pound spent pays<br />

dMdends - in tull.<br />

This season, Shell Oils are running wift top F3 drivetrlbmmy Byrne. Among<br />

other successes, he's aiming to break the current record for wins in a single<br />

season. Tommy's engine<br />

runs at high revs - at temperatures of up<br />

to 3OOPC.This helps to test the ss and protective qualities of the oil.<br />

Analysis of oil samples taken from the<br />

engine also Shell Oils to develop even<br />

more products.<br />

lOils<br />

The results help racing drivers to keep<br />

on winning. But the long term victories<br />

No oils orc driven horder<br />

belong to everymotorisl<br />

CLUB CORNER. SILVERSTONE<br />

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IncorBorating Old Motor Vol I No 9 <strong>December</strong> <strong>1982</strong><br />

News 4<br />

Brooklands - the battle begins all over<br />

again; seat belts and classic cars - the<br />

facts; a Bad Car that wasn't; a mystery<br />

Morgan; Pininfarina's Lancia estatel<br />

and much more .<br />

lf,Ihat's on<br />

I<br />

Outdoor gatherings have almost come<br />

to a close, but there's plenty happening<br />

under cover as our comprehensive<br />

guide shows<br />

Yolrletters<br />

The Bad Car Club stirs reactions for<br />

and against; Lancias defended; Singers<br />

vs MGs, the final word; Humber and<br />

Hortsman; Monteverdi mishap . . .<br />

lllorthy<br />

Mike \tr0orthington-lWilliams on how a<br />

l2-year-old turned a pile ofbits into a<br />

Premier cyclecar; reflections on<br />

Gloverly vehicles; twin-shaft Austins<br />

and the rebirth of a l9l9 Buick . . .<br />

ll<br />

t4<br />

AstonMartincompetition 30<br />

The final part of the @S quiz with a<br />

stunning Aston Martin DB6 Volante<br />

going to the lucky winner. This<br />

month's questions concentrate<br />

on the fifties<br />

Backtoback 33<br />

In the fifties the Riley RMF and Alvis<br />

TC2 li 100 were rivals on both road and<br />

track. Mike McCarthy has been<br />

driving two pristine examples to see<br />

how they compare nearly 30 years on<br />

forgottenforerunner 3Z<br />

Some might remember Hans Julius<br />

Keitel as the man who headed Dornier<br />

engine development until the end of<br />

VWII, but Jerry Sloniger puts forward<br />

the theory that Keitel is the father of<br />

modern streamlining<br />

Lightning 43<br />

Sixty years ago an AC became the first<br />

light car to cover 100 miles in an hour.<br />

John Mclellan tells the heroic tale of<br />

how John Joyce secured the record<br />

against all odds<br />

'The perfect car' 45<br />

Born the son ofa peasaht farmer<br />

Ferruccio Lamborghini's dream was to<br />

build the perfect car. Today his<br />

creations are among the cream of<br />

Italian exotica. Mike McCarthy tells of<br />

his first efforts, the 350 and 400GT<br />

Profile:Morgand41600 50<br />

They don't build 'em like they used<br />

to. . ." Punditswhosaythat, have<br />

forgotten the Morgan which is still put<br />

together in time honoured tradition in<br />

Malvern. But what about buying one<br />

secondhand? Peter Nunn is your guide<br />

through the 1600cc Morgan maze<br />

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Agoqdvintage 60<br />

Ve round up the historic racing season<br />

with'{Tillie Green's verdict on his year,<br />

as well as a complete rundown on the<br />

major champions<br />

876fil0<br />

Sabrecharged 64<br />

Robin Rew's sharpened Sabre gives<br />

Reliant fan Mike McCarthy a taste of a<br />

real blade runner<br />

Bourne'sbest 68<br />

Often maligned, BRM were once at the<br />

pinnacle of motor sport. The period<br />

was the early sixties, the team's<br />

number one driver Graham Hill and<br />

the cars were the championship<br />

winning P57 and monocoque P6l.<br />

Doug Nye chronicles the success of the<br />

P6l, while tVillie Green drives a former<br />

Graham Hill race car<br />

Ealcyondaze 75<br />

In the early sixties British drivers were<br />

also at the forefront ofGrand Prix<br />

racing. One time team-mate to Graham<br />

Hill, Innes Ireland recalls those<br />

far offdays<br />

Pontefracthotcake ?9<br />

The Pontefract-built Liedart is a real<br />

mystery. Built in the thirties with an<br />

American V8 mated to British<br />

suspension and bodywork, it pre-dated<br />

the Morgan Plus Eight by years. But<br />

how many were built and do any<br />

survive? Mike Worthington-Villiams<br />

asks the questions<br />

ii<br />

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Covetedcoup6 80<br />

lVhen John Bolster reluctantly decided<br />

to sell his AC Aceca-Bristol at the<br />

advent of the 70mph blanket limit, he<br />

replaced it with a Fiat 850 coup6 . . .<br />

and now believes this might be a<br />

future classic<br />

Horsepower 83<br />

How a travelling Nick Baldwin<br />

uncovered a real working motoring<br />

museum in Germany, a land where old<br />

cars are few and far between<br />

Automobilia 86<br />

Reviews galore. Ve look at the latest<br />

book titles, inspect the latest models<br />

and give our verdict on the year's top<br />

offerings in time for Christmas<br />

shopping. There are also competitions<br />

with a superb Casio watch on offer<br />

Clubfocus 92<br />

The Bad Car Club takes off . . . plus<br />

news from Jaguar, Triumph, BMW,<br />

Lotus and other one-make clubs<br />

A-Z 98<br />

Continuing Michael Sedgwick's<br />

compelling guide to cars on sale in this<br />

counlry between 1945 -7 0. This month :<br />

Packard to<br />

PriceGuide 103<br />

A round-up ofadvertised prices<br />

affecting 200 popular'classics' on the<br />

market, plus a spot check on the<br />

Panther Lima<br />

10/25/50 r38<br />

A look back at the happenings and<br />

events of <strong>December</strong> 197 2, 1957<br />

and 1932<br />

Editor: Matthew Csrrer. Editor.atJartc: Mike McCurhy. Assciate Editor: John Bolsrer. A6sistant Ediror:<br />

Peter Nuon. Alt Edito.: Michael lwalsh. Phoaographcr: Mel Dew. Historical Cotrsultstrt: Michael<br />

Sed$trick. Rcgular Contributon: Nick Baldwin, Mike !?orrhington-Villiams. Tracl tests: Willie Green.<br />

Adveftisement Maaagcr: John Deverell. Greup Advertisemetrt Dircctor: Derek Redfern. Publisher: Eric<br />

Verdon-Rc. Sales Developmeot Dircctor: Paul Crmp. Managing Directo.: Simon Taylor. Classic ud<br />

Sportscar incorporates Old Motor and is published on the second Wednesday ofevery month by Haymarket<br />

Publishing t-td,38-42 Hampton Road, Teddington, Middlesex T\I(rl 0IE. Printed by \?atmoughs Ltd,<br />

Bradford. Photo*niag by Print'fhings l-td, London SWl4.<br />

Subscriptiom, homc and oveseas: Surfacel UK, Europe and general ovemqs, ! 15.00; Aimail: Middle East,<br />

[24.00; USA, Cmada, Africa and lndia, !31.00; Australia, New Zealand, !34.00. Payment may be made by<br />

Access, Amex or Visa (Barclaycard). Back numberer (subiect to availability) f 1.20 from Haymarket Publishing<br />

Ltd, l2-14 Ansdell Stret, London W8. Every care is raken in compiling thc contents ofthe maguine to ensure<br />

that they are correct and accuate, bur the publishers assume no.esJnnsibilitl' for aoy effect from errors or<br />

omissious. All material published in Classic and Sporlcar is copyright and reproduction is forbidden.<br />

eHaymarketPublishingltd, <strong>1982</strong> Memhersof rhe<br />

Teb;hooc (Edirorial a-nd Aivertising):0l-9?7 8187 .<br />

Audir Bureau of Circularions I4!!-l -::=r<br />

Cussrc aNn Sronrscnn. Dece unrn <strong>1982</strong><br />

3


Brooklands - lhe war lo be won<br />

Industrial archeology is already<br />

accepted as an important part of the<br />

British heritage. How about sporting<br />

archeology?<br />

Once again, the greatest racing circuit<br />

there has ever been in this country,<br />

Brooklands, is under attack. Perhaps<br />

the war-time devastation could be forgiven<br />

in a time of emergency, but this<br />

time the threat comes from pure commercialism.<br />

Brooklands is already a prime industrial<br />

site as it is, so it is important<br />

that what is left is preserved. II was<br />

announced back in June that the<br />

purchase of the '40 acres' site by Gallaher<br />

Ltd has greatly furthered the<br />

Brooklands Society's plan for the<br />

establishment of a living museum of<br />

transport, which in turn will go a long<br />

way towards safeguarding the site's historical<br />

importance (the '40 acre' site includes<br />

the Clubhouse, Members Hill<br />

and Members Banking on the Veybridge<br />

side of the River Wey).<br />

Aviation's birthplace<br />

Just across the river lies the runway<br />

area, the birth place ofBritish aviation,<br />

and it is this that is the subject of part of<br />

the North West Surrey Minerals Extraction<br />

and Restoration Plan. Basically,<br />

'gravel extractions sites' - gravel<br />

pits to you and me - are divided into<br />

three categories, A, B and C. C sites are<br />

'sublect to overriding objections to<br />

mineral extraction': B sites are'valuable<br />

agricultural holdings': for A sites,<br />

however,'provided that recognised<br />

constraints (site access, for example) can<br />

be overcome satisfactorily, there is zo<br />

ooerriding reason (our italics) why working<br />

should not take place within the<br />

context of policy Ml0'. Brooklands has<br />

been classified 'Category A'- and in-<br />

Gravel pit plan threatens historic site<br />

deed the quote above comes from the this, was set up. The Brooklands Socie-<br />

ReportoftheMineralExtractionPlan. ty, through their commercial subsidi-<br />

Oneoftheodditiesofthesituationis ary, Brooklands Track Ltd, are makthat<br />

the Surrey County Council have ing strong representations against the<br />

gone ahead with the report off their plans, but still need your help. To<br />

own bat - at the time of writing no com- strengthen their case they have asked as<br />

mercial firm has actually applied to use many enthusiasts as possible, not iust<br />

the site as a gravel pit. However, the from \9eybridge but country-wide, to<br />

adjacent site on the other side of the maketheirfeelingsknown.<br />

railway from Brooklands, lVey Manor You can do this in two ways. Either<br />

Farm, is owned by Hall RMC, a gravel write to A.N. Child at Rees Brothers,<br />

extraction firm, and this is also classi- Elms Road, Aldershot, Hants, or - as<br />

fied as Category A. Its problem is ac- time is important - directly to the Incess.<br />

One solution would be a route via spector, Mr H.S. Crow, The North<br />

Brooklands . . . There is, therefore, \trfest Minerals (Extraction and Resconsiderable<br />

pressure from the gravel toration) Subiect Plan Enquiry, New<br />

extraction lobby that Brooklands be in- Hall, Herriot Road, Chertsey, Surrey,<br />

making known your obiections to any<br />

cludedasaCategoryAsite.<br />

In fact, publication of the Plan further;,otentialdestructionofBrookcaused<br />

local concern, and a public en- lands, and that proper historical imquiry,<br />

in progress as you are reading portancebeplacedonthesite.<br />

The shaded area in thc cente of the map is<br />

the proposed graoel pit at Broohlands<br />

Golden days a De Haoilhnd Moth and a<br />

MoruaAlfa Romzoin - 1937<br />

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V/infield, Berutichshire, October lj, l95l: Stirling Moss, Alf Francis, Duncan<br />

Hamilton, George Abecassis and Reg Parnell gather round an HWM. This is one of the<br />

photographs which will be on show at the first exhibiton of a unique piaate collection of<br />

some 70 moror racing and flying pictures on Noaember 16, 17 and l8 at Mitchelk Hotel,<br />

V est End, C hirnside, B eru.tichshire<br />

Anaerial shotof Brooklands as iwasin 1934,piortothe additionof theCa.mpbell circuit<br />

Clesslc nruo Sponrsc.rn, Drcs,ussn <strong>1982</strong>


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By PETER DEE<br />

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Customers own units re-built at no extra cost. No quibble<br />

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service and personal attention assured at alltimes.<br />

We pride ourselves in our engines which we believe to be the best<br />

available. ln addition to our engines and cylinder heads, we also<br />

undertake all other aspects of restoration work. Try us lor your<br />

other mechanical problems, eg transmassion, brakes, steering,<br />

suspension etc.<br />

For further information or advice contact:<br />

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Dee ineering Ltd, York Garage, York Road, Kings Heath,<br />

d'<br />

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& Re Moulding<br />

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LARGE STOCK OF B.F. GOODRICH ANTIOUE AUTO TYRES<br />

COMIIERCIAL, PRIVATE & PASSENGER VEHICLE TYRE SPECIALISTS.<br />

TYRES FOB OLI'EB CABS<br />

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Pininfaina's latest sporting estate, the Lancia Gamma Olgiata, a one-off dkplay car<br />

Estate of the art<br />

Estates are coming back into fashion.<br />

Remember the Maremma, a Pininfarina<br />

estate version ofthe Fiat 130 coupd?<br />

!fle're pleased to report the famous Italian<br />

design studio has now turned ils<br />

attention to the Lancia Gamma.<br />

As with the Fiat 130 saloon and<br />

coup6, Pininfarina successfully turned<br />

the ugly duckling Gamma saloon into a<br />

swan when the sleek coupi was styled.<br />

Now the studio has taken the coupe<br />

theme one stage further with the<br />

beautiful Olgiata Break, which was<br />

first shown in this country at this year's<br />

Birmingham Motor Show.<br />

Sadly it is only a one-off experiment<br />

$cottish collection<br />

rVe've recently spent a fascinating couple<br />

of days looking at the Sorn Classic<br />

Car Collection near Kilmarnock, in<br />

Ayrshire. There are over 60 cars, military<br />

vehicles and motorcycles in the collection,<br />

and the cars include such<br />

machines as a Berkeley 500, a Ford<br />

Model A Phaeton, a 1939 Mercury, a<br />

lovely Delage D6 75'Sport' Drophead,<br />

a splendid Rolls-Royce Phantom II<br />

Tourer, a Lancia Aurelia 2500 GT, a<br />

Dodge Charger R"/T Hemi 426, a Corvette<br />

Stingray 427 L89, a Cadillac<br />

Allard, a Lamborghini 400 Islero, a<br />

Maserati 3500GT, an E-type, an Elan,<br />

some hairy American machinery, plus<br />

much, much more.<br />

In fact the owner of the collection is<br />

in the process of culling it, and shedding<br />

duplicates, so the following, in<br />

conditions varying from 'driveable' to<br />

'needs considerable attention' (!) are<br />

for sale: a 1956 Porsche 356 1600, a<br />

1928 Fordor ModelAFord, anamphibious<br />

DUK'ifl from 1943, a 1936 Model<br />

C Ford Tourer (only four known to<br />

exist according to the Ford Sidevalve<br />

Club), a monstrous 1959 Ford Galaxie<br />

Sunliner in lipstick pink (this device<br />

was originally owned, believe it or not,<br />

_s<br />

A preoious auempt - the F iat I 30 M aremma<br />

but, aesthetically, it is certainly the<br />

most pleasing variation on the troubled<br />

Gamma theme to date<br />

Would you haoe your house decorated by<br />

the man who outned this car?<br />

by the interior designer David Hicks!),<br />

a 1975 Cadillac Coupe de Ville, a 1952<br />

Alvis 3-litre, and a 1959 Mercedes Benz<br />

l90D with recon engine.<br />

For more information on the above,<br />

or if you would like to look around the<br />

Collection, please wite to: The Sorn<br />

Classic Car Collection, Sorn Castle,<br />

Ayrshire KA5 6HR.<br />

Unfortunately Richard Pilhington was left off the list of class winners in our story on the<br />

Lloyds an-d S conish seies Last month , so to mahe amends here he is in full flight in the Lago<br />

Talbot. For a complete list ofthisyear's champions, see page 62<br />

Classrc nNn SronrscAR, DECEMBER I 982<br />

,J<br />

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Nothisisn't<br />

Mystery<br />

Now what's<br />

happened to<br />

Four - and<br />

thusiasr<br />

answer<br />

4/4 Profile,<br />

At the end of<br />

(our '0wner<br />

month)<br />

white Plus<br />

ties. This<br />

a past Woody<br />

Tony and his<br />

Four,<br />

once agaln.<br />

where is the<br />

I<br />

Itmay looh like a<br />

Seeing as<br />

chasing it in<br />

years ago,<br />

whole page to<br />

perhaps we<br />

mark in<br />

unruly<br />

date for the<br />

Clubl Ve<br />

when the<br />

in 'Club<br />

Not Normal<br />

bous skin, so<br />

returned to<br />

question to<br />

the second<br />

confirmed -<br />

a notoriously<br />

This<br />

life as a<br />

up but a year<br />

hands of Jim<br />

cultural<br />

cars (and Jr<br />

successfully.<br />

stripped the<br />

strengthening<br />

fitted Konis<br />

front<br />

ity went by<br />

axle was<br />

trailing arms,<br />

bar and four<br />

grafted on. A<br />

llen, but T ony Aithen ( see pS I ) underneath his formx M organ P lus F our<br />

on here? Vhat has<br />

elderly Morgan Plus<br />

is this bespectacled en-<br />

car<br />

subiect for this<br />

how he used to own a<br />

back in the early sixthen,<br />

is not a still from<br />

movie but shows<br />

-a 1955 Plus<br />

XNM 640 - together<br />

question is though,<br />

now? Ifyou do happen<br />

L)<br />

to know the whereabouts of this old<br />

Morgan, Tony would be delighred to<br />

hear from you at his home address, 20<br />

Wayside, East Sheen, London St[/14.<br />

In the meantime we can tell you that<br />

this photo is not all that it may seem.<br />

But let Tony take up the story. "XNM<br />

was my first carl I bought it for tl95<br />

and used to commute in it to and from<br />

Birmingham every day. This particular<br />

photo is a carefully staged production<br />

taken from the Teen lYays supplement<br />

of The Cotholic Pictorial newspaper for<br />

whom I used to be a cub reporter! It<br />

appeared on one of their 'Youth Pages'<br />

and was supposed to show how an impoverished<br />

student and his motor car<br />

scrapedby..."<br />

Austin, but this machine had a tuned 3 .8 J aguar mgine<br />

David Filsell recalls<br />

on the road some 20<br />

Autosport devoted a<br />

back in early 1969,<br />

slightly wide of the<br />

last month that this<br />

be a suitable candi-<br />

Bad Car<br />

a sneaking suspicion<br />

of the Austin appeared<br />

' that all was Certainly<br />

the Austin's bulclarify<br />

the situation we<br />

Autosport feature in<br />

our memories. On<br />

our worst fears were<br />

Austin estate was (is?)<br />

Q-car<br />

vehicle started<br />

1951 Austin A70 picklater<br />

passed into the<br />

a Wiltshire agriwho<br />

also tuned road<br />

ln<br />

to<br />

quite<br />

his Q-car he<br />

added<br />

chassis and<br />

an anti-roll bar to the<br />

. At the rear, normalboard<br />

in that the live<br />

but coil springs, twin<br />

'A' bracket, anti-roll<br />

Koni dampers were<br />

servo and disc set<br />

l<br />

&<br />

w<br />

,<br />

i*t -^5o:<br />

,s<br />

up were also specified.<br />

Body modifications included building<br />

up an estate rear section to fit over<br />

the back of the pick-up, the addition of<br />

some glass-fibre panels surrounding<br />

the bonnet and (for some unfathomable<br />

reason) the fitment of an A35 grille to<br />

the nose. Inside Citrodn 2CV seats replaced<br />

the Longbridge variety and<br />

comprehensive instrumentation was<br />

adapted to replace the original meagre<br />

dials and gauges.<br />

An Austin Healey 100/4 engine provided<br />

dramatic-enough power in the<br />

early days but eventually this gave way<br />

to a tuned 3.8 Jaguar engine and gearbox!<br />

At around the same time a Citro6n<br />

Light 15 steering system and set of<br />

Dunlop racing wheels from a Lister<br />

Jaguar were fitted. The net result of all<br />

this was a seemingly-inelegant 25cwt<br />

machine that could - and did - embarrass<br />

all manner of exotica including<br />

Porsches, Mini Coopers and the like.<br />

One quote from the Azlospor, article<br />

sums up the car's character perfectly.<br />

Its second owner Allan Deacon, recording<br />

that reactions to the car were<br />

interesting and varied, added: "Sir<br />

John Vhitmore asked it if was for sale,<br />

Robin Widdows suggested I was stark<br />

raving mad and a girl-friend described<br />

it as a sort of Dormobile thing with<br />

deck-chairs that does 140mph."'Nuff<br />

said !<br />

a<br />

7


I<br />

Ixrnff*roNAl<br />

MG STnCNLISTS<br />

7 4g<br />

L<br />

Cheques, PO's:-<br />

Wr*<br />

;<br />

MG,CC<br />

APNOV€O<br />

H,G,O,C.<br />

@<br />

APARES SCC<br />

CAR PIILLOVERS<br />

A suporb V-Neck Acrylic Pullover; beautilully<br />

embioidered (in Gold, Black or Red throad) with<br />

tho name of your car.<br />

Popular oxamples include: MG, Scirocco GLi, BMw 320,<br />

Jaguar, Aston Martin, Volvo P1 800, Morgan, etc. elc. We<br />

will embroider anycar name reqd. Also Christian names,<br />

clubs. racing teams etc.<br />

EXCELLENT VALUE f9.81 (incl. P&P)<br />

2 Pullovers E17.45 (incl. P&P)<br />

We also embroider Christian names, hence they would<br />

make superb Christmas preaonte for allrhe family.<br />

Pulloverr avallablo lollowing colouts (Sizos 24'L48"):<br />

Black, Red, Navy, Royal Blue, Cream, Bottle Green and<br />

Burgundy.<br />

Whan ordering stats; Name of car etc., colour of<br />

embroidery, colour of Pullover ( + 2nd choice) and size<br />

reqd.<br />

TAYLORS EMBROIDERY, ROYAL OAK, HIGH ST, NEWHALL<br />

BURTON-ON-TRENT, STAFFS TEL: (02831 221873<br />

E<br />

@<br />

0t Hrilog. tld<br />

APP'OVTD<br />

slrPPilEt<br />

* First Clsss Mail Order Servico<br />

* lllustrat6d Pans Catalogues svailable for both T & Y<br />

and MGA I Z modelg - e 1.25 UK i4 Airmail (Stste<br />

Modoll<br />

* Full ranga ol wings, timb€r lramas and panol8<br />

* Full seruico including ttim<br />

* Chrome, rubbsr 8nd all oxt€rio] parts<br />

* Mochsnical Darts for engine, transmission and chassis<br />

* New linos b€ing sddod to make your restolstion work<br />

sssi6r<br />

* S6nd S.A,E, (U.K,) or lntornational Post Coupon lor<br />

our latost specisl otfor shset<br />

* Ovor tho countor lecilities, wookdays 8nd Saturdlys<br />

until <strong>12</strong>.30 p.m.<br />

* Hsving diflicultiss with Euppliars? - Try usl<br />

NTG Motor Services Ltd.<br />

Dept.OM,21 St. Margarets Green, lpswich,<br />

Suffolk lP4 2BN England.Tel: (0473) 2'l'<strong>12</strong>44<br />

HISTORICSPORTS.<br />

RACINGCARS 1953-1960<br />

AND<br />

PRE.I965GRAND<br />

TOURINGCARS<br />

Entrants of cars that fall into the above categories are asked to write<br />

to the address below stating the model/type of car and whether it<br />

would be able to take part in a demonstration or race on April 9/10<br />

r983.<br />

Contact:<br />

R.N. Fearnall, Doningrton Racing Club, Castle Donington' Derby<br />

or telex 3??793<br />

WORLD.WIDE<br />

REPUTAT!ON<br />

PERSONALISED<br />

SERVICE<br />

WORKSHOP<br />

TH E PROFESSIONALS<br />

I;ully equipped workshop with access to<br />

M.O.T. facilities. Fuel iniection<br />

specialists with all parts fitted free of<br />

charge as a special offer. Pioneers ofthe<br />

modified Bosch Fuel Pump system. Top<br />

quality repairs and rebuilding for TR<br />

5-6-7-8. Best prices paid for quality TR<br />

6s. Access and Barclaycard welcome.<br />

RING 01-937 4393 or call<br />

TR WORKSHOP Limited<br />

16 Lexham Mews, London W8<br />

OUR HELP AND ADVICE IS JUST<br />

PART OF THE SEBVICE<br />

FF-<br />

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Cr.nssrc aNo Sponrscan, DucsMsen I 982


I<br />

oil<br />

November l0<br />

Phllllp's sutomobilia sale; 7 Blenheim<br />

Street, London WlY 0AS<br />

The sale begins at <strong>12</strong> noon. Details -<br />

01 629 6602<br />

November 13<br />

Autolumbls and transport enthuslasts'<br />

bazear; The Youth Centre, Windsor Road,<br />

Chobham, Woking, Surrey<br />

The Metropolilan Owners Club's own<br />

event. From 1oam-3pm. Details - Brookwood<br />

4841<br />

Buxton autofumble; The Pavilion Gardens,<br />

Buxton, Derbyshire<br />

Doors open 10.30am. Details - Lichfield<br />

23922153508<br />

Toy collec-tors' swapmeet; Sl Mary's Hall,<br />

St Mary's Road, Southampton<br />

Essentially a meeting for model railway<br />

enlhusiasts - but expect some die-cast<br />

stalls as well. From 10.30am-3.30pm.<br />

D€rails- 0734 733690/0594 542855<br />

750 i,lotor Club Nlght Navigational trial;<br />

rendezvous at Hook Station, Basingstoke<br />

A popular so-mile road run predominantly<br />

for vintage and light cars, around lhe lanes<br />

ol rural Basingstoke. Cars begin to leave<br />

Hook at around 6pm, the event itselt finishing<br />

at 10.30pm. Details- Eversloy 733568<br />

Toy colloctors' swapmeol; Museum ol<br />

Transport, Boyle Street, Queens Road,<br />

Manchester<br />

The moeting co-incides with a special<br />

museum open day. Ooors open 10am.<br />

Details- DaMen 775269<br />

November 14<br />

Autofumble and colloctors' bazaati Village<br />

Hall, Fu llord, near Stoke-on-Trent<br />

Th€ organisers are hoping lor more than 25<br />

tabl€s at this lunction which runs from<br />

11am-4pm. But because the 14th is<br />

Remembrance Sunday, two minutes<br />

sil€nce will be observed;thus (offically) the<br />

doors will be opened at 1'1 .02am. Details -<br />

Blylhe Bridge 751 7<br />

Toy collsc{ors' swapmeet; Reception<br />

Centre, Old Bedlord Road, Luton, Beds<br />

90 stalls promised. Doors open 11am.<br />

D6tails- 0858 62510<br />

Toy colloctors' swapmeot; Old Newton<br />

Community Centre, Old Newton, neat Stowma*et,<br />

Sutlolk<br />

Again the accent is on model railways but<br />

die-cast enthusiasts should tind some<br />

things o, interest here. Details - 0449<br />

6132<strong>12</strong>t674670<br />

*,)<br />

f-<br />

{, * r,,<br />

o**'*<br />

w<br />

Outdoor auajumb les are not always fun !<br />

November20/21<br />

Bolton fleamarket and toy collectors'tair;<br />

Silverwell Street. Bolton<br />

Established two-day event, now in its ninth<br />

year. Doors open 1oam. Delails - Bolton<br />

491 763<br />

November2l<br />

Autofumble and collectors' bazaat; Colehil<br />

I Memori al H al l, Colehill, Wi mborne, Dorset<br />

ln preVious years, this event has been<br />

largely motorcycle-orientated but the or<br />

ganisers are hoping to attract some car<br />

stalls this year. The doors open at 10.30am.<br />

Details- 0202 884560<br />

Toy collectors' swapmoet; Winter Gardens,<br />

Grange Road, Malvern, Worcs<br />

All manner of miniature bric-a-brac should<br />

be on offer at this event, which runs from<br />

1 1am-4pm. Details- Steeple Aston 47489<br />

mffif.s<br />

^tr<br />

Compiled by Peter Nrurn<br />

tr<br />

t'. ,*.\"<br />

r:!<br />

m'J<br />

Autoiumble and collectors' bazaari Aylesbu<br />

ry C ivic Centre, Aylesbu ry, Bucks<br />

From 1oam-spm. Details - Buckingham<br />

51 82<br />

Alra Romeo handicap racei Brands Hatch,<br />

Fawkham, Kent<br />

Some of the hardier members of the Alfa<br />

Romeo Owners Club will doubtless be<br />

participating in this end-of-season 10-<br />

lapper. Details - 0223 355252<br />

Autofumblo and collectors' bazaati Lingfield<br />

Park racecourse, near Godstone, Surrey<br />

This combined antique/automobilia event<br />

starts at 1oam. Details-Tadworth 2989<br />

November2?<br />

Toy collectors' swapmeet; The Leisure<br />

Centre, Horseshoe Lane, Garston, near Watlord,<br />

Herts<br />

From 10.30am-3.30pm. Details - Watford<br />

52395<br />

Toy collectors' swapmest; The Leisure<br />

Centre, Chestertieb Road South, Manslield<br />

Approximately 60 stalls booked. Doors<br />

open 1lam. Details - 0335 42093/0629<br />

4579<br />

November23<br />

South Bsds autolumble; Bossard Hall,<br />

West Street, Leighton Buzzard, Beds<br />

There should be around 50 stalls at this<br />

event. Doors open 1oam. Details - Betchworth<br />

3955<br />

Toy collectors' swapmeet; Village Hall,<br />

Sible Hedingham, Halstead, Essex<br />

Doors open I 1am. Details - 0787 6<strong>12</strong>92<br />

Triumph Sports Slx Club AGM; Belmont<br />

Hotel, De Monlod Slreet, Leicester<br />

The meeling starts at 10pm. Details -<br />

Redditch 60328<br />

<strong>December</strong> I<br />

Christie's sale o, collector's cars and<br />

motorcycles; Cunard lnternational Hotel,<br />

LondonW6<br />

F<br />

H ardy stuff: the Jinal Alfa Romeo OC handicap race occurs on N oztember 2 I at Brands H atch<br />

ffi<br />

Next Month in<br />

r*<br />

i<br />

Special auction ol collectable machinery,<br />

arranged by Christie's South Kensington.<br />

Among the 40 or so entries, take note of the<br />

1899 Benz Velo, 1950 Healey Silverstone<br />

and pristine Royce, Bentleys and Siddeleys<br />

on offer. Viewing will be permitted on the<br />

day ol the sale which commences at<br />

7.30pm. Catalogues (t5 by post) and<br />

further details arg available from 85 Old<br />

Bromplon Road, London SW7 3JS (tel: 01<br />

581 2231 )<br />

<strong>December</strong>2<br />

Evening toy collectors' .*"pr"Lt; Lrkrside<br />

Pavilion, University Park, Nottingham<br />

Doors open 7pm. Delails - 0502 231639<br />

<strong>December</strong>4<br />

Transport bazaar and autoiumblo; fhs<br />

Winter Gardens, Eastbourne<br />

Large meeting with some 200 stalls s€lling<br />

all kinds of automobilia. Doors open 1 1am.<br />

Details- Eastbourne 3371 0<br />

Toy collectors' swapmeeu Yeovil College,<br />

llchester Road, Yeovil<br />

Doorsopen I0.30am. Details-0935 74830<br />

<strong>December</strong>5<br />

Mid Surrey autoiumble; Mulberry Youth<br />

Centre, Junction Road, Dorking, Surrey<br />

A promising event with around 50 stalls.<br />

Doors open 10am. Details - Betchworth<br />

3955<br />

Vauxhall Droop Snoot Group meeting;<br />

venueTBA<br />

The Group plan to meet at a hotel in High<br />

Wycombe (as yet unspecified) at 1pm and<br />

visit the local motor museum in the afternoon.<br />

Call Ken Strachan on 0332 754313<br />

lor up-to-date details<br />

<strong>December</strong>8<br />

Evening toy collsctors' swapmeot; l,Velland<br />

Park College, Market Harborough,<br />

Leicestershke<br />

From 7pm-1 0pm. Details- 0858 6251 0<br />

<strong>December</strong> ll<br />

Toy colloctors' swapmeet; New Earswick<br />

Folk Hall, Haxby Road. York<br />

From I oam-4pm. Details - York 38290<br />

<strong>December</strong> ll/<strong>12</strong><br />

Sunboam Tig€r Owners Club natlonal<br />

meotlng; The Post House, Reading, Berks<br />

The club's annual dinner/dance, prizegiving<br />

and AGM weekend. Details - 036 32<br />

2389<br />

o ,. * (i)<br />

We see in the New Year with a trip back to the twenties and the much<br />

loved Austin Seven. Our profile looks in depth at this endearing car of the<br />

people and tells you what to look for when buying one today.<br />

Jumping fonrvard a few decades we look at the Ginetta legend, and<br />

identify each of the marque's models, while Willie Green has been driving<br />

a G<strong>12</strong>, just like the one he raced in the early sixties. We compare back-toback<br />

two cars that startled when they first appeared - and still offer<br />

advances over many so-called modern cars, the Citrodn DS21 and the<br />

NSU Ro80. On a lighter note we've been out and about in a faithful replica<br />

of one ol the most unusual record cars every built - a Messerschmitt, no<br />

less - as well as behind the wheel of an ltalian-bodied D-type Jaguar.<br />

And there's more. The MG Magnette comes under the Cmsstc arvo<br />

SponrscaR spotlight, while we also feature a very unusual Singer and an<br />

Aston that's not an Aston. All this, plus our regular features, can be found<br />

in the January 1983 issue of CLASSTo AND SpoRrscAR. Out <strong>December</strong> 15,<br />

justSSp.Don'tmissit. Latechangesmayhavetobemadetothasecontents.<br />

Clessrc aNo SponrscAR, DECEMBER <strong>1982</strong><br />

9


To be sold at Auction<br />

by Christie's South Kensington<br />

in association with Lord Montagu of Beaulieu.<br />

andWor S.<br />

on'Wednesday 1st <strong>December</strong><br />

at<br />

The Cunard Intemational Hotel,<br />

Viewing on lst <strong>December</strong>, sale commences 7.30 pm.<br />

Admission to sale by e S5.00<br />

(post paid) available from:<br />

Robert Brooks,<br />

Christie's South Kensington,<br />

85 Old Brompton Road,<br />

London SW7 3JS.<br />

Tel: 01-581 ZZ31 GIex:922061<br />

a o )<br />

S<br />

South Kensington<br />

l0 Cr-nssrr:aNpSxrnrscan. Drt:t:,usr:n <strong>1982</strong>


ffi<br />

,fui<br />

YOU<br />

I nstant mcmb o s hip of the B ad C ar C lub ? A ndrew V( hy te sugge s ts the \V ar sz awa<br />

Badcarcrub: for flli;.lli,],i,'i,Ge:'booted') warszawa<br />

I wonder if the Bad Car Club's services Perhaps ihe model I'm looking for<br />

(@S, November) include assistance doesn't count? That's the one with the<br />

intryingtofindcarsforpotentialmem- fastback (sic) sryling of the Pobieda<br />

bers? Since a holiday in Poland a few from which it was derived, and still<br />

years ago, when I travelled in several usedfortaxiworkwhenlwasthere(see<br />

different examples, I've had the inex- picture). Seriously, ifanyone does have<br />

plicable urge to acquire a Warszawa. a Warszawa in Britain, I should like to<br />

The real badness comes from the getintouch.<br />

smell of the local fuel and whatever it is Andrew lVh5e<br />

that Polish taxi drivers chew. For Ettington,V(arks<br />

Bad Car Club: Against<br />

Turning to page I24 of the November<br />

issue of Clesslc aNo Sponrscan I iust<br />

could not believe my eyes. Who is this<br />

so-called 'Barry Clarke' of VSCC fame<br />

(I've never heard of him) and what a<br />

load of preiudiced nonsense a 'Bad Car<br />

Club'is.<br />

And you have the cheek to give him<br />

half a page on this. Just what type of<br />

people do you think buy your magazine?<br />

Well, let me tell you. Most of us<br />

do not have the so-called classics like<br />

MG, Jaguar, Lancia, Bentley and so<br />

on, that you think we have. Neither are<br />

we members of the VCC or the VSCC.<br />

You should not publish such biased,<br />

On Humber and<br />

Eorstman<br />

Many thanks for publicising my appeal<br />

(C&S, October) for Invicta information;<br />

already it is bringing in returns.<br />

The'mystery'car (DL-18) at Cowes in<br />

1903, portrayed on page I5, I suggest<br />

could be a 20hp Beeston Humber.<br />

The single-spoke steering wheel, a<br />

distinctive Humber identification feature<br />

for many years in the Veteran and<br />

Edwardian period, and the shape of the<br />

starting handle grip seem to be to confirm<br />

this, and I think, though from the<br />

angle of the shot and the rather dark<br />

areas in question it is hard to be positive,<br />

that the frame is tubular, as was<br />

the frame on this model at the time.<br />

ln The Beauties of Bath the super-<br />

Classrc,rxn SponrscAR. DECEMBER [ 982<br />

?<br />

I<br />

s<br />

Write to: Classic and Sportscar,3S-A?Ilampton Road,<br />

Teddingrton, Middlesex<br />

&"<br />

. -:-*-i-.qigit \:!.-<br />

preiudiced literature. I must ask you to<br />

drop this idea of a top ten bad car list<br />

and other such nonsense aimed at putting<br />

the lesser cars and vehicles down.<br />

I hope all of you at Ct-esstc Rl.tp<br />

SpoRrscan will take heed of this warning<br />

because, if you don't, you won't<br />

iust lose my readership, you will be<br />

destined to extinction like a lot ofother<br />

motoring magazines of recent years. I<br />

have, on the whole, enjoyed your<br />

magazine, but I will not be forced to<br />

read preiudiced rubbish, and you will<br />

find a lot of genuine old motor vehicle<br />

enthusiasts will take my view in the<br />

long run.<br />

JohnBloxham<br />

Hitchin, Herts<br />

sports Horstman registered NW907<br />

was Captain Trubie Moore's car. He<br />

competed with it in a great deal of<br />

sprints and hillclimbs tn the 7922-24<br />

period, including the Holme Moss<br />

climb in 1923 and 1924. I suspect<br />

strongly that the shot of this car with<br />

(sketchy) road equipment on page 83<br />

was taken at Holme Moss.<br />

Another very successful Horstman<br />

contender at the same period was G.S.<br />

Boston, whose car (F83477) managed<br />

fifth place non-stop at an average speed<br />

of 87.28mph in the 1923 Brooklands<br />

200-Miles Race driven by Hawkes.<br />

Boston had numerous other successes<br />

in sprints and hillclimbs with this car<br />

and also drove various 30/98 Vauxhalls.<br />

A.B. Demaus<br />

Tenbury lVells, Wmcs<br />

,1<br />

Thelastword<br />

My fust impression on reading Peter<br />

Jones' letter in the November issue of<br />

Cusstc AND SPoRTSCAx about the relative<br />

merits of MGs vis-a-vis Singers<br />

was that such subiective and dogmatic<br />

nonsense hardly merited an answer.<br />

However, lest anyone be taken in by it,<br />

I feel I ought to set the record straight.<br />

If Mr Jones had not seen Singers in action<br />

in sporting events he had not been<br />

looking in the right places. The MCC<br />

Classic Trials - Land's End, Exeter<br />

and Edinburgh - invariably features a<br />

strong Singer entry as do a number of<br />

sprints and PCTs. It is not therefore<br />

true to say that there are few Singers in<br />

active use!<br />

It is true that Singers are less common<br />

than MGs; this of course is because<br />

fewer were made, and also explains<br />

why fewer are advertised for sale<br />

now. This does not however imply, as<br />

Mr Jones seems to think, that the Singer<br />

is the inferior car. The number of<br />

sales is not an indication of the merits of<br />

a car in the eyes ofthe experts.<br />

Thesunrivor<br />

I read with great pleasure, the article on<br />

finding the 1923 Galloway in a shed<br />

(CCyS, lVonlry, November). The<br />

locality of the shed is not mentioned<br />

but the car is almost certainly the one<br />

which was stored in my uncle's workshop<br />

and in which, as a young lad in the<br />

thirties, I played at 'motors'. Later,<br />

having gained a little mechanical knowledge,<br />

I got thecar running.<br />

The car was stored in what can only<br />

be termed as a veritable paradise - my<br />

uncle being a self-employed wheelwright<br />

in Wigston, Leicestershire. The<br />

workshop was full of all sorts of<br />

machinery, all driven by belts and<br />

shafting from a gas engine.<br />

LovelyLusso<br />

I read with interest your article about<br />

Lancia Fulvias (C&S, October). In the<br />

20 years that I have been driving, I have<br />

been lucky enough to own 17 motor<br />

cars, ranging from a Mini to an Aston<br />

Martin. Two of these were a Lancia<br />

Fulvia 53 and 1.6 HF Lusso. In my<br />

opinion, the latter was the most exciting<br />

of all the cars in terms of general<br />

feel, road holding and performance.<br />

Another one of the reasons that the<br />

car was such a joy to own, was that I<br />

met a gentleman called Harry Manning<br />

of Heather End near Farnham. He is<br />

probably one of the most knowledgeable<br />

people, not only on Fulvias, but<br />

also on Aprilias, Aurelias, Flaminias<br />

and Flavias. Certainly, I do feel that<br />

any book or article on Lancias would<br />

not be complete without, at the very<br />

least, the mention of his name. He is<br />

responsible more so than any other person<br />

in the UK for there being any Fulvias<br />

on the roads at all.<br />

The fact is that MGs enioy a cult status<br />

and Singers do not. The reason for<br />

this is clear enough: it is that the MG<br />

name has ben kept alive, with all its<br />

sporting connotations, right up to the<br />

present day whereas the Singer name<br />

lost its sporting image when production<br />

of the Le Mans ceased, after an<br />

illustrious career which included much<br />

success in motor sports.<br />

tVhen Rootes took over Singer<br />

Motors, the sporting image was not resurrected<br />

as Rootes considered this<br />

should be the preserve of the Sunbeam<br />

marque. The Singers were instead<br />

marketed as cars of quality and<br />

luxury, based on Hillmans.<br />

Singers do not therefore have a recent<br />

enough sporting image to make<br />

the layman think of them automatically<br />

as sports cars; everyone, however,<br />

knows what an MG represents,<br />

whether old or new, and can easily<br />

identify with it.<br />

John Simister<br />

PressOfficer<br />

SingerOwrcrs'Club<br />

This conespondence is nmt; closed- Ed.<br />

Besides the Galloway, he also had a<br />

l9l3 Zenith Gradua and a 1929 New<br />

Hudson 350 motorcycle. During the<br />

war, he also stored for friends a Citro6n<br />

Light l5 and more importantly, a<br />

BSA l0hp Coupd, the four stud wheels<br />

of which we discovered would fit the<br />

Galloway.<br />

In later years I remember him telling<br />

me he had sold the Galloway to, I<br />

think, someone who lived at Blaby,<br />

Leicestershire.<br />

Being the owner of three old motors<br />

and an ex-rVD Matchless motorcycle<br />

myself, I am more than pleased that the<br />

Galloway appears to have survived.<br />

Maybe I will see it again one day.<br />

Allan Deacon<br />

lV igs ton, Leice stnshire<br />

You are right when you say that Fulvias<br />

do not have a following amonst the<br />

'Classic Car' people and are, therefore,<br />

cheap to buy (although Briggs<br />

Cunningham has two in his museum in<br />

California). It does mean, however,<br />

that people who would not normally be<br />

able to afford to buy an exclusive make<br />

of car can sample the excitement of<br />

Lancia motoring and, with the help of<br />

Harry Manning, should be able to<br />

maintain it at a very reasonable cost.<br />

C.E. Scott Mackirdy<br />

Battersea, LondonSWl I<br />

Lancia Fuluia - exciting, cheap motoring<br />

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h<br />

t<br />

orsler<br />

DidDelagebankon<br />

Montlh6ry?<br />

Your article on the Becquet-Delage<br />

now owned by Nigel Arnold-Forster<br />

(@S, November) contains many interesting<br />

points. The query as to why<br />

Delage retained the car after its unsuccessful<br />

debut in the 1923 French GP<br />

might be that Montlhery was to open in<br />

1924 and an aero-engined high-geared<br />

(two-speed) car would be useful for<br />

track racing.<br />

It might seem unlikely that such a<br />

famous company as Delage would race<br />

a car with another make of engine, but<br />

one might draw a parallel here of<br />

\flolseley campaigning an Hispano-<br />

Suiza-powered Napier at Brooklands<br />

as a \(olseley-Viper, at about the same<br />

time. You say the Hispano-Suiza en-<br />

Chefs special<br />

I read with great interest your article<br />

'The Cat's whiskers' in the October<br />

Classrc axo Sron'rscnn.<br />

I recall - possibly in 1959 or 1960 -<br />

that a restaurateur in Mayfair, Wl,<br />

had a similar car. His was a black 3.8<br />

Jaguar Mkl saloon.<br />

At the time not many people were<br />

interested, it was just another car, but<br />

to an enthusiast this car bellowing<br />

down Maddox Street was something<br />

else, a foy to an enthusiast's ear.<br />

Lancia legend lives on<br />

Your article on the Lancia Fulvia<br />

series (CCIS, October) was particularly<br />

interesting to me as I have long<br />

been a lover of Italian sportscars and<br />

saloons.<br />

My association began with a Fiat<br />

<strong>12</strong>4 ST and progressed through other<br />

twin cam Fiats and several Alfa<br />

Romeos. In spite of the fact that I<br />

drove many 'fast' cars during time<br />

spent in the motor trade and still own<br />

a Porsche 9ll, I love Italian machinery<br />

most.<br />

Recently I was in the market for an<br />

estate large enough to cope with the<br />

family dogs. I looked at many used<br />

Escorts, Chevettes, Allegros and so<br />

on and, in desperation at the shoddy<br />

machines my budget could cover, I<br />

went to look at a Lancia HPE 1600 of<br />

1975 vintage.<br />

What a car!<br />

Even to a man who had recently<br />

bought a 1750 GTV Alfa, this was<br />

dffirent. Not a Fiat, not an Alfa. This<br />

Cr-Assrc AND SpoiTsr:an. Drr:uusEn I982<br />

'J/ -."<br />

It<br />

1981 ltalaTrophyrace<br />

gine has bucket-tappets: if so, it was<br />

modified either by Delage or someone<br />

else, because Marc Birkigt had the<br />

cams attacking the valve-stems directly,<br />

in conjunction with his ingenious<br />

clearance adiustment, on this and the<br />

H6B car engines.<br />

In the same issue, I see that John<br />

Bolster says that many of the chassis<br />

parts ofhis 1903 7hp Panhard are identical<br />

to those of the racing 70hp<br />

Panhard-Levassors. All praise to drivers<br />

like Jarrott, Teste, Pinson, Leys, de<br />

Knyff, Heath, the Farman brothers,<br />

and the rest who drove them over the<br />

unguarded roads of the great pioneer<br />

motor races - although they did not<br />

have the congestion of'Brighton Sunday'<br />

to contend with.<br />

BillBoddy<br />

Nantmel,Pozt4ts<br />

The owner, I recall, was Albert<br />

Powell, who at one time held the<br />

saloon car lap record at Brands<br />

Hatch. On one occasion, if my memory<br />

does not fail me, he told me that<br />

the car was identical to Mike Hawthorn's<br />

3.8.<br />

At the time only 2.4 and 3.4s were<br />

being made. Could this have been a<br />

private endeavour on the part of Mr<br />

Powell as Lofty England knows nothing<br />

of this?<br />

L.R. Moorby<br />

Chislehurst, Kent<br />

car was certainly distinctive. Sure, the<br />

harshness of the twin cam was exactly<br />

as I remembered from the Fiat STs<br />

but there any similarity ended. FWD,<br />

light handling, and super brakes; exquisite<br />

seats and trim; useful features<br />

such as the split rear seat (invaluable<br />

in arranging a sprawling greyhound in<br />

cool comfort in the pub carpark); the<br />

sharp lines of the car; the complete<br />

instrumentation . . . all these things<br />

make the HPE the most individualistic<br />

car I've ever owned.<br />

'lhis Lancia is very different and<br />

although I have not had the privilege<br />

of driving a Fulvia or Zagato, I must<br />

insist that the modern Lancia is not a<br />

loosely disguised Fiat. It is an interestrng,<br />

excrtrng car rn rts own<br />

right. I enioyed your article and respect<br />

your opinions, but please, don't<br />

wallow in nostalgia for its own sake.<br />

I hope my observations will help to<br />

show that the Lancia legend lives on.<br />

Try one and see!<br />

C.J. Lawton<br />

Canleon, Gusent<br />

Monteverdi mishap<br />

Errors in your 'A to Z' guide to postwar<br />

cars are rare, but I feel I ought to<br />

point out that the car pictured above<br />

the 'Monteverdi High Speed 375' caption<br />

(CfyS, November) is not a 375 at<br />

all, but a Berlinetta. The Berlinetta was<br />

introduced in 1972 as a replacement for<br />

the 3755 (two-seater), featuring the<br />

Chrysler 6974cc 'Hemi' engine in place<br />

of the 7206cc unit, and a slightly restyled<br />

front end. It continued in production<br />

alongside the 375L (2+2) until<br />

1976, the latter having the Hemi engine<br />

as an option.<br />

It should also be pointed out that<br />

Devon rumbling<br />

While reading the article in the October<br />

issue of Cl,rssrc AND SPoRTSCAR<br />

regarding that rather superb Mkl<br />

Jaguar, something stirred in my<br />

memory.<br />

From 1958 to the early sixties I<br />

worked as a mechanic for the Jaguar<br />

distributors in Exeter, Devon, and<br />

one day a customer came in with<br />

rumbling big ends on a very early<br />

Mkl 2.4. I believe this was one of the<br />

very first 2.4s as there were several<br />

factory modifications required on the<br />

car which had not been carried out<br />

when they should have been.<br />

The customer was a stranger to us,<br />

and did not appear to have more than<br />

a rudimentary knowledge of cars. He<br />

didn't know what was wrong with his<br />

and big end rattle on early<br />

car<br />

well-used 2.4s was not entirely unknown<br />

at that time.<br />

Upon examination of the car, it was<br />

obvious it had had considerable modifications,<br />

having been fitted with 2"<br />

SUs, a C-type head, and 9:l pistons.<br />

It also had an additional fuel pump<br />

f<br />

b\<br />

Pietro Frua did designs for both the<br />

3755 and the 375L, but both of these<br />

cars were re'placed in 1969 by re-bodied<br />

versions by Fissore which differed<br />

from each other only in length of<br />

wheelbase. Fissore also designed the<br />

37514, a four-door, six-seater limousine<br />

based on a lengthened 375L chassis<br />

which was produced between l97l and<br />

1976.<br />

I hope you won't take these mistakes<br />

to heart, however, as they are commonly<br />

- and easily - made, and I, for one,<br />

was pleasantly surprised to see Monteverdi<br />

mentioned in your guide at all.<br />

Dan Goldstein<br />

MuswellHill, London<br />

and tank, as well as brake air scoops<br />

which were definitely non-standard.<br />

Since this was the first modifred 2.4<br />

I had seen, I was most excited, and<br />

questioned the owner about the previous<br />

history of the car. He thought it<br />

had been used for racing at one time,<br />

and had in fact bought the car from<br />

Mike Hawthorn very recently, but<br />

wasn't too sure of its history. Do any<br />

of your readers know of its whereabouts?<br />

At the time the colour was<br />

white with, I believe, red trim, and<br />

wire wheels, and I think the owner<br />

lived in the Midlands.<br />

Vhile on the subiect of Jaguars,<br />

there was also a customer in Lyme<br />

Regis who owned a 1953 XKl20<br />

Drophead SE model in BRG.<br />

This had a C-type head, and I rebuilt<br />

the engine with 9:I pistons.<br />

This car, too, had been extensively<br />

modified, and I would dearly like to<br />

know its whereabouts. I also recall it<br />

had massive brake air scoops to overcome<br />

brake fade which was co[rmon<br />

with the model.<br />

M.K. Scanes<br />

Highbidge, Somerset<br />

u {<br />

I<br />

!<br />

S iloer stone I 9 5 5 : ro a d tim for the ex-Grand P ix M aser ati 8C -3 00 0 . . . and no 7 Omp h limit !<br />

Millar's Maser<br />

If you want an excuse to publish<br />

another picture of MPB 504, the Tipo<br />

8C-3000 Maserati described in October's<br />

Classtc AND SPoRt'scAR, here<br />

she is at Silverstone in June 1955.<br />

Can you imagine driving her on the<br />

roads in those pre-70 limit days!<br />

May I add my congratulations to<br />

Cameron Millar for his superb restoration<br />

of this magnificent car.<br />

Brian Joscelyne<br />

Braintree, Essex<br />

The Editor is not bound to agree with<br />

reader's opinions, and reserves the<br />

right to shorten letters where<br />

necessary.<br />

I3


I HY<br />

Mike trtlorthingrton-Williams turns his attention this month to<br />

Premiers, Gloverlys, Buicks and other interesting topics<br />

Premierduo<br />

It isn't often that this column has the<br />

chance to help a l2-year-old enthusiast<br />

complete the restoration of a rare vintage<br />

car with his Dad, so we're delighted<br />

to follow up our November'81 O/d<br />

Motor story relating to Robin Longmore<br />

and son Mark.<br />

Robin lives in Walsall, West Midlands,<br />

and following research by Mark<br />

into the Coventry-built Coventry-<br />

Premier cyclecar, was tempted to buy<br />

the remains of chassis number 1333,<br />

fitted with engine number S.303 from<br />

C. Yeomans of Belbroughton, near<br />

Kidderminster. Registered OH 7.Ml (a<br />

Birmingham number circa 1920/21)<br />

the remains consisted of front axle,<br />

stub axles, engine and clutch, all three<br />

wheels, rear suspension but no chassis<br />

or gearbox.<br />

The Premier Cycle Co, who had<br />

built successful cycles and motor cycles,<br />

announced a four-wheeled light<br />

car during the Great War. Their postwar<br />

three wheelers enioyed some success,<br />

but Singer took them over to prevent<br />

bankruptcy, producing some four<br />

wheelers - latterly with the fourcylinder<br />

pushrod ohv Singer engine -<br />

and the marque was phased out after<br />

the 1923 season.<br />

Mark traced chassis number 025 (engine<br />

number All), a very early l9l9<br />

type, registered HP 416, in the Coventry<br />

Motor Museum. It was the original<br />

car tested in l9l9 by The Motor Cycle.<br />

Another car owned by Brian Kingsley<br />

was inadvertently scrapped while dismantled,<br />

leaving him with only an engine<br />

and log book, and these were sold<br />

to L. Speadbury of Voking in 1977.<br />

Tony A. Russell of \Worth owns<br />

PremierpartsfoundrecmtlyinSouthWales. l2-year-oW RobinLoagmorehasusedthem<br />

own<br />

E<br />

r L*<br />

wJii<br />

M<br />

d}&F<br />

{f<br />

#px<br />

\*"-<br />

ft<br />

qtclecar. Can anyone helpwithfurther spares or<br />

t<br />

L*<br />

r-<br />

;ffd<br />

I<br />

T<br />

chassis number <strong>12</strong>48 (engine number<br />

S.218), found in V/ales in 1976 minus<br />

all bodywork, wheels, front axle, steering<br />

and log book. It has now been allocated<br />

a 'period' number - DS 6570 -<br />

but restoration has not yet commenced.<br />

All of which was interesting, but not<br />

much help in achieving a restoration of<br />

OH744l, or the acquisition of missing<br />

parts. We were, however, able to put<br />

Mark in touch with David Rosewarne<br />

of Eastbourne, who had a collection of<br />

Coventry-Premier literature, and then,<br />

by one ofthose strange coincidences we<br />

have recounted many times before,<br />

Christopher Nicholls of Swansea contacted<br />

us.<br />

He had unearthed a cache of parts in<br />

some dilapidated sheds in Pontardulais<br />

which included two dismantled Austin<br />

Sevens, a motorcycle, stationary engine<br />

and lathe. All the parts had been<br />

laying in boxes since before the Second<br />

!?orld rVar but were pretty well complete<br />

and undistrubed when found.<br />

Most importantly, however, the<br />

cache also included an engine, gearbox,<br />

chassis cross-bracing (including handbrake<br />

and gear lever), rear suspension,<br />

front axle, windscreen support, head<br />

lamp and horn from Coventry-<br />

Premier, chassis number 1466, engine<br />

number 5.438. This was fust registered<br />

CY 4586 on July 18, 1921.<br />

Did we know anyone who might<br />

need such parts? Neither Mark nor<br />

Robin could believe their good luck<br />

when we telephoned them, but we're<br />

pleased to say that the parts have now<br />

been purchased and it looks as though<br />

restoration will commence to make one<br />

good car from the two. Does anyone<br />

else know ofany other survivors?<br />

Luverley Gloverly<br />

Mention of a Liversidge body for the<br />

early De Dion bus which Barry \Weatherhead<br />

found under a bungalow,<br />

(C&S, November), reminds us that<br />

Glover Webb and Liversidge is still in<br />

business in Hamble, Hants, building<br />

municipal, security and other special<br />

commercial vehicle bodies.<br />

Its history, however, dates back to<br />

1720 - a time when Christopher Wren,<br />

Isaac Newton, Peter the Great and the<br />

Duke of Marlborough were alive. Carriage<br />

springs had been invented less<br />

than 15 years previously and another<br />

I00 would pass before macadamised<br />

roads began to appear.<br />

In those days, the companies which<br />

were later absorbed to form Glover<br />

Webb and Liversidge built phaetons,<br />

gigs and broughams for the gentry,<br />

Royal Mail coaches, brewer's drays and<br />

carts of all kinds. Webb & Sons specialised<br />

later in building patent horsedrawn<br />

coal vans and trolleys with interchangeable<br />

parts, an example of standardisation<br />

which was both revolutiont4<br />

ary and successful in its day and age.<br />

Around the turn of the century the<br />

company turned its attention to petrolengined<br />

goods vehicles under the<br />

Gloverly marque name, the first of<br />

these making its appearance in 1900.<br />

Glover Brothers, who had not at that<br />

time amalgamated with rVebb & Sons,<br />

were located at 28 Cleveland Street,<br />

London. They later moved to Vestminster<br />

Bridge Road as Glover &<br />

Vebb and in 1926, following the<br />

absorption of J. Liversidee & Son, to<br />

the latter's premises in Old Kent Road.<br />

Gloverly vehicles boasted forward<br />

control, gilled-tube radiators, irontyred<br />

wooden wheels and chain-drive.<br />

Drivers had to cope with a vertical<br />

steering column and a total absence of<br />

weather protection. By 1905 they were<br />

making covered vans for Hamptons,<br />

the furniture people of Pall Mall (the<br />

driver was still in the open, though) but<br />

it seems likely that production ceased<br />

shortly afterwards in favour of body<br />

building. The move to Hamble took<br />

place in 1970, and para-military vehicles<br />

feature in the present range.<br />

Right: a sturdy<br />

fiatbed mtch,<br />

from around<br />

Gloaerly<br />

dating<br />

1900.<br />

Belmp: a 1905 Glooerly<br />

furniture pantechnicon<br />

finished in the lioery of<br />

Hampmns of Pall Mall.<br />

Pity the poor dioer . . .<br />

DTCOR<br />

.+?<br />

TI.0,\* FIIR,\lTuRfi<br />

HA[,I PTO N S<br />

PA l.l. tl\il" l;.\ST<br />

LONDO ti<br />

*r,<br />

a;li1-<br />

il<br />

*tt ht-.,'ffi 'aa<br />

ra<br />

"'qI<br />

CLassrcaNuSponrscAn, Drcrl.raen <strong>1982</strong><br />

a


ffi+.<br />

F-<br />

Circa<br />

Creamy<br />

aEcc likti<br />

*t*<br />

BIFtD'S<br />

,<br />

- :--<br />

i=?<br />

-r--- - !<br />

ltuu I : tr<br />

.}<br />

rt).<br />

l7 Austin2l3 mnoanin sertsicewithBird'sCustard. Note its coal scuttle bonnet<br />

Twinshaftsagas<br />

From time to time in this column we've<br />

reported the discovery and rescue of a<br />

large number of Great War and twenties<br />

solid tyred trucks - Leyland,<br />

Albion, Peerless, Selden - but very<br />

rarely do we ever come across examples<br />

ofthe Austin 2/3 tonner.<br />

Although hailed as a most advanced<br />

design when first announced in<br />

1913, it was never over-successful commercially,<br />

and had it not been for the<br />

Great War is unlikely to have been built<br />

in very great numbers. It bristled with<br />

unusual features, including a dashboard<br />

radiator and "coal scuttle" bonnet<br />

(ofthe type favoured by Renault and<br />

Kelly-Springfield among others), a<br />

steering column which proiected<br />

through the cab and terminated well<br />

forward of the front wheels, a massive<br />

chassis of latticed construction at the<br />

rear, and twin shaft drive from a separate<br />

transfer 'box by angled shafts to<br />

each ofthe pairs oftwin rear wheels.<br />

Power was provided by a 25hp fourcylinder<br />

engine with separately cast<br />

cylinders, the gearbox was fitted with<br />

four speeds and a central change lever<br />

(unusual for the period). At least 2000<br />

were built for both civilian and military<br />

use. Large fleet users like Waring &<br />

Gillow and Bird's Custard favoured<br />

them, and many went to Russia for the<br />

Czar's army before the October l9l7<br />

Bolshevik Revolution.<br />

Undoubtedly they were robust, but<br />

cumbersome too, and rather complicated<br />

mechanically. The rear of the<br />

chassis was suspended on double sets of<br />

semi-elliptic springs mounted both<br />

above and below the rear axle. The latter<br />

(and the drive shafts) passed<br />

through the lattice work of the chassis<br />

giving it a semi-underslung appearance<br />

and relatively low centre ofgravity.<br />

Two came under the hammer at<br />

Sotheby's sale of the contents of the<br />

Pembrokeshire Motor Museum, but<br />

both were chassis only, although drive<br />

shafts, gearbox and steering gear as<br />

Two<br />

tG:/t<br />

Cmssrc.rNp Sponrscan, Decu"rsEn <strong>1982</strong><br />

\<br />

i .,r<br />

well as some body parts were included.<br />

This column found a twin shaft gearbox<br />

a while back in a Tenterden wood<br />

yard coupled to an 8hp aircooled Rover<br />

twin of about 1922. Both engine and<br />

gearbox were mounted on a crude trolley<br />

and drove a winch for hauling timber.<br />

The gearbox went to Andrew Ping<br />

who is wrestling with the restoration of<br />

a twin shaft chassis.<br />

The problem has always been,<br />

however, that no one has ever been able<br />

to find the correct type of 25hp Austin<br />

engine to complete the running gear,<br />

and although a similar engine was exhibited<br />

in the Pembrokeshire Motor<br />

Museum (but not included in the sale),<br />

this was the l5hp car engine of the same<br />

period which would, of course, provide<br />

insufficient power.<br />

Just recently, however, Jack Cole of<br />

I I Tinshill Lane, Leeds found the correct<br />

unit in a Leeds scrapyard. Unfortunately<br />

it is missing the updraught<br />

brass carburettor, magneto with drive<br />

pinion, manifolds, brass valve caps, fan<br />

and other 'externals'. But . . . it's a<br />

start. It seems incredible that, with<br />

2000 built, no others have survived.<br />

tVe're hoping that a well known<br />

commercial vehicle enthusiast will<br />

tackle the two Pembrokeshire chassis -<br />

they differ slightly but could be combined<br />

to make one soazd vehicle - and<br />

perhaps Jack Cole could be persuaded<br />

to part with the engine to complete the<br />

basics. It would be fun if one of these<br />

rare and unusual "old cont'emptibles"<br />

could be restored again - they used to<br />

run as double decker buses in Cambridge;<br />

now rlratwould be fun.<br />

t<br />

{t<br />

*1i<br />

Buickgetsahead<br />

Dennis Head, actually, the Chairman<br />

of the Pretoria Old Motor Club in<br />

South Africa, and it wouldn't have<br />

progressed far without him. The story<br />

commences quite a few years ago, when<br />

this H-X-45 (the X stands for export)<br />

Buick tourer was found lying in a forest<br />

clearing at the foot of Mt Mafuba in<br />

Natal, South Africa.<br />

A l9l9 model, it was in a pretty parlous<br />

state, but most of the essential<br />

mechanical and chassis parts were<br />

either still on the car or scattered in the<br />

near vicinity. Bodywork was, however,<br />

practically non-existent and the whole<br />

project must have been daunting to<br />

even the most dedicated enthusiast.<br />

It is a tribute to Dennis's perseverance<br />

that the engine was running within<br />

two years, using the original main<br />

bearings and big end bearings but replacing<br />

only the pistons, little ends,<br />

one rocker, some motor-generator<br />

(dynamo) parts and the pump drive<br />

shaft.<br />

Rebuilding of the wooden wheels<br />

was undertaken by a professional<br />

workshop, but beaded edge rims (875<br />

x 105) have been a problem. Dennis,<br />

who would appreciate any tips which<br />

would enable him to obtain these, also<br />

,'.t<br />

7-<br />

Seen&Heard<br />

O A circa l9l2 Thornycroft lorry chassis<br />

complete with braking mechanism,<br />

solid-tyred wheels and Ackermann<br />

steering has been found in the Hungerford<br />

area together with two later Thornycroft<br />

axles (including wheels and differential).<br />

The early chassis is believed<br />

to have originally carried a London bus<br />

body.<br />

O How about this for one-upmanship<br />

on the HCVC London-Brighton run?<br />

A circa 1935 Albion six wheel dioe gun<br />

tractor, believed to be the sole survivor<br />

of some 150 built, has surfaced. Used<br />

in the Vestern Desert during W\(2,<br />

and fitted with petrol engine and<br />

winch, it is apparently eminently restorable<br />

and a virtual runner. It's available<br />

in the Inkpen area.<br />

O Michael Sedgwick reports a Vespa<br />

400 Coup6 circa 1959 with ight hand<br />

driae (very rare). This one was on loan<br />

to the now-defunct Guernsey Motor<br />

Museum and is now for sale. ln running<br />

order and with no obvious rust, a<br />

letter to John Foley at the museum, St<br />

Peter Port would probably achieve contact<br />

with the owner.<br />

seeks information on original factory<br />

colour options, the design of the brake<br />

levers and the hood sticks.<br />

Interestingly, this 63-year-old<br />

American has accepted replacement<br />

bearings in standard metric sizes -<br />

some made in Austria, some in Japan -<br />

and it is expected that the completed<br />

chassis with pan-frnished body<br />

(Dennis designed and built the ashframed<br />

body by hand over a two-year<br />

period) will take to the road during the<br />

second half of this year.<br />

t9 t9<br />

neanng<br />

'Neoer raced orrallied?' A fewyears back, Dennis H ead's earljt Buick lookedlihe this<br />

h,<br />

O Also from Michael comes news of a<br />

1955 Series I Morris Isis saloon sitting<br />

in a barn up on iacks in the hills to the<br />

east ol' Midhurst in Sussex. A oneowner<br />

car with four-speed steering column<br />

change and iust 60,000 miles on<br />

the clock, it is said to be rust-free (unusual<br />

for this model) and MoT'd.<br />

O Ever seen a l3CV Facel-bodied<br />

Ford Vedette Comete? Aside from the<br />

car which won a Clesstc AND SPoRTsc,tR<br />

prize at Beaulieu in July, we<br />

didn't think there were any in the country.<br />

One was spotted (ex-French<br />

Embassy) the other day, however, in<br />

use and on the road. Could this be the<br />

same one?<br />

O lVe've published a fair amount about<br />

King cars in the past <strong>12</strong> months,<br />

and were convinced that the fourcylinder<br />

l9l3 model owned by Brian<br />

Belcher was the only survivor in this<br />

country. Quentin Pullinger of Merstham<br />

has found another, however. It<br />

was laying in a Hurstpierpoint farmyard<br />

together with a good deal of<br />

other scrap metal up until a month or so<br />

ago, but has now disappeared. Galling,<br />

because this column used to live in<br />

Hurstpierpointl<br />

l5


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VOM BL]TZKANNEN ZUMGROSSEN<br />

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Amus1fortheowFe................................,....er,50<br />

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No. 3-FERRARI ....................... f1.95<br />

JAGUAR<br />

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Thr J.gu!? E-Tw.: A Colldor'. Guld.. Skiller6r.<br />

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O.96<br />

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DASGNOSSE BUCH OEROLONMER<br />

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most excIrng races, narrow escapes,<br />

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UsLa s,oerb Aototnoble yeal oLalilv<br />

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THE COMPLET€ ENCYCLOPAEOIA OF MOTORCARS<br />

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lascinating colloction ol photos of all<br />

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Mulri.lingusltext ...... flil.95<br />

AUTOMOEILE YEAR BOOK OFSPORTS CAN RACING<br />

1953-1978. A ouader cBnrury of spods c6r racrng vrvrd.<br />

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COMPLETE ENCYCLOPAEDIA OF THE<br />

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5a The car enlhusasts bble 704 pdges<br />

pdcreo wrrr Inroilraron on eve y s ngle<br />

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-<br />

r,c<br />

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l[l!<br />

m1;e,rna: ,::: :f:]::::i"::<br />

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CA.95<br />

Classrc aNo Sponrsc,rn, Dece,ugrR <strong>1982</strong>


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MATRA<br />

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l75largepages,168ill.<br />

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243 large pages, al most 300 ill. C8.95<br />

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MG Midg.t 1961 -l 9?9. 1 00 lsrgs p8ge6. ill. C4.95<br />

MGMGgl962-1910.100l6rgopages,rll. C,1.95<br />

MGC.i! 1959-1962. 100 laroe pages, ill. C4.95<br />

MG MGA 1959-<strong>1982</strong>. 1 00 l6rse p8oos, i ll. C4.95<br />

MG C.r! 1957-1959.66 la rss pagos, ill.<br />

C:t.95<br />

MG Cri. 1955.1957.66 la rgo pag6s, ill. 91.95<br />

MG Cars 1952-195,1.66 la rgo pagos, ill. fi1.95<br />

MG C.rr 1985-19/o.66 la rg6 pagos, ill. 9t,95<br />

MG C!.s 19:19.19:1,1. 66 18 196 pag6s, ill. e1.95<br />

Thc MG Worl3hop M!nu!|. Elowor 600 pag€s, over<br />

400iil.<br />

€15.1X)<br />

Tha T-Sari6 Hlndbool. Knudson. 164 large p6ges,<br />

180iil. 0t-95<br />

Th. MG K3 M.gn.fi. Nys.58 large pages,28 ill,23col.<br />

e13.95<br />

An MG ExpcriGnce. Jacobs. 1 92 p6gos,82 i I l.<br />

Et.95<br />

MG lntarnEtlonal 1. Knudson. 144 16rge pages, almost<br />

200iil. 66.95<br />

Th. Chrllc MG Y.arbook 1913. Knudson. 96 largo<br />

psg€s, over 100 ill.<br />

Ci1,50<br />

Thc Compldo MG Guid.. Christy & Ludvigson. <strong>12</strong>8<br />

p6ges,69 ill. 83.50<br />

Tha MG Story ... Froo Fl6t to lr.t. Clausager.51<br />

p6ges,24 ill. f1.50<br />

Compld. Otficirl MG8 '19{r:l-19r4. 460 lstge pagss,<br />

over300 ill. e15.00<br />

MG MHgri Sdid To & TF Work.hop M.nu.l. lllustrated.<br />

9r.50<br />

MGA Worl.hop Manu.l. llluskated. er.so<br />

Automobil. Ourn.rly'lrl1. 1 1 MG pages w[h 1 1 rll.<br />

€5.95<br />

Automobil. Ousiorly 4/2.26 MG pagoswith 1 2 iil<br />

ḟ6.s5<br />

Automobils Ou.norlv 8/2. 1 6 [4G TC pagos with 16 iil.<br />

c6.35<br />

t7.95<br />

col. c8.95<br />

il. 8 pag€s in<br />

c6.95<br />

large pages,<br />

fa.95<br />

How To Modity You. Mini. Vizard. 192 large pages,<br />

ov6r350 ill. f4.95<br />

Th. Worki Minir. Brownino. 206 paSes,69 i li. f2.95<br />

Britiih Leylud Minir: Malntananco, Tuning & Modfl6tion.<br />

Marshal I & Fra6or. 266 p6ge6, ill. e4.95<br />

Aulomobilc Ou6rte.ly 9/2,6 pages on ths 3755 with 6<br />

ilt.<br />

f6.9s<br />

f29.50<br />

Spon3Car!,<br />

and La3t<br />

pages,92 ill.<br />

Borrd:<br />

Spod Crr6. Bowe9.95<br />

Merc6d6s'Bcnz Crrs 1949-1954. 1 00 large pages, ill.<br />

f{-95<br />

Mcrcod6and Merc6dd-Bcn. Racing CrrGuidc 1901.<br />

1955. Posthumus. 1 6 pagss, 30 iil<br />

fl.EO<br />

Automobilo Ou!nerly 9/2. 6 pages and 8 ill. on the peges, ill. Cia.95<br />

540K<br />

e6.95<br />

Automobilc Ouancrly l3/2. 18 pages on tho 30osL<br />

withB ill.<br />

f5.95<br />

Morris Mino.: ThG world't Supr.ma Small Car. Skilletor.224pages.216ill.<br />

et.95<br />

Th. Bullno.. rnd Fl.tno.c Morri.. Jarman & Barrac.<br />

l9l2. l2 pag6s and 8 ill. onr 1931 lough.277pages,ll5ill.<br />

g,.95<br />

t6.95 BrookbndB56rica:<br />

Automobilc Ousdorly 10/t.8pagosand 17 ill. on Morrir Minor 1948-1970. I 00 la rg€ pag€s, i ll. Eil.95<br />

cerT head Raceaboul.<br />

c6.95 Morls Minor Colletioo 1, 19i18-t980. 70 large pages,<br />

iil. E3.95<br />

MENCURY<br />

MUSTANG<br />

ffi<br />

pages ill. on<br />

c6.95 Muilang R*ognition Guld..266 lsrgo pagos,552 ill,<br />

9r.95<br />

Monlhh 19t1.62 large pagos,<br />

81.60<br />

HAutomobilc Oua(arly 11/2 l6 pages and 19 ill. on ShclbyBuvcr'sGuido. Kopoc.80 larg€ psges, over <strong>12</strong>0<br />

e6.95<br />

MG<br />

Harvey. 232 larg6 pegos, 165<br />

&<br />

from THE LARGEST MOTOR BOOK SELECTION lN EUROPE<br />

r, Th.<br />

Mu.trng: ThaCompldc Hi(ory ot Amarica'! Pionar:<br />

Onyc.r. Wilzonburg. 204 lsroe pag€s, almost 400 ill, 38<br />

col. c17.95<br />

Th! Fo.d Mu.bng 196a-19r3. Heasley, 176 psoes, 56<br />

ill. c4.50<br />

Broolland.Sari6:<br />

Ford Ms.t.ng 1967-1973. I 00 laro€ pas6s, rll e4.95<br />

Ford Mu.bng 1!t6+1967. 100 large pagos. ill. . Ca.!t5<br />

Munano: Th. Ca. That Sbnad Th. Ponyor Rdolutlon.<br />

Schor.63 large pag6s, 100 ill. C4.95<br />

FordMu.l.ngll. Schorr.63 larce p6c6s. 100 ill. f/4.95<br />

ru.t.ng No. 1. 96 larse psfet<br />

f5.at,l.1.rd"}1:n"r,""<br />

Hot Rod Magrrinc Muatang No.2.96 lsrg6 pagos,256<br />

ill,1gcol. f1.95<br />

Mufi.ng. Adve( collection. 52 pages. Cl,95<br />

Automobilc Ouafrc.ly 16/3. 16 Mustsng psgs6 with 1 1<br />

ill<br />

CA.95<br />

Automobil. Ourn.dy a/2. <strong>12</strong> Mustang p6go6 wirh 21<br />

rll. C6.95<br />

Automobll. Ouln.dy 1713.35 pag6s and 60 ill. on<br />

Nopier.<br />

C8.!15<br />

H.ppy Wh@lr: An Apprrcirtion of thc Matropolitan.<br />

Roiman 48larqgpages,46ill,5col 8.95<br />

Automobil. Ou.rtorly 15/2. 50 pogos on Nash with 41<br />

iil. €6.95<br />

Tha CaE ot Oldamobila. Caslselg. 416 large pages,<br />

1870 iti. f15.95<br />

Oldamobil.: Th. Poitulr Yc![. Norbyo & Dunne. 150<br />

pases,2o3ill. €11.96<br />

Aulomobil. Ourn.rly 15/{. 18 pages End 15 ill. on<br />

Oldsmobile f4.95<br />

AutomoblloOu6nGrly 18/3. 16 ps0ss on theToronada<br />

whh 17 ill. f6.95<br />

to thc World. Ludvig6on & Frcra.1<strong>12</strong><br />

8 .50<br />

Coupa.48 16rger peges,64<br />

81.95<br />

Th. P.ckhr.d 194:I-1962. D6w6s. 21 9 l6rg6 pag6s, ovet<br />

200ill.16col. f8.95<br />

P.clh.rd crB 1920'i<strong>12</strong>. Erookl6nds 100 large p6ges,<br />

1<strong>12</strong>i|. €4,95<br />

P.ckh..d 1899-19,#1. Coll6ctBd sdvens. 52 paqss.C1.95<br />

Automobll. Ouaierly 13/3. 14 pag€s and 6 ill. on Pack.<br />

ard. e6.95<br />

Plckh.rd. History by Automobile Ouanerly, massiv€<br />

book, ill.<br />

er9,5o<br />

Ou.ftGrly8/2.20 Panh6rd p€goswith 7 ill.<br />

€6.95<br />

WE<br />

ACGEPT<br />

Aulomobll. Ou.nrrly 18/1. 6 pag€s and 7 iil.<br />

on 1900 Ponhsrd. t8.95<br />

Pdgdt: Sou. L. Signa du Lion. Dumont. French text<br />

lwith Engli6h cap!onsl 424 pages,500 ill. 1 1 col.<br />

All. Poget Auromoblf raagrgm. SctrmarOec?. ji!<br />

la.ge pagos.337 ill. G6r. text. f<strong>12</strong>.95<br />

@<br />

Pl.rc.-Arrow. Rdlston. 236 larg6 p6ges,41 5 ill, €'15.96<br />

Automoblla Ouafrarly 6/3. 38 psgos on Piorco-Arrow<br />

with 24ill. €0.95<br />

Automobil. Ouln.rly l4l3. 14 p8ge6 snd 24 ill. on<br />

Pierc6-Arrow. 06.95<br />

I};#ffiTi<br />

.nd 06 soto sto'y. Butlor. 416l6rge<br />

Drako. 179 l6rge pages, 205<br />

sr.95<br />

Ponti.c: Tha Complatc Hirtory. Bonsal.303 loroe<br />

pages,5o7ill,16col. C18.63<br />

Tha Flbuloua Flrabird. Lamm. 1 60 larg€ pag6s, slmogt<br />

400ill,35col.<br />

f1t.A,<br />

Pontiaci lha Potuar Y..[. Norby€ & Ounne. 205<br />

laroepag6s,256ill.<br />

f11.9,<br />

Br@llandaSarln:<br />

Pontl.cFl..blrd 1967'1973. lO0 larse psqos, iL f4.95<br />

Pontl.c GTO lgG+tgro. 1 OO la 196 p'ades; r il e4.95<br />

Pontllc GTO: Amc.iq'! Pramia. SuE6r. Schorr. 63<br />

lsrgep6gos,9oill. C4.95<br />

Pontiac Trant-Am: Am.ri6't Pramid Ponvdl-<br />

Schorr. 63 larg€ pag6s, 1 20 i ll.<br />

da,95<br />

GTO: A Sourc. 8oot. Bonsal l. I 42 pag6s, ov6r 400 ilt.<br />

f;r.9s<br />

Flr.bi.d: A Sou.c. Bool. Bonssll. 144 pag6s,3OO ill.<br />

automobtt. ou.d..ty t5/3. ro ,"o", o. rflli?3<br />

Trsns-Am w(h 17 ill. -<br />

e6.95<br />

THIS LIST TO BE CONTINUED NEXT<br />

MONITH<br />

OROEHFORMTO:C&SRe.d.BS.ryic6,AlblonScotLtd.Fr6cpo.t,Brcnttord,Middx.TWSoOP.Engllnd <strong>12</strong>82<br />

IBLOCK LETTERS PLEASE)<br />

Address ......-..-......... ..<br />

Po6tCode...<br />

Credh Card No.<br />

I enclose a chequdposlal ordor lor f<br />

Sr9naturo...................-....... ..<br />

PLEASE SENDME BOOXIs) ...<br />

Book<br />

Tokens<br />

To order by Mail. Min order C5 (Credit C6rds fB). Send ord6.s<br />

accompaniod by rehitt6nc6. Chaqu.s rnd po6tal o.dor3<br />

ahouldb.m.dcp.yrbl.toAlbionSco(Ltd.<br />

We are<br />

exhibitino<br />

at the<br />

Satuday 1st Jan- 9rdtY 90ilnt 1983<br />

MOTOBOOKS are now in KENSINGTON<br />

On Novomber 1 6 depaimentstocking aI MOTOBOOKS OpENSAT<br />

OPPEf{HEIM BOOKS€IERS,9.i1 Exhibttion Ro!d, South Ken6inglon, London SW7<br />

Jusl round the corner from South Kensington Underground Station, on your way to rhe Scionce<br />

Musoum. Open ovcry dly 8to 7.<br />

Postage and packing: UK f1.75 all orders. Overseas: C2.50<br />

all orders (surface mail only). Overseas customersr Pleas6<br />

pay in pounds (fl Sterftng, by banl dratt or inrernar,onal<br />

Tel:<br />

money order. ll you send Euro or Dollsr cheques add fl 80<br />

forb6nkcharges.<br />

01 -847 051 I (24 hrs)<br />

]-1r<br />

All p.ic6 ar. corrd at prd and 0t -560<br />

bui mly<br />

0595<br />

b. rubjdtofluctu.tion<br />

Messerschmin €6.95 il. tha.aattar.<br />

_Zr.\-<br />

VISIT OUR BRANCHES - You'll find a solocrion of 1,000's ol motoring, transpon snd<br />

,'tFR, its'ji33r!:fli313."3::it, 5r york Road, 8renfford, M.ddx. o1-5603404<br />

MOTOAOO KS<br />

Foyl6s I Motoring Dept. l, 1 1 9.1 25 Chari ns Cross Road<br />

\I,ry<br />

NAPIER<br />

NASH<br />

OLDSMOBILE<br />

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\lzl ",o-,oJil3Lx"5i;l:i&"Jli,"UP":8:'ili#fl:lsii'd5gl8f<br />

Madison Ave on 2nd lloor above SKYBOOKS)<br />

CAL!FORNIA: 3800 East Coast Highway. Newpo( Beach. CA 92625.<br />

FnANKFURT: Grosse Fr;edb6rger Str 4r. 06 1 1-288379 (6lso stocks ls rgo setection of model cars a nd *its.<br />

BRUSSELS: Av Oaillv 1 25. ANTWERP: Lanos Koeoodsiraar 29<br />

TELAVIV: 58 Sokolov Stre6t. 03-452040. (03t2325516<br />

,,<br />

r<br />

southK€nsinslon<br />

NEW YORK: Albion Scon Motorbooks,43 E. soth, BYC. (2<strong>12</strong>) 980 1928/9 {berwesn Park and<br />

MAIL ORDER<br />

I<br />

I<br />

PEUGEOT<br />

PONTIAC<br />

rEl<br />

I<br />

lll thll ondons md tnqulnles t0: C&S Readens $enyice, Altaon Scott Ltd., Freepost, Brentford, Middlesex TW8 OOP<br />

CLasstc aNo SxrnrscAR, DECEMBER I982<br />

t7


ffiffiffiffiffiffiffiffiffi<br />

THE BEST A Quorc.<br />

SCIMPART<br />

PARTS SERVICE<br />

lTre best insurance at<br />

rates,<br />

from the best people-for young driverc,<br />

convicted drivers, drivers of sports or<br />

modified ffi6, custom and kit cars...<br />

n 6. [lux<br />

L I<br />

TE L : [0553] 65 216 / 6i237/6531 6/65450<br />

ADRIAN S. FLUX & COMPANY, 7 KING STREET, KINGS LYNN, NORFOLK PE3O 1 ET<br />

POLICIES EFFECTEO AT LLOYDS. INSTALMENT PLANS AVAILABLE IF REQUIRED.<br />

G.T.E.<br />

New and used parts<br />

from 1962 - L982<br />

RELIANT<br />

SABRE<br />

Droys Court, Witcombe<br />

Gloucester GL3 4TN<br />

Tel: WITCOMBE 3556<br />

(Ask for Don Pither, 8am-6pm)<br />

COUPE<br />

o<br />

?<br />

O<br />

D<br />

You've got zn Alfa Rorneo. So you're driving an Italian pedigree with undoubted performance<br />

have you realised it's true potential yet?To be honest we don' 't think you will<br />

fitted the new Koni gas adjustable shock absorbers.<br />

We'll give you a choice-Koni gas or the uprated Koni sports,<br />

K(DXI<br />

we'll give you an exceptional driving experience.<br />

And we'l1 give you value for money. Koni's cost much the<br />

same as the standard replacementqand what's more will last<br />

the life of your Alfa.<br />

Indeed everything you'd expect from advanced design with built-in<br />

long term reliability. Apaft from giving you the handling and ride you<br />

deserve from an Alfa Romeo.<br />

Start driving your Alfetta or Alfasud with Koni. Write or call us at the<br />

address below for literature and your nearest stockist.<br />

J. W. E. Banks & Sons Ltd" Dept C, Crowland, Peterborough, PE6 OJP<br />

Telephone: (0733) 210316<br />

l8 Classrc aNo SPonrscAR. DECEMBLR 1 982


STAG<br />

SAVE CEt's Full and speedy litting service<br />

-<br />

6 months guarantee including parts and labour.<br />

Collection and delivery anywhere.<br />

Fitted bY sqecialists<br />

Staos ourchased and sold. Full renovalion work undertaken.<br />

l"ddv timino chain service. Full parts service newr'used'<br />

Ex-siock rais, heads, water puinps' Mail order service.<br />

Access and VIsaE now taken.<br />

For expert advlce telephon e - O21-773'3251 ot 021-449'2<strong>12</strong>6<br />

'<br />

(evenlngs)<br />

HARTLAND CARS<br />

60-64 Stratlord Road, Camp Hlll' Blrmlngham.<br />

Licensed bY Office of Fair Trading<br />

CHERISHED CAR<br />

INSURANCE<br />

A better deal at a better Price<br />

Agreed value pollcies on all<br />

cherlshed vehlcles over 15 years old<br />

We are very compeffdve, so whY<br />

notglve us a call andftnd out<br />

whatyou can savet<br />

(<br />

I<br />

I<br />

i*r<br />

t tl l'rt '<br />

HALL & CLARKE<br />

tncurance Consultants Llmlted<br />

67 Park Royal Road. London NWl0 7JJ<br />

Telephone: 01-965 2751 Telex : 9ll457ll<br />

!t:<br />

ENGINES<br />

FITTED FHOM<br />

f395<br />

GiveyurShg<br />

new Hart!<br />

Hart Racing Services know their way to<br />

a Stag's heart everything from a quick<br />

pick-me-up to - a full overhaul.<br />

The equipment we employ and the<br />

experience we've gained makes us the<br />

people to see to give your Stag more<br />

iractable performance and more driving<br />

pleasure.<br />

'Our normal stock includes fuil or short<br />

reconditioned engines, cylinder heads,<br />

gearboxes, differentials, driveshafts,<br />

distributors and power steering racks<br />

- in<br />

short, everything a Stag could want.<br />

What's more, our special 'HRS' Parts<br />

include blank main bearing caps, extra<br />

large radiators and special gaskets to<br />

resurrect overskimmed cylinder heads.<br />

Also in stock are stainless steel exhaust<br />

systems guaranteed for the life of the car.<br />

Apart from our huge stock of new<br />

parts, we also buy and sell used parts.<br />

- We can also offer the same service for<br />

the Dolomite and TR7.<br />

Arc<br />

ttat<br />

Carc<br />

?",<br />

cto<br />

eaala,<br />

Ir<br />

.^'.-L<br />

-D>-<br />

Ever since<br />

Southern Carburett€rs<br />

moved their complete stock of Austin<br />

Healev parts to their spacious new<br />

warehbuse in the Cra*ley Oakwood<br />

Industrial Park, it's been an oPen<br />

invitation to have a quick spin to Sussexl<br />

Ofcourse, you can arrive by train or<br />

plane if yoir prefer, and Mail Order will<br />

be as efficient as ever!<br />

eSOT'ITIEBil<br />

CARBI'RETTERS<br />

Austin Healey ParLs & Carburetter Sales<br />

Unit 14, Oakw-ood Industrial Park, Gatwick Rou4r - - . ,<br />

Crawley, Sussex RHl0 2AZ Telephone: 0293547811<strong>12</strong><br />

Carburetter Sales Ser"vice & Ttming<br />

49 The Broadway, Wimbledon, l-ondon SW19 lQD<br />

Telephone: 0l 540 8<strong>12</strong>8<strong>12</strong>723<br />

+<br />

o<br />

N<br />

-<br />

Supplier & Restorer<br />

HRS Garages ( London) Ltd.<br />

BRITAIN'S GENUINE STAG SPECIALISTS<br />

73-77 Britannia Road,<br />

Fulham SW6.<br />

Tel: 0l -731 3287-9<br />

Curssrc aNo Sponrscan, Dece]\,rsen <strong>1982</strong><br />

l9


ROLA SHIPPING LTD<br />

INTE RNATIONAL CA R S HI PPE RS<br />

ofler thoir usual last, eflicienl service at extremely<br />

competiliverates. lmmodiatequotationsgiyon.<br />

4a Deodar Rd, London SWl5. Tel 01 7Ag 7205n48]. Tx 88<strong>12</strong>320<br />

Effecllve wornlng 3ytlsma to old drlveri oworene33.<br />

HtR SNOOPEN<br />

oNLY tl79.50<br />

t<br />

D- asPi<br />

l.T7r,<br />

t<br />

'+* a<br />

rstPEr<br />

The HLR ond SLR long rodor detecring units onoches<br />

discreetly to your cor instrument ponel, dosh or windscreen<br />

The positive oudible ond visuol ospect of the systems<br />

provide eorly worning of oll types of rodor systems in your<br />

po,h.<br />

Visit our showrooms in St. Mortin's Lone or write ond<br />

moil order your snooper NOW.<br />

ST. IUIARIINS ACCESTORI ES<br />

E et sr' MorrH:5i-"i!:t1"rr*t' ffi<br />

Ita a r rt ncdrr rtd lq.lt d.tdt lild nnu ilio0r $flid oitr trmidil lo rtidr. krlo t l{lid<br />

L frlird, it f,I b. tnd ofi h Hd.oo *idr lyl r{lttin.<br />

I<br />

I<br />

ol<br />

stR SNOOPET<br />

oNLY 8164.50<br />

Srt<br />

0 0<br />

Stainless Steel Exhaust Systems.<br />

Fit one and yAdrcin_good company.<br />

The frnest stainless steel exhaust systems in the world.<br />

This is no idle boast, ask an Aston Mariin, Lagonda orTVR<br />

owner-they're frtted as standard now.<br />

Langford systems are an investment, built b last and<br />

backed by a 25 year gqaraLtee against corrosion.<br />

Which is good news for anyone with a quality car.<br />

Now you can obtain an exhaust system which is frt to<br />

grace your car.<br />

Each system is handmade by craftsmen to the highest<br />

standards in heavy guage stainless steel.<br />

A combination of traditional skills and modern<br />

technology produce this superior product.<br />

We stock a wide range of replacement systems for most<br />

of Europe's qualiry cars, new and old.<br />

We also manufacture special one-offs and small batches<br />

for vintage, kit and racing cars.<br />

Fit a Langfrlrd system and you're in good cornpany.<br />

For information telephone Langley Milt<br />

(0773O 6<strong>12</strong>3t.<br />

Or write to PJ Langford & Co Ltd, Mushroom Farm<br />

lkadilg Estate, Derby Road, Eastwood, Nottingham<br />

NGI63IYX.<br />

CARS<br />

The largest selection of €tan, EuroDa and<br />

Elan r 2 in U.K. Allcurrent models'in slock<br />

too. Priceslrom f1500. Elitesfrom f2700.<br />

60 sponscars to choose trom all under one<br />

roof, why scour the Country. Pan exchange<br />

taken. Speciat li nance scheme available. '<br />

New cars bu ilt from new pans. Fully<br />

restored cars for sale. All Lotus wanted ror<br />

the best possi ble cash offe.. Here are a few<br />

examples of cars for sale this month.<br />

Lotus<br />

Esprit S2, commemorative edition, black, low<br />

mileage, almost as newcondition, f8.995.<br />

El ile 501, V reg. Met. bronze, 1 owner, exdemo_nstrator,<br />

good condition, h igh<br />

specif ication, e6.995.<br />

Elan Sprint. fhc 'l 973, genu i ns 1 5,OOO m ites,<br />

marked, a v€ry rare opponunity,<br />

Elan<br />

x<br />

1971, 33.000 miles,<br />

{i<br />

CHRISTOPHER NEIL . LOTUS<br />

rt<br />

2<br />

m i les,<br />

(manual<br />

ALSO MG . TVR. SCIMITAR SPECIALISTS<br />

sun<br />

black<br />

condition,<br />

Elail2<br />

and<br />

Some examples<br />

Lotus Elan Ch6ssrs genurne 6x Lotus galvanised 5 yoar<br />

guarantoe f280.00. Fronl shocts Elan/EuropdEtte<br />

from f 15.00oachl Bolotl6x spfl nt drivecouolinos {4)<br />

C27.00 setl Front Discs Elan/Europa e7.90 eochlil(s<br />

owners full brg bore Exhsust [99.821 Carbs.lwin choke<br />

40's E89.00 a pair 6xchangel Mid front body sections<br />

fromf 1 19.00. Whe6ls2 r 2 Alloysnew f25.00each €xh.<br />

Second hand depa(menr carers lor all. Advice 6nylrm6<br />

a pleasure, ask for Chrislooher, R€altstic carriao€<br />

and t.r€ndly servrce. Items des,arched world.wrde.-<br />

Order by lstre/telephon€. usrng chequ€s. postat<br />

orders or creditcards.<br />

Access Visa American Express<br />

OpenTdaysawook<br />

Mond6y.Ffl day.. .....9sm-6pm Pads/S6rvrco/Cars<br />

Saturd6y ..... ... ..... 10am-5pm Pans/Cars<br />

Sunday ........ .......... <strong>12</strong>am-4pm Pandcars<br />

Send for Free<br />

Parts/Services Cata logue<br />

and Full Car Sales List<br />

Cl!b Lotus and Lotus Orivors Club r@ommond€d<br />

centr6. Overs€ss customsrs pl66se allowf ortrme<br />

differ6nce when telephonrng<br />

SEND FOF FREEPARTS PRICE BOOK.<br />

SUPPORI THE ENTHUSIASTS.<br />

SERVICE:<br />

Al Chrislopher Nerl's modern tully equrDped<br />

workshops our profession6ls constantlv r6build<br />

all hodejs ol Lotus to exactinq ond sfticienl<br />

standards f rom srmple servicinE lo lutt ch6ssis<br />

rebuilds. Some facii;ties avsitable includo.<br />

Chassis replacemenls; engine and box standard<br />

tO full raco Spec,; rewiringj ds crazing:<br />

16.sp16yrng; rg{fl mmtng<br />

Our staff hav6 collectrv6ly over 2OOvoars of Lotus<br />

exp6rhsg. Coll6ction no probl€m thiouqhout U.K.<br />

and overs6as Labour rate only f8.50 oer hour<br />

Contact Richard Cooper'Service Moriaoer' for<br />

help 6nd f nendly advrce.<br />

NoJob too Small no Problom too Gr€at.<br />

Suppoi the Enthusi6sts!<br />

MIDDLEWICH RD, NORTHWICH<br />

CHESHIRE CWg 7BP ENGLAND<br />

0606 47914<br />

S U PPORT T H E ENTH U SI ASTS !<br />

20<br />

Cussrc aNo Spon rscAR, DECEMBER <strong>1982</strong>


o<br />

o<br />

LIMITED<br />

We are a small company specialising in the repair and sentice of all types of Dino<br />

You can now order parts over the telephone or even<br />

pay for work carried out in our workshcp ifyou possess<br />

ffiEffi,r<br />

We can offer same day CLUTCH and EXHAUST<br />

service at competitive prices. For example:<br />

308 CLUTCH<br />

supplied and fitted from f,220 + VAT<br />

246 EXHAUST<br />

supplied and fitted from f220 + VAT<br />

Nitrous oxide, big valve *4 valve per cylinder conversions<br />

available for 246 and 308 models. Further details<br />

upon request. We can offer from stock for Dino 246 GT/S<br />

and for Fiat Dino 2.0<strong>12</strong>.4 litre: exhausts, clutches,<br />

alternators, regulators, starter motors, gasket sets,<br />

brake pads, wheel bearings, oil filters, air filters,<br />

distributor caps, rotor arms, master cylinders, clutch<br />

cables, main bearings, big ends, fuel pumps, thermostat<br />

housing, plus a host of other parts all competitively<br />

priced.<br />

THIS MONTH'S SPECIAL OFFER<br />

One only. Secondhand.246 Engine. 24,000 miles.<br />

f1,500 * VATExchange.<br />

\0e offer free friendly advice<br />

at all times.<br />

Collection and Delivery arranged.<br />

If you think we can help you why not<br />

give us a call?<br />

UNIT 7<br />

ENDSELIGH<br />

INDUSTRIAL ESTATE<br />

ENDSLEIGH ROAD<br />

NORWOOD GREEN<br />

HESTON, MIDDX<br />

uB2sQN.<br />

01-571 2<strong>12</strong>2<br />

FERRARI DINO 246 GT 1974 N). 21,500 miles,<br />

vellow. black. This car has been Ziebarted from new and<br />

o.riy be described as mint throughout. Definitely a<br />

"un<br />

must foi the serious collector.<br />

fl2,750<br />

FERRARI DINO 246GT 1972 (K).61,000 miles. Red,<br />

black, outstanding condition with many new parts too<br />

numerous to list. A very splendid useable'Classic'<br />

ḟ,8,750<br />

FIAT DINO 2.4 SPYDER. One of only 420 made.<br />

1972. Red, black. This car is fitted with a big valve<br />

engine with Hilift cams. P7s with split runs, Koni shock<br />

absorbers. Leather interior. Definitely one of the fast<br />

Dino Spyders available. A rare collectors item. f,g,950<br />

1<br />

ffiu<br />

l<br />

I<br />

tll<br />

-<br />

i-<br />

t<br />

s ṇj<br />

FERRARI S0S GT41976 (R). Red, beige leather, wide<br />

wheels, stereo. Excellent condition for year.<br />

.11<br />

( *---s Jt<br />

I<br />

u<br />


p@uI<br />

o<br />

I<br />

sportscors<br />

Comprehensive stock of<br />

(most models). New<br />

Used spares available<br />

hat hard to find part.<br />

Da,vmM.A.NNERS<br />

MlolnND MoRRrs MINon CpNTRE<br />

The Parade, Birmingham l.<br />

a/.ro Agents I'or<br />

(Morris Minor Centre Bath)<br />

a,<br />

,]<br />

@)<br />

Full servicing / restoration lacilities. Chassis Changes / Modilications<br />

Tuning / Engine Rebuilds at our new spacious premises.<br />

HICKMAN'S AVENUE<br />

CRADLEY HEATH, W. MIDLANDS<br />

TEL (0384) 66754<br />

a<br />

{t. - *.<br />

-re<br />

Extcnsive slock of ncw<br />

and good quality uscd<br />

parls availablc<br />

021 236 t34t<br />

Wc stock most body<br />

pancls for thc Serics I I<br />

Minor to rcpair your car<br />

Open 6 days a week o tt.30-5.30pm (Mon-Fri) o 8.30-5.00pm (Sat)<br />

CALL US NOW<br />

@ LOTUS ESPRIT TIl.RBo HIRE<br />

ol YES, WE RENT THEM! !<br />

To hire one of these superb cars you need some suitable<br />

experience for insurance, and a few bobl We take American<br />

Express, and will deliver and collect from Heathrow, Gatwick,<br />

U<br />

Luton and Manchester.<br />

(<br />

LOTUS l: Full leather lrim, air conditioning, radio telephone, quadrophonic cassette i<br />

radio-<br />

SELF DRIVE FROM<br />

STATIC DISPLAY FROM LOIUS ll: JPS Livery, champagne leather trim, air conditioning, radio telephone,<br />

quadrophoniccassette radio, sunroof.<br />

I-OTUS lll: LOTUS ELITE, ex-Lotus press car.<br />

, f80 Bi!, f50<br />

PORSCHE 911 TURBO. Yes we have one, bul we<br />

Bil<br />

don't wish to announce it too loudly!<br />

\ t-oluc xnes<br />

- cHEAPER RATEs Tan leather interior, Guards red. radio / cassen€, oleclric sunroof.<br />

I<br />

D<br />

,<br />

0 0 D<br />

rl<br />

I l I<br />

I I<br />

\ \<br />

ETTACAR ESDO LTD<br />

GOOI'<br />

m<br />

I<br />

R<br />

1983<br />

CALENDAR<br />

THE CALENDAR FOB THE MOTOR<br />

RACING CONNOISSEUR. ONLY f3.60<br />

per copy inclurivo of mailing in a protoctive<br />

tube rnd rs@rdod doliyory to youl<br />

perronal addresr and VAT at 15%.<br />

N. B. Price and r*orded delivoty appli6 to U.K. only<br />

W.* .<br />

21 HIGH STREET, HODDESDON, HERTS<br />

TEL: (O9924) 69619<br />

A,CLASSrc BRITISH ST'ORIS CAR<br />

R 6rtht 6. grcrd ill. of rh. f.mut MG fF, r ctlric otri. t 9S0.r, rh trbutoc. ccnrry tr . clstc ot<br />

* tlt l9g)'a, lq cmbldlDn ot u.dltbn.t DDa.l ud Eodaru TrlrEoh runnlor ruriH.dd or<br />

'qV,.. VilG{)itdtracptore.ryd.itnbtGpreli.ir.Ard,montaroturtbfeil.h'rr-di*hvonm<br />

dtrd. Kk prlcB rM d a6r0 ptur VAT md r @opt6ad u bulh b .!.e.!;xlllorlon.,<br />

fros ll,9{Xl,<br />

'al g-. I<br />

13 Full colour pages (including @ver)<br />

beautifully printed on top quality art paper<br />

and wiro bound at top complete with ivire<br />

hanger. Finished size 24" x 17". Dramatic<br />

colour photographs €pturing the excitement<br />

and action from eleven <strong>1982</strong> Formula One<br />

World Championship Grand Prix events and<br />

including one page on the <strong>1982</strong> lndianapolis<br />

500.<br />

ffi<br />

I<br />

ffi,<br />

As a tribute to the great diving skills of Giil6 Villeneuve and Didiet pironi. the former<br />

tragically kiiled and the latter so seriously injured. during the lgA2 season, we have<br />

included pictotial shots of both driven in action during the earlier part of the se6on.<br />

I<br />

."s)<br />

Having allowed tor our mailing list<br />

ollectors requirements we have a<br />

limited quantity of this superb<br />

calendar remaining for purchase<br />

by the general public. F I BST COME<br />

- FIRST SEBVED, order now to<br />

avoid disappointment.<br />

laportant Note. fhe calehdet<br />

aveilable lot d*patch aa the<br />

N o wm be t /e ail y D eco m be t.<br />

OyeBeaspu.chssersinclutire Sutlt@<br />

prie at follo6:-<br />

Meil<br />

Europ.<br />

e4.6a 4.65<br />

Abu Dh.bi, B.h..in, OuUl, Q.t.r,<br />

Kuw.ll. Oftr6, Srudl A?.b|.. 84.66 ct.t 6<br />

8.h.mra. Barmud.. Cahada. Ca6trat<br />

.nd Southarn Alrlcr, C.rtbDaan,<br />

Hong Kona. Malayata.<br />

Maurltlu!. P.klrtan, Saychallat.<br />

Slnr.por., U.S.A. e4.65 e3.74<br />

Au.lralla, Ja9.n, Ncw Z.alrnd<br />

and South Paclflc counlrtt. €4.t4 eto.2t<br />

Sterling cutrcncy ot an lntenrtional Mon6y Orde.<br />

nade payable in stetling @n only be Ncapted.<br />

I<br />

Poit coupon (wrth remilance) lo:-<br />

Mr. D. Rldl.y, M.n.e.., Tyr. Advmi.lng,<br />

Th. Goody{r Tyr. & Rubb.i Co. lcr.rr Briuin) Ltd., Wolvrh.mpron WV1O gOg, gngtrnJ.<br />

Plea6e forward.<br />

tothe Valueol<br />

Nam€.<br />

(Block Caprrals please)<br />

Address.<br />

c&s<br />

copies of the <strong>1982</strong> Racing Calend6r lor which I enctois chsquo/postct otrdor<br />

_ - . . . N.8. Mul?iple orde$ wiil be detpatched tingly.<br />

Please allow 28 days tor delivery.<br />

GENTRY<br />

Send f,1.00 note for colour brochure to:<br />

RMB Motors, Mill Slreet, Bamell, Leics. 'I'el: (0455) 216302<br />

22<br />

Cr-assrc,rrqo SponrscAR, DECEMBER <strong>1982</strong>


WHY NOT BE'EXHAUSTED' BY<br />

'<br />

MIKE THE PIPE<br />

(MIKE RANDALL), <strong>12</strong>8 Stanley Park Rd, Wallington, Surrey<br />

Telephone:01-6691719<br />

IF IT NEEDS AN EXHAUST WE CAN HANDLE IT<br />

All exhausts manuf actured to customers' specification.<br />

Specialist in tailor made exhaust manufacture<br />

f950<br />

IS A TYPICAL<br />

..ON THE ROAD''<br />

PRICE OF THE<br />

BURLINGTON<br />

ARROW<br />

Not a kit, but a D.I.Y. sportscar built at home from easily obtainable<br />

materials and with the guiilance of our 50 page instruction/plan package.<br />

Full 80 page instruction/plan package incl. colour pictures f8.50 incl. p&p.<br />

BURLINGTON MOTOR CO. LTD.<br />

Room l0l, 32 Avenue Rd, Leamington Spa<br />

COMPARE<br />

THESE PRICES!<br />

Pressed aluminium number plates -<br />

t4.95<br />

.50 litre.<br />

each.<br />

t24.00 each. licence<br />

All the abovo prices aro subiect to posuPacking and VAT<br />

Those are only soma ol the <strong>12</strong>00 plus ltems ln our ne* lull, lllustrated catalogua- price 91,00,<br />

t2,00 Europo 8nd $4.00 elsewhere.<br />

We are open duing the week befween 0830 and 1700 hours for cash customers<br />

THE COMPLETE AUTOMOBILIST LIMITED<br />

39 Meln Strst, Baston, Poterborough PE6 gNX Ta|: 07786 3<strong>12</strong> l24hr answorlng servico)<br />

Stainless<br />

Steel<br />

Exhaust<br />

Centre<br />

LANGFORD & KNIGHT LTD.<br />

We have the widest range of stainless steel exhaust<br />

systems available. At our Works here in Nottingham,<br />

we have design, manufacturing and f itting facilities to<br />

accommodate any vehicle whatever its age or type. Our<br />

stainless steel components are of the highest quality<br />

and carry a full guarantee. We can arrange export to any<br />

part of the world. Small production runs for lndustrial,<br />

Marine and Aero systems, alsq in heavy duty mild steel<br />

made to order. Rolls-Royce and Bentley, Pre-War and Post War, Ferrari, Aston<br />

Martin, M.G.'s, Mercedes, Volvo, Jaguar XK140/1 50, 'E'Types, XJ6, XJ <strong>12</strong>, Land<br />

Rover, and Range Rover, etc. a nd many others.<br />

STAINLESS STEEL EXHAUST CENTRE<br />

LANGFORD& KNIGHT LTD<br />

RUSSELL STREET GARAGE,34 RUSSELL STREET,<br />

NOTTI NG HAM. TEL: NOTTI NGHAM 700746n 007 47<br />

Service or Ansafone 24 Hours- 7 days<br />

K*<br />

-<br />

......""<br />

. ;,<br />

t\n<br />

HERORIGHTCLOG<br />

STR'KESAGA'N<br />

M<br />

N..$<br />

One of our rebuilds currently under construction<br />

at our workshops in North Kensington<br />

for MrJ. Eaton of Sydney, Australia.<br />

Built & Prepared By<br />

%T?IrIGIUffiIjlD<br />

Not satisfied with another class win at the Thruxton<br />

Round of the Lucas CAV Production Sports Car<br />

Championship, Richard Morrant took our TR6 to<br />

Silverstone forthe following Round, where he<br />

annihilated the opposition and broke his own lap<br />

record in the process.<br />

,-#<br />

$ffi<br />

Wfl.*<br />

Our stock of used TR's is constantly changing. Please<br />

phone for details. Good TR's wanted for cash.<br />

TRs. 2 owners from new. Winner of many concours. Totally<br />

original. 33,000 miles. Viewing by appointment only. f 10,750<br />

IIPTP<br />

0 I -950 2772 27 stable Way (off Latimer Rd), London W l0<br />

{<br />

'vqnallN'ser*<br />

,l<br />

CI-asslr: aNo Sport.,rst;an. DF:ct ,uguR <strong>1982</strong> 23


Copycats Ltd.<br />

Pictured here is a replica 'C'type built up from one of our kits by a customer in just five weeks.<br />

The kit features space frame chassis, alloy body with G.R.P. tail and bonnet, 25 gallon fuel tank<br />

etc.,andcostsjustoverf3,000.TakesJaguarmechanicalcomponents.SendEl notefordetails<br />

or seo us at the Manchertd Classic Car Show on tho 24,25,26 Soptombei.<br />

COPYCATS LTD., c/o JUBILEE GARAGE, ALBEBT STREET, LITTLE LEVER, BOLTON, LANCS.<br />

.,*o,$s<br />

',r'.otus*N<br />

31<br />

1<br />

-*"{d<br />

$atrt"<br />

Addt<br />

DELLOBTO, 13 Boult Street. Reading, 8erks, RGl 4RD<br />

WE SPAN THE WEST FOR SPARES<br />

SERVICE AND SALES<br />

FOR PERSONAL SERVICE, CONTACT JOHN WOODFIELD<br />

AS OUR STOCK IS CONSTANTLY CHANGING<br />

EmblemSports Cars ((I .K.)<br />

SALISBURY ROAD, BLANDFORD, DORSET. Tel: Blandford (0258) 5l2ll<br />

Valuable Car<br />

in London?<br />

Why not park it with us, away from gazers,<br />

sticky fingers and vandals?<br />

\trfle offer secure covered parking in dry<br />

purpose built accommodation.<br />

Our staff are on hand to help with absolutely<br />

any motoring problem you may have.<br />

You have 24 hour access to your car.<br />

Our charges are very reasonable indeed. f 37<br />

per month including VAT.<br />

rft.<br />

qNN,<br />

=*F'<br />

C<br />

A\<br />

a<br />

JAGUAR<br />

POWER<br />

BY<br />

FORWARD ENGINEERING<br />

We specialise in the development, assembly, testing and installation<br />

of Jaguar engines for high performance v-ehicles, the<br />

production of engine conversions for vintage, classic sports cars<br />

and replicas, and the development of special engines for motor<br />

boat racing.<br />

We can offer a complete range of Jaguar engines for competition<br />

enthusiasts, from the 2.4litre at around 200 bhp up to a specially<br />

developed version of the 6 litre V<strong>12</strong> unit which gives oVer 500<br />

bhp, and can also offer engine conversions for-almost all the<br />

classic Jaguar sports cars.<br />

We also have a standard exchange engine service and spare<br />

parts units.<br />

Give us a ring and see if we can solve your<br />

problem. \Ufle really do know what we are<br />

doing and we carefully look after masses of<br />

collectors' cars.<br />

Cabriolet Cars (Londonl Ltd<br />

Milton House, 2 Fernshaw Road, London, S.W.f0<br />

Telephone 3514276 3527945 Telex2955l7(HooperG)<br />

A colour video cassette showing in minute detail the building of a<br />

six cylinder engine is available al t49.00.<br />

Also the XK Story - f25.00 and GT Ferrari Comp -<br />

C25.00. Send<br />

your order to Ron Beatty Engineering Ltd, <strong>12</strong>8 Kenilworth Rd,<br />

Balsall Common, Nr. Coventry.<br />

We are also able to offer you full advice on any problem through<br />

our consultancy business with Ron Beaty Engineering Ltd.<br />

,@<br />

5<br />

/ *L4<br />

Forward Engineering Go. Ltd<br />

Barston Lane, Barston<br />

Solihull<br />

West Midlands 892 0JP<br />

Telephone: 06755 2163 or 2530<br />

r3<br />

8u1 rt urth .lcres<br />

24 CLasstc tNo Spon'rscan. DrceMsen <strong>1982</strong>


Tred-Rite Tyres<br />

o ATS o ATS o ATS o ATS o ATS o ATS o<br />

SWLE I<br />

UxIOH?-@.@<br />

U x llH2-tL$<br />

6.UxliH2-&m<br />

l.&r1aH2-E.S<br />

5.U,16H2 flm<br />

0 r r 3a2-fLA<br />

U r laHz-tL&<br />

U x t6H2-t! S<br />

l.U r 1aH2-t3.4<br />

7Jxt3H2 6S<br />

TJxtaH2-f{.m<br />

,Jr l5H2-tg.&<br />

8J x l3H2-tO.S<br />

9,Uxl3H2-ta7 r0<br />

SnlET-ToSoil<br />

0x 13-9.23<br />

7r la fa3.$<br />

AfrlE 13 - To Sult<br />

7x r3-til.O<br />

'o<br />

sntE2<br />

Ut !3H2-tn.&<br />

itui laxz-U&<br />

Ux l3x2 g&<br />

U! laH2 a3rs<br />

SWIEE-Totuii<br />

Op.l. V.urh.ll, EMW. V.W.,<br />

0r l3-t36.0<br />

SrytE 1a - To Suh<br />

6x t{ 138.70<br />

t.rj;i<br />

-\'<br />

('n<br />

i---<br />

SnLE3-roSun<br />

V.urMll, BMW, Op.l<br />

, x la t43.9<br />

SWLCT-IoSuh<br />

A!dl, Por.ch.. V.W.,<br />

6t la-tai.m<br />

6x 16 t4@<br />

STYLE lE .. To Suil<br />

Toyot.. O!i&n, 8LMC,<br />

6'13 t3870<br />

C<br />

'@r,ii<br />

SNLE<br />

'<br />

TOSUN<br />

5.U x laH2-a$-S<br />

6J x 1aBz-tS @<br />

8,$r laH2-tS.O<br />

TJti5ca-t416<br />

SWL€ 10 To Suil<br />

SWIEi - ToSult<br />

D.r!.. M.td., ilir.ubl.hi,<br />

V.urh.ll. R.n.qh. OFl.<br />

Audl. V.W., Hond., Accl.lm,<br />

Sr.e<br />

5J r i3A2-tn m<br />

5,6J<br />

' raHz t{.m<br />

SflLE 1l - ToSuh<br />

@<br />

V!uxh.ll, R.n.ult, Hond..<br />

OMW, Op.l.V.qrh.ll<br />

Vi,i,". i".i'i-. ituro. a"dl w<br />

6.6 x l!-,9.S<br />

5.at l3 f*.O<br />

Cx 13-til.O<br />

a;13 86.m<br />

a x la-tal.m<br />

(#<br />

l.5x ta-f{.0<br />

L--'l "x;<br />

STYLE 16 ToSuh<br />

Op.l, V.urh.ll, Volvo,<br />

6r15 f39.r0<br />

at\<br />

.'t'!l<br />

s-,<br />

SrLE 17<br />

- T6 SUX<br />

8MW, Op.l.V.qrh.ll<br />

7x lt-tx.m<br />

{Tyr..ro.uhtom m.Ql<br />

STYLES-ToSun<br />

Fl.i T!lbor. V.urh.rl<br />

B.n.uh, Op.l, Alt., Xoodr.<br />

AudL VW, Volvo. Toyor..<br />

Mll.!bi.hi. D.i.un, 8MW,<br />

S0o, Por.ch., Mdro<br />

5.lx l3-tg.n<br />

lx t3-tLr0<br />

6r ra-tG.S<br />

trEr i6-lat.@<br />

7xl6-tS.@<br />

STYIE <strong>12</strong> To Sun<br />

O.atfi.u, 8lMC. Mn.ubi*i,<br />

6 ! r3-f36.@<br />

,l*,]ilt,<br />

:i"?'.:.rr<br />

.:,",,<br />

i,<br />

* --itr<br />

\.G<br />

-,'?)<br />

'i"i<br />

,\<br />

*2<br />

I H P T'<br />

SIGMA<br />

f57.00<br />

UEEGEEE<br />

175/60 x 13-e00.00<br />

205/60 x 13-fr5.7,<br />

aE/65x I't-flr7.05<br />

26165x 1a-fl<strong>12</strong>.O1<br />

195/50 x 16-e80.91<br />

-206/60 x l5-el22.57<br />

225til x 15-fi39.57<br />

?651& x 15-tl79.8i1<br />

286/50 x 15-fl87.50<br />

:t46/35 x l5-El02.m<br />

2,5/56x 16-fl32.00<br />

225160x 10-tl49.90<br />

265/50 x 16-fl89.00<br />

255/50 x 15-8168.m<br />

275155x 15-fl09.00<br />

P7<br />

GBIP<br />

t34.00<br />

JACKIE STEWART GAUAtTIilO<br />

f37.50<br />

839.50<br />

STEERING WHEEL BOOS TO SUIT ABOVE WHEELS at T<strong>12</strong>.OO<br />

l:<br />

LMEtrEET<br />

185/60x 13-f'11.50<br />

m5/80 x l3-ftii,.7,<br />

195/60 x I'l-f59.00<br />

195/60 x 1'l-f61.n<br />

226160 x I'l-fr5.00<br />

t96/60 x l5-f0O.O5<br />

205/80x 15-f6il.60<br />

205/00 vR16-[79.9!<br />

215/60 VR15-f94.50<br />

235/65 VBt6-tl1't.50<br />

z15160 vR13-fzt.50<br />

226160 VR13-f66"05<br />

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195/60 x 1a-e69.00<br />

186/60 x 1'l Unlroyll llft.d to<br />

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205/5,0x l5-flzl.9o<br />

226180 x 15-fl{0.95<br />

205/55x 10-tl32.95<br />

225150x t0-fl60.50<br />

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enficen<br />

186/60 x 13-f+l.go<br />

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205/60 VR13-t65.m<br />

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185/65x lrl-f52.70<br />

195/00 x 1a-e66.70<br />

206/@ VR14-f87.70<br />

195/60 VR'15-f72.87<br />

206/GOx 16-f71.95<br />

205/60 VR15-f!Xt.10<br />

235/60x t5-fllB.m<br />

a5lE0 VR15-el26.00<br />

205/53x 18-fi48.90<br />

225150 x 10-fl89.&,<br />

GOODYEAR (NCT)<br />

MICHELIN<br />

195/70x 14 xWX-f77.35<br />

196fr0xlaxOX-f7l.90<br />

ZrSx 14 x WX-t87.35<br />

205/70 x 14 x<br />

m6n0x14x wx-f88.45 DX-f80.40<br />

215DOx lax wx-f94.40<br />

185/70 x 15x wx-t70.50<br />

185/70 x 15x DX-f71.20<br />

195fr0 x l5 xWX-e86.m<br />

20520 x 16 x WX-f!t0.65<br />

mEno x 15 x DX-f74.86<br />

21AnO x 15 x WX-f93.75<br />

z|Eno x 15x WX-f 101"85<br />

XWX<br />

MICHELIN<br />

190/55 HR365-f49.05<br />

180/05 HR390-f51_20<br />

190/85 HR390-f80.30<br />

200/00 HR390-f60.3{t<br />

m0/60 vR390-f74.15<br />

200/55 vR390-f7,.56<br />

24iJ.166 vR39o-r85.00<br />

240166 vR415-f85.96<br />

N€w Audl<br />

and<br />

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THX<br />

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@'186/60 x 13-e36.00<br />

206/60 x 13-f't6.70<br />

185/60 x 14-f38,80<br />

196/00x t4-f40.00<br />

105/@x 15-06.00<br />

205/00 HRrs-t55.00<br />

205/6{' VR15-f87.75<br />

TRED.RITE ryRES 414 FARNHAM ROAD, SLOUGH, BERKS.<br />

^s.<br />

OPEN 6 DAYS A WEEK FROM 8.OO to 5.3O. Tel: Sloush 3OO21l2<br />

-<br />

All prices are plus VAT. We have nearly all types of makes in stock and at very competitive discounts,<br />

Prices on wheels are for standard finishes. Securicor delivery for max of tyres/wheels per pircel at 84.00 on Mainland<br />

For more enquiries please phone 07lXl/3D21/2 TRED-RtTE TYRES, 414 Farnham Road, Slough. Berka.<br />

OPEN 6 DAYS A WEEK 8,N-5.30<br />

ffi


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BRING OUTTHE POWER IN YOUR ENGINEl<br />

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26 Ct,,tsslr: tNt> Sponr-st:,rR. Dtcr:nsnR <strong>1982</strong>


SERVICES (UK)LTD<br />

CAR SHIPPING DIVISION<br />

For an immediate quotation on shipping your classic, thoroughbred,<br />

veteran or vintage car to any worldwide destination. whether bv<br />

airfreight, container or roll-on roll-off ferry<br />

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TRs, 1968, Roysl Blue. O/O. sxc€llont mechanics, n@ds otd................._........ ......... C2,095<br />

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TRs. I 968. wht€. O/D. much money spant ... .. . q1 150 TR6. I 971 {N). Mag€nb. O/O. ne* panois tin*. S4.OOO<br />

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TR4A.1965,Hoyal8rue.o/D.wtrewh@fs,excollontcon- TFt6,197S,Mimo$yellow,OiD,47.000mrles....F.O,-A.<br />

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TR4A. 1965. Srgnal R6d o/D, chrome wfe wh€ols, com- mttes ........................................._..............:......... €2.sgs<br />

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CI.,tsst


t<br />

'P!C#!gg,ai,ti"gg*i*sg"lUSH<br />

u{et.findWaroyl f'ar superiorin steef preservation and long lile lubrication'<br />

Waroyl also slows down depreciation. Holds highest re-sale value BONUS!<br />

NOtr EASIER STILL WITH FURTH ER DEVE1OPED WAXOYL FOR MU LA !<br />

arlareated ex-works Austin Healey before<br />

I Himalayan Rally' says SPORTINC<br />

CARS '/er-y impressed \|ith way il ||ilhstood<br />

such extremes of temperoture and rough<br />

conditions.' Application of Waxoyl, dealt with<br />

in several past issues, GOOD MOTORINC now<br />

says' No doubt Waxoyl mode quire a dilference<br />

ro longevity o! our little Fist 500 olready lout<br />

years old when bou4ht end oI 1976 and Fiot did<br />

not hqve exoctll envioble reputation Jor bod.v<br />

qualit! ot thot time. Sold car lote 198 l'.<br />

You could be on to a good thing, too, when you<br />

waxoyl ruslproof your car. UP Boes market<br />

value, just as it did for this Merseyside user:<br />

'Eleven yeore ogo, ,realed J Yr. old Ausrin I l0O.<br />

Sold il Jor more than I poid for it.' Also on to a<br />

Sood lhing (Edinburgh): '. sold 5 Yr. old<br />

Avenget. Trode:in olmost pnce when neu'.<br />

NEWLIFEfoT<br />

OLD CABS<br />

Ttr<br />

\:<br />

REPORTS rll.r<br />

fOUR WINTERS<br />

"No rurt on tf,AXOYL<br />

tteatad arGar"<br />

#Lf,ING<br />

NORTE<br />

SEf, ;r<br />

orr. of,-.hotc't<br />

{ lergcrl Rlg<br />

ulaa<br />

WI,XOYL on<br />

!Cr- utbad<br />

aqulpn.Dl<br />

Olo of world'r blggrrt<br />

OIL COIDtrNIES nyr<br />

"Ol dl rutEoolon<br />

tortc4 ONLY Wf,XOI-!,<br />

lqlrl.s.rdttbg rut'<br />

lCl rcconmcnd<br />

wf,xoYL<br />

for brlB!<br />

clrcuhllon<br />

plDat<br />

,l<br />

\a,t<br />

v<br />

Theacherous<br />

Multi-Metal Corrosion.<br />

What is not generally known is that treacherous<br />

electrical inter-action between dissimilar<br />

metals intensifies corrosive action.<br />

Todays cars are all multi-melal constructions:<br />

Zinc, Steel, Aluminium, Copper,<br />

Srainless Steel, Cadmium. Water passing<br />

over any of these metals, then on to steel<br />

bodywork, even some distance away, causes<br />

rapid corrosion, and your car loses that<br />

"Showroom" condition.<br />

First and Only<br />

Successful Rustproofer lo Beat<br />

Multi-Metal Corrosion<br />

as well as Road Salt Rusting on Mild Stcel.<br />

Original Waxoyl lbrmula, now furlher<br />

deviloped, produces greatly intensil'ied<br />

po*cr resulting from unccasing R&D in<br />

l innigan's Works' laboratorics. Nou with<br />

deeper Penelralion into metal and rusl pores'<br />

with even greater Ibnacily - the distinguishing<br />

mark of any rustprooli'r's real<br />

worth.<br />

Tremendous Waxoyl Pay-Off!<br />

-I-hus, Waxoyl offers you a truly wonderful<br />

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Yes! Why not!<br />

G-<br />

Woxoll does everylhing you cloim.' Manclrcster<br />

rser'.'Made 40 Quid on Hillnton Super Minx<br />

Convertible, bought lor t60, riddled with rusr.<br />

Tteoted wilh Waxoyl: sprayed exterior ||ith<br />

Hammerite.' (High-Closs Hammered Enamcl -<br />

another Finnigan rust killer). 'Used car for J<br />

xors, sold it Jor tl0O.'Now why not gel highesl<br />

rcsale value on lout ca\ too! May we suggest<br />

ordering Waxoyl today. Try lhe Special Kit<br />

Offer. You'll be pleased wilh the pay-off!<br />

Proud owner of t6 Yn. old Jeguer says'.'Money<br />

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yeors, Thank youfor wondertul |loxo1'l!'<br />

Up to f,600 Trade-ln Bonus<br />

Scarcc and prict-y Top-('lass LJsctl ('ars' as<br />

you will know. :rrc inrariablv ruslfrce.<br />

Hcnce Waxoyl pay-oll. Wcleontc pottnds<br />

morc than for 'ordinarl'' contlil iotr ott<br />

#Wet<br />

Fowerful<br />

airless spray uPto<br />

8ft.long feeds direct<br />

from Waxoylcan<br />

Please watch out! Others may try<br />

to charm you into buying something<br />

that may seem to be Waxoyl -<br />

even with ads. that resemble<br />

Waxoyl ads., ONLY FINNIGAN'S<br />

MAKE WAXOYL. It isn't a<br />

bought-in product sold under<br />

rnother name. Order direct.<br />

\o crrr irg,t ltnrit ro lrrttg. rtr<br />

nrctirl polirn\c\ l0 \\'ltrorL<br />

l ultrrc r u\t illtircl n()<br />

prohlcrn. ".1 t M It()' Applicrrlor<br />

ttotks l'Ot R l lMl.S<br />

l"AS'l t.R lhirn iul) othcr<br />

sirnil:rr de sign. \o lircc tttask.<br />

\o hrrrd uork! llrrrtllr crcr<br />

torrch lluid. (solt rtnd stitootlt<br />

t() hands ilil\\Iit\ ).<br />

HOLDS CAR IN<br />

sH0wRo0th<br />

c0llDlTl0ll<br />

Most Sinister of all<br />

Road Conditions in Lab. Tests<br />

Finnigan's chemists used what is a formidable<br />

combination of two dissimilar type<br />

metals: Copper wire wrapped around Steel'<br />

Degreased Steel plates were tightly overwrapped<br />

with emery rubbed Copper wire.<br />

Twelve of these plates were each sprayed with<br />

salt water and immediately coated on top of<br />

the salt solution with twelve leading<br />

advertised rustproofers, including<br />

WAXOYL. This most sinister of rust-rot<br />

tests lasted seven days, by then, only the<br />

WAXOYLED plate remained bright and<br />

clean.<br />

Colour leaflets, available on request, show<br />

how the test plates reacted.<br />

The test results also proved conclusively that<br />

the further developed new WAXOYL<br />

formula is fully capable of everyhing thal is<br />

promised of it as an all-metal presjervative.<br />

'Tadpole' Molecules<br />

Most up-to-date Waxoyl Rust lnhibitor<br />

contains naturally charged clectrical<br />

properties: sets Waxoyl apart front rival<br />

svstems. Micro I nhibitor molccu['s rc'scntblc<br />

ridpoles. 'Tails'cut through dirt, grcase, oil<br />

with magnetic spced. ('hase our air dtoisturc<br />

rust from melal pores nevcr to relurn.<br />

'Heads' lor:k-in, scal-off surlaccs wilh water<br />

repellent skin. Amazingly high rcnae ity octt<br />

on damp surlaces. Never eraeks, or pcel\ ol'l'<br />

as do chemically active typcs which, as you<br />

may have seen, olten oxidise and<br />

[.asr & l'un -l'o l)o<br />

\o rtccrl lo crirrrl rrrrrlcr eitt (ur<br />

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29


.aL<br />

Ii{GF<br />

I<br />

f<br />

{<br />

$/<br />

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Our stunning Aston Marlin DB6 Mk ll Volante will not be with us for much longer. This is the third and final part of our free<br />

competition so soon we will be ploughing through the mounds of answers from hopeful readers. Once a winner has been<br />

established - the ludges, by the way, are Lord Montagu of Beaulieu, Victor Gauntlett of Aston Martin, who previously<br />

owned the car, and Matthew Carter, editor of Cmsstc eruo Sponrscnn - he or she will be invited to the Aston Martin factory<br />

at Newport Pagnellto take delivery ol EGC 49H. Someone, somewhere is about to have a dream come true.<br />

Part 3, and the final eight questions in our '!fin an Aston' competition. Vhile<br />

those in the first issue were from the sixties and seventies and those in the second<br />

centred on Aston Martins, the third selection are largely based on the fifties. As<br />

before, some questions will appear easy, some difficult . . . but remember those<br />

you find easy someone else will find impossible, and vice versa. Anyone who does<br />

manage to score 100 per cent will truly be a motoring mastermind. rVe confidently<br />

expect no-one to do that!<br />

Now that you have the complete quiz to hand, enter your answers on the form<br />

printed in the October issue, not forgetting to clip the coupons that appeared on<br />

page 5 of both this and the November issue to the entry form. Having ringed all the<br />

Question l7<br />

1: ThiscarisanMG:<br />

a) TA<br />

b) TC<br />

c) TD<br />

d) TF<br />

3: Howmanywerebuilt?<br />

a) N, early 20,000<br />

b) N, early 30,000<br />

c) N, early 40,000<br />

d)N early 50,000<br />

- t)r'Jtk*":+!:' - -r:Att<br />

answers on the form, complete the tie-breaker slogan The Aston Martin DB6<br />

Volante is thc epitome of the classic sportscar because. . . in not more than 25 words,<br />

and post it to us at CLlsstc AND SpoRTscAR, Aston Martin Competition, 38-42<br />

Hampton Road, Teddington, Middlesex TWI I OJE.<br />

Finally, remember that the closing date for your entries is first post \Vednesday,<br />

<strong>December</strong> 15, <strong>1982</strong>.<br />

The separate competition for overseas readers - to win a leather-bound set of<br />

Racing with the Daoid Braan Aston Martinr autographed by author Chris Nixon -<br />

closes on Friday, <strong>December</strong> 31, <strong>1982</strong>.<br />

Good luck!<br />

Question 18<br />

2: Its engine capacitywas: l: This car is a Triumph. Is it a . . .<br />

a) l000cc<br />

a) Renown<br />

b) l250cc<br />

b) Mayflower<br />

c) l500cc<br />

c) Gloria<br />

d) l750cc<br />

d) 18oo<br />

3: The autocractic boss of Standard<br />

4: MGwasfoundedby<br />

Triumph at its inception was:<br />

a) Cecil Kimber<br />

a) SirJohnBlack<br />

b) VilliamMorris<br />

b) Sir Rowland Smith<br />

c) Goldie Gardner<br />

c) Sir Villiam Lyons<br />

d) JohnThornley d) SirMarkWheeler<br />

2: A drophead model was made by:<br />

a) Mulliner<br />

b) Radford<br />

c) Carbodies<br />

d) Crayford<br />

4: Leylandtookover<br />

Standard Triumph in:<br />

a) 1959<br />

b) 196l<br />

c) 1963<br />

d) le6s<br />

Cr.assrc aNo Sponlscan, Decrl{.Br:n <strong>1982</strong>


Question 19<br />

Question 22<br />

l: ThisisanAC:<br />

a) Ace<br />

b) Aceca<br />

c) Cobra<br />

d) Greyhound<br />

3: The engine in this car was manufactured<br />

by:<br />

a) Bristol<br />

b) Ford of Britain<br />

c) Ford of America<br />

d) Chrysler<br />

Question 20<br />

2: AC stands for Auto Cars:<br />

a) True<br />

b) False<br />

4: ACs were built at:<br />

a) Tolworth<br />

b) Thames Ditton<br />

c) Surbiton<br />

d) Teddington<br />

5: Since WWII, AC have also made:<br />

a) Invalidcarriages<br />

b) Military vehicles<br />

c) Motorcycle sidecars<br />

d) Light commercials<br />

l: This Mercedes-Benz is being<br />

raced in the British Grand Prix. The<br />

driver is:<br />

a) Juan Manuel Fangio<br />

b) StirlingMoss<br />

c) Karl Kling<br />

d) Hermann Lang<br />

3: Theyearis:<br />

a) 1950<br />

b) le52<br />

c) 1954<br />

d) 1956<br />

Question23<br />

€F.,m,:h<br />

2: The circuit is:<br />

a) Aintree<br />

b) Goodwood<br />

c) Brands Hatch<br />

d) Silverstone<br />

4: The car'sfulltitle was:<br />

a) 300SL<br />

b) 3ooslR<br />

c) Cl-lll<br />

d) '{n96<br />

.q<br />

I$<br />

1: This car bears a famous French<br />

name. It is:<br />

a) Hotchkiss<br />

b) DeDion<br />

c) Delahaye<br />

d) Panhard<br />

3: Itfeatured:<br />

a) Frontengine, rearwheel drive<br />

b) Rearengine, rearwheel drive<br />

c) Front engine, front wheel drive<br />

d) Transverse engine, front wheel drive<br />

Question 2l<br />

2: Itwaspoweredby:<br />

a) An in-line four<br />

b) AV4<br />

c) A transverse in-line four<br />

d) Aflatfour<br />

4: It also bore the name of a French<br />

inventor:<br />

a) True<br />

b) False<br />

T<br />

l: ThiscarisaLancia. . .<br />

a) Appia<br />

b) Aurelia<br />

c) Flavia<br />

d) Flaminia<br />

I<br />

3: Its model name refers to a famous<br />

Italian coastal road<br />

a) True<br />

b) False<br />

Question24<br />

2: Itspowerunitisa:<br />

a) Straightsix<br />

b) v6<br />

c) Straight four<br />

d) v4<br />

4: The principal Lancia factory is<br />

situated in:<br />

a) Turin<br />

b) Milan<br />

c) Arese<br />

d) Modena<br />

.,]:.<br />

sA*t$<br />

it<br />

IF<br />

l: This car is the prototype Morris<br />

Minor. It was known as:<br />

a) TheWasp<br />

b) The Mosquito<br />

c) TheGnat<br />

d) The Mafor<br />

3: Morrismade the millionth<br />

Minorin:<br />

a)<br />

b)<br />

c)<br />

d)<br />

1955<br />

1960<br />

1965<br />

1970<br />

2: The first production Minors were<br />

powered by engines of:<br />

a) 803cc<br />

b) 9l8cc<br />

c) 948cc<br />

d) l098cc<br />

4: A number of Minors were made to<br />

celebrate the millionth made. They<br />

were allpaintedwhite.<br />

a) True<br />

b) False<br />

l: Thiscarisa:<br />

a) Marauder<br />

b) Swallow Doretti<br />

c) Paramount<br />

d) Jowett<br />

3: The car's designer was later involved<br />

in the development of the:<br />

a) Rover2000<br />

b) MGB<br />

c) Clan Crusader<br />

d) Ford GT40<br />

2: The following number were built:<br />

a) One<br />

b) Three<br />

c) 17<br />

d) 88<br />

4: Its engine was:<br />

a) Sidevalve<br />

b) Pushrod OHV<br />

c) Inletoverexhaust<br />

d) Singleoverheadcam<br />

Cr-lssrclNoSponr-sc,rn, Drcrussn <strong>1982</strong><br />

3t


avin Lumsde<br />

RILEY RM SPECIALIST<br />

11/z and 21/z RM's 1946-1955 alwavs<br />

ffi ;.:1t,"1: t," * ; ".?i liB? [:Li "<br />

x i:;,<br />

ing Brake.<br />

3,l,'" fi i;3 :"1i" i"J:s'<br />

VASTOUANTITY OF USED SPARES ALWAYS AVAILABLE. Spares purchased<br />

or part exchanged. COMPLETE RESTORATION WORK UNDERTAKEN,<br />

MECHANICAL ANd GENERAL REPAIRS.<br />

RESPRAYS - FE-ROOFING .<br />

-<br />

CAR TRANSPORTATION SERVICE .<br />

d<br />

33 CHURCH STREET<br />

SAFFRON WALDEN,<br />

ESSEX. Tel: (0799) 22330<br />

(Anytime)<br />

A Club for the preservation of all RM Rileys<br />

1946-55<br />

THE RILEY RM<br />

CLUB<br />

We offer a progressive<br />

Spares policy. technical<br />

advice, regional and<br />

National wcekencl rallies.<br />

tl information magazines a<br />

year. get you home scheme.<br />

monthly meetings.<br />

For mem bers hip detai ls :<br />

Derek Allntrt,6 L


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In the early fifties saloon car racing was a simple<br />

matter to follow. The cars were (more or less)<br />

showroom-standard. There was no advertising<br />

plastering them. There was no Group l, lt/2,2, or<br />

any combination you might care to mention,<br />

depending on which Championship you're<br />

contesting, as we see today. Entrants were divided<br />

simply by engine capacity - up to I lirre, I to 2-litres,<br />

2 to 3-litres, over 3-litres and so on.<br />

And there was only a few events that were of vital<br />

importance to a manufacturer whose products had<br />

any sort of sporting pretensions. The Monte Carlo<br />

Rally was one, the RAC Rally another. But on the<br />

track, there was really only one: the Daily Express<br />

Production Touring Car Race. It was important<br />

enough to appear in Bitish Mooietonews ar the local<br />

flea-pit, complete with pre-Murray \i7alker, mildly<br />

hysterical, commentary.<br />

It was invariably won by a Mk VII Jaguar, driven<br />

by such people as a young Stirling Moss (who won it<br />

in 1952 and 1953), Tony Rolt, Ian Appleyard al a/.<br />

Funher back, in the mid-field, there was ofren a<br />

ding-dong battle for the 2 to 3-litre class, and the main<br />

protagonists were Howard Grace, Lyndon Sims and<br />

A.P.O. Rogers in 2/:-htre Rileys and Gerry Dunham<br />

in a 3-litre Alvis, with an inrrusion by Reg Parnell,<br />

Ken Wharton and George Abecassis in Daimler<br />

Conquests in 1954. For those who remember the<br />

period, it was a golden era in British motoring.<br />

Both the Riley and the Alvis were effectively the<br />

first two genuine post-war models from either<br />

company, though there was rather more pre-war<br />

carry-over in the Riley than the Alvis.<br />

Riley Iirst, thenAlvis<br />

The Riley appeared firsr, in l TzJitre (RMA) form,<br />

in 1946, to be followed later in the year by its larger<br />

stablemate, the 2th-itre (RMB). The Alvis 3-litre<br />

(TA2l) followed in 1950, replacing the 2-litre, fourcylinderTAl4.<br />

The Rileys were a strange combination of the old<br />

and the new. As Riley was part of the Nuffield<br />

Organisation, the new cars might well have been<br />

badge-engineered Morrises (as was to happen later),<br />

but they were allowed to follow their own course<br />

wearing their blue diamond badges with pride.<br />

The maior carry-over was the four-cylinder<br />

engine. This featured traditional Riley practice, with<br />

twin camshafts mounted high in the block, operating<br />

the valves via strort pushrods and rockers. ln2443cc<br />

form (via a bore of 80mm and a stroke of l20mm) this<br />

big four gave 90bhp initially, but from 1949 onwards<br />

this was increased to a nicely even l00bhp.<br />

The chassis was a sturdy affair, with a<br />

straightforward, leaf-sprung rear axle. At the front,<br />

however, the cars broke new ground. There was<br />

independent front suspension, via wishbones and<br />

coil springs, inspired by the Citro6n Traction Aoant,<br />

and rack-and-pinion steering.<br />

Clothing the mechanicals was a body of timeless<br />

elegance - but ofdated construction. It consisted of<br />

steel panelling over an ash frame, a method of<br />

construction that very few post-war manufacturers<br />

followed. Topping it was a fabric-covered roof, a<br />

feature that was to be revived in popularity years later<br />

when'the Vinyl roof became all the rage.<br />

The heart ofthe new Alvis was also the engine, but<br />

in this case it was a 2993cc six, with conventional<br />

pushrod-operated valves driven by a single camshaft<br />

in the usual manner. In the TA2l it had a single Solex<br />

carburettor, giving 90bhp, bur with the introduction<br />

ofthe TC2l in 1953, this was increased to rhat nice,<br />

even lOObhp again, via rhe use of twin SUs, and a<br />

higher'compresion ratio. The TC2ll100, also called<br />

the'Grey Lady', appeared at the Earls Court Motor<br />

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Clnssrc nNo SponrscAR, DECEMBER <strong>1982</strong><br />

Touing Car Race, Siloerstone, 1953. Dunham's Alois<br />

Baulzd it outwithGrace'i Rilelt, z:ictory in class and second oonall going to the laner<br />

33


The Alois' s more conoentional pushrod OHV six<br />

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A simple, almost bland , facia in the Alz;is<br />

Show later the same year, complete with wire wheels,<br />

bonnet louvres, and little air scoops on the nose'<br />

The rest of the car was mechanically conventional<br />

too, with coil spring and wishbone front suspension,<br />

recirculating-ball steering, and a leaf-sprung live rear<br />

axle. The all-steel bodywork, with traditional Alvis<br />

radiator outline, was similar in general shape to the<br />

Riley, though with helmet-type wings and rounded<br />

tail it looked a little stubbier - but it was a shapely car<br />

nevertheless.<br />

The RMB Riley was in production from 1946<br />

(when 17 cars were made) to 1953, with a total<br />

production over those years of 8960 units. The<br />

TA2l, TC2l and TC2l/100 were made from l95l to<br />

1955, with a mere2O74 cars rolling off the line, the<br />

TC2l/100, ofcourse, only being available from 1953.<br />

Prices, minus the punitive purchase tax, in the year<br />

when production of the ZVz-litre and the Alvis<br />

overlapped, 1953, were f, 1055 and tl 285 '<br />

Both cars were built at a time when the British<br />

motor industry was renowned world-wide for that<br />

(apparently now elusive) feature' quality. From their<br />

upright, and instantly recognisable, grilles, through<br />

The Riley's claxic win camshaft hemi-head engine<br />

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The Riley's white dials look slightly fussl<br />

their flowing wings, via acres of leather and wood<br />

inside, they were aimed at the middle to upper market.<br />

They were status symbols for professional<br />

people, binkers, lawyers and so on. Through their<br />

competition efforts, laughable perhaps by presentday<br />

standards, they had a mildly sporting image too.<br />

The Alvis, because of the price difference, and low<br />

volume of production, was more up-market, though.<br />

To put it in current terms, the Riley might be termed<br />

the BMV 528i, the Alvis the Rover 35005.<br />

Alvis was the quicker<br />

On paper, the TC2l/100 was the quicker, with.a<br />

maximum speed of l00.lmph, scraping by the skin<br />

of its teeth into the magic 'tO0mph' class, while the<br />

Riley achieved 90.lmph. On acceleration, too, the<br />

Alvii could show a clean pair of heels to the Riley,<br />

with a 0-60mph time of l5.4sec to the latter's<br />

16.9sec. Fuel consumption for both was around the<br />

20mpg mark.<br />

T[re histories of the two cars we drove and<br />

photographed for this feature could make a story in<br />

ihemselves. The Alvis TC2l/100 has been owned<br />

from new, since 1955, by Joe Moore, the car costing<br />

him I I 830 lOs l0d. It is, in fact, only the second car he<br />

has ever owned, the other prior to the Alvis being a<br />

Lanchester 14. It has covered near enough 100,000<br />

miles and, if not in totally immaculate condition (it<br />

was done up a few years ago), is more than<br />

presentable and bears its age incredibly well. It was<br />

driven down from Stratford, where Mr Moore lives,<br />

by Rowland Simmons. His company, Red Triangle,<br />

is the Mecca o[ all enthusiasts of the marque since it<br />

was formed in 1968 with the full approval of Alvis<br />

themselves, and the company bought all of Alvis's<br />

stock of spares at the same time.<br />

Ray Moriarty's RMF, on the other hand, has-led<br />

an evlntful life. It had three previous owners before<br />

Ray bought it from the third, his brother, in 1979.<br />

Ray's brother had carried out an engine rebuild and<br />

was in the process offurther renovation - when a tree<br />

fell on it! Driver and passenger had to escape via the<br />

windscreen. Ray then took over the restoration to the<br />

extent that he is'now a keen enthusiast ofthe marque,<br />

and his car has won a number ofconcours trophies'<br />

In theory, the Alvis ought to be the more sporty of<br />

the two. In fact, as Kenneth Day points out in his<br />

treatise on the marque (Alais - the story of the red<br />

tiangle), 'The TA was intended to be very smooth<br />

and hexibte rather than to give the maximum in<br />

speed.' The TC2 l/ 100 went some way towards giving<br />

Alvis a competition orientated image, but somehowthe<br />

name Grey Lady', with its connotations of<br />

elegance, unruffled behaviour, discretion and uppercrust<br />

quality, seems most apt. The Riley, on the<br />

other hand, seems to urge the driver on to greater<br />

speeds. - Inside they both feature beautiful wooden facias,<br />

the Alvis's more simple and subtle, the Riley's more<br />

busy. Both have clearly readable instruments set in<br />

the-middle of their respecdve expanses of wood'<br />

Speedometers predominate - neither has a<br />

tachometer, rather surprisingly. You look out, again<br />

on both, along a lovely stretch ofbonnet, the edges ol<br />

the radiatorsitearly defined, and with the rounded<br />

wings either side disappearing back gracefully from<br />

view at about leg tevel. Vision out of the rear is<br />

restricted to say the least, with miniscule rear<br />

windows, though the rear view mirrors show<br />

enough.<br />

SPECIFICATION RileyRMF<br />

/100<br />

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Borelstroke<br />

Capaclty<br />

Valves<br />

Comprec*lon<br />

Carburstlorg<br />

Power<br />

Trangmlselon<br />

Brakee<br />

Suspenelon F.<br />

SuspenelonB.<br />

DIMENSIONS<br />

ln-lin6 four<br />

ln-line six<br />

80.5mmx <strong>12</strong>0mm 84mmx90mm<br />

2443cc<br />

2993cc<br />

Twin high-mounted camshafts,<br />

short pushrods,<br />

Pushrod OHV<br />

rockers<br />

6.8:1<br />

Twin SU H4s<br />

100bhpat4500rpm<br />

Foursp6€d manual<br />

Drums/drums<br />

lnd. bywishbones and<br />

torsion bars<br />

Live axle, semi-elliptic<br />

Length<br />

15ft6in<br />

1sft2in<br />

wldrh<br />

sft3%in<br />

4ft 11in<br />

SttOin<br />

Sfi21/zin<br />

Wheelbase<br />

Kerbwelght<br />

9ft 1 1in<br />

29Yzcwl<br />

9t131/zin<br />

30s/acwt<br />

Tyres 600-1 6<br />

600-15<br />

PERFORiTANCE<br />

):<br />

Maxepeed<br />

0{0mph<br />

30-50mph intop<br />

Overall luel cons.<br />

Years built<br />

Numbers built<br />

Prlcewhcn new<br />

90.1mph<br />

16.85sec<br />

1'l .85sec<br />

[1055 (1 953)<br />

SU H4s<br />

4000rpm<br />

manual<br />

lnd.<br />

and<br />

springs<br />

axle, semi-etliptic<br />

springs<br />

R6circulaling ball<br />

10O.1mph<br />

15.4sec<br />

9.2sec<br />

20.6mpg<br />

1 953/1 955<br />

2074<br />

0<strong>12</strong>8s (1 953)<br />

34<br />

Classlc nNo SPonrscr.n. DBcgitsnn <strong>1982</strong>


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Twonamesfromthe past, the Riley RMF and lois TC2 I I I 00 - or Grey Lady -<br />

Similarities occur in the driving positions as well.<br />

You sit high, on upright seats, faced with large<br />

steering wheels quite close to your chest - it's more<br />

thirites than sixties. The front seats on the Alvis are<br />

more like half a bench set, those of the Riley closer to<br />

true buckets: thus there is a little more side support<br />

in the Riley, which helps in cornering. To modern<br />

eyes, it is surprising how small they look inside,<br />

particularly their narrowness which leads to a<br />

lack of elbow room. Yet I can remember regarding<br />

them as big cars when I was young - it must be that<br />

I'm more used to full-width bodywork. It must be<br />

said, though, that they are full four-seaters, and both<br />

Ray and Rowland commented on the amount of rear<br />

seat room and comfort, which draws praise from<br />

passengers on long trips.<br />

Driving the Alvis, it soon becomes clear that<br />

refinement and smoothness was high on the list of<br />

design priorities. The engine is inaudible at idle, and<br />

never rises above a muted hum. It is also free of any<br />

vibration or harshness, so that progress is respectable<br />

and flowing. The engine is very torquey, and you<br />

find yourself changing into top at relatively low<br />

speeds, gathering speed gradually but steadily, with<br />

barely a murmur from the engine, the only noise<br />

intrusion coming from some gear whine.<br />

The gear change, by today's standards, is slow (it's<br />

Clrsstc rno Sponrscrn. Dur:rnaen <strong>1982</strong><br />

a case of'pause-2-3' between changes), but on the<br />

other hand there is no sloppiness, rubberiness or<br />

vagueness. There is a well-defined gate, the action is<br />

light, the movements definite, like well-oiled<br />

machinery rather than rubber-bushed gear stirrers.<br />

The clutch took up quite close to the end ofits travel,<br />

while the brake pedal had rather a long, spongy<br />

movement, but they and the accelerator work<br />

progressively (it is in the foot controls that the Alvis,<br />

more than the Riley, shows its age - but then this is<br />

the sort of thing that the owner gets used to, and<br />

doesn't notice, over a period oftime).<br />

Eearry and ponderous steering<br />

lifhere the Alvis scores heavily is in its ride. It is<br />

nicely resilient, taking potholes without a quiver<br />

even though you can hear the distant thump from<br />

the suspension as you go over them. In this sense, it is<br />

surprisingly modern. On the other hand, the steering<br />

is heavy and ponderous at low speeds, and the car<br />

corners on its cross-plies in a rather soggy<br />

understeering way. Though there is no lost<br />

movement in the steering, it is vague too, so that<br />

driving a straight course requires quite a bit of wheel<br />

movement.<br />

From the moment you start the Riley, on the other<br />

hand, you know the car is raring to go. The engine<br />

at rest duing our bach to bach test . sahons with a touch oJ'class<br />

has a distinctly more rorty sound, especially when on<br />

full throttle, with a throaty roar that is pleasant.<br />

The gearchange on the Riley is marginally quicker<br />

than that ofthe Alvis. It, too, has a distinct change, is<br />

light and positive, with a definite gate and the same<br />

lack offree play as the Alvis's. The foot controls on<br />

the fuley are also more progressive and are more<br />

equally weighted, with similar travels.<br />

Vhen it comes to the ride, the Riley takes second<br />

place to the Alvis: it isn't harsh or stiff, but there is<br />

quite a lot of iiggle and you know the suspension's<br />

working away beneath you. But then it makes up for<br />

it with its roadholding and handling: the steering is<br />

lighter and more direct (though still ponderous by<br />

present standards), and there is much less understeer<br />

and roll. You can, in fact, corner the Riley<br />

surprisingly quickly, and the faster you go the more<br />

neutral it seems to be. Taken in coniunction with the<br />

better gearchange, and an engine that cries out to be<br />

used to the full, the Riley thus becomes the car that<br />

would appeal more to the enthusiast.<br />

Two cars, then, of a similar age, specification,<br />

image, and - roughly - performance. But above all,<br />

two cars with one very strong similarity: character.<br />

Different personalities, maybe, but quite definite<br />

character. Ponder on that as you drive your<br />

anonymoustinbox. \1---'<br />

35


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Burton-on-Trent, Sta.ffordshire. DEl3 9HR Tel: O28 381 3939 Telex: 343-17 IH.W. Motors Limited, New Zcaland Avenue, Walton-on-Thames, Surrcy,<br />

KT<strong>12</strong> IAT Tel:09)22 zo4o4.abxJeys (Bromley) ttd., l0l Bromley (irnrnxrn, Bromley, Kent. BR2 9Rw. Tel; Ol -464 338fl. Ol-464 7722 (Parts) lblex:<br />

A95949.l[arshall (Cambridge) Limited,Cherry Hinton Road, Cambridge, CBI 4AX. Tel: 0223 4921l. lVictor Wilrcn Limited, 7tl-82 Haymarkct Terract<br />

Edinburgh,EH<strong>12</strong> 5LQ. Tel:031 337 8518.


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Avisionary waybefore his time was a little-known Germanr, Hansfulius Keitel-but his views on<br />

lightness and streamlining are valid today. Jerry Sloniger reports<br />

Hans Julius Keitel? The car building history of this<br />

engineer from south-west Germany offers clear proof<br />

of a phrase we toss off all too lightly: there is really<br />

nothing new under the automotive sun.<br />

At best, Keitel might be remembered among<br />

engineers as the distinguised head of Dornier<br />

powerplant design from late 1924 to the end of the<br />

Second Vorld War. Even Dornier historians,<br />

however, seem hardly aware that this same quiet man<br />

was a proper revolutionary among car designers<br />

before, and perhaps even during, his Dornier days.<br />

Like many visionaries, Keitel ran too far ahead of<br />

the pack, advocating light, frameless cars to make<br />

best use of small engines by reducing both wind azd<br />

rolling resistance, immediately after the Great rVar.<br />

Focused on his own revolution he settled for<br />

ineffective engines, even calling them a virtue. But<br />

the basis for public acceptance was performance,<br />

even then.<br />

This doesn't necessarily mean his direction was<br />

wrong, nor that a proper graduate engineer in<br />

Germany would lack some backing. His theories<br />

were covered by car publications of the era and more<br />

than one Keitel idea was both built and driven. But<br />

his name never appeared on an automobile factory.<br />

Yet Hans Keitel combined some of the best<br />

precepts of a Rumpler or Grade, who did manage<br />

some sort of 'production', and of Deuschle or Jaray<br />

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and low resistance were vital, adding that these reduced<br />

tyre wear and lowered construction costs.<br />

The basis for these comparisons was a Keitel with<br />

frontal area (F) of t4sq ft which would give him a C6<br />

value of 0.16, in accordance with Jaray's formula.<br />

Against this he matched a conventional car of I 545lbs<br />

and F of l8.3sq ft which gave it a C6 of0.33, and a<br />

Jaray-type streamliner, also weighing l545lbs but<br />

offering the ideal C,1 of0.<strong>12</strong>. Run up the gradient at a<br />

steady 28mph in-top, the normal car required<br />

l5.2hp, the streamliner 13.7, but the Keitel only<br />

needed I lhp at l880rpm.<br />

Jaray replied in der Motontsagen only ten days later,<br />

suggesting he had a pre-publication copy of Keitel's<br />

article, and pointed out his formula was tricky to<br />

apply to average speed tests and besides, cars which<br />

go uphill come down again and weight helps there.<br />

Jaray also huffed that Keitel's shape couldn't have<br />

a C,1 value any better than 0.26 to 0.30 in light of<br />

Jarfr's experience. Drag could only be properly<br />

reduced with wheels inside the bodywork and<br />

springs enclosed. 'When that was done they could<br />

discuss real-world weights.<br />

Ve cannot tell today if scoffing from such an<br />

authority ended support for the 32-year-old Keitel,<br />

or whether his emphasis on lightness and<br />

slipperiness over a minimum of performance<br />

doomed the proiect anyway. ltr(e do know his original<br />

backer, a gentleman named Hagelauer, paid for<br />

construction of the prototypes in 0.8/l.0mm, deepdrawn<br />

steel with wheel forces fed to the axle by arms<br />

to relieve the shell. This was built by a master<br />

tinsmith named Heinkel, in the village of<br />

Grundbach,/Remstal.<br />

The open three-seater with cooling slits in its<br />

airship nose, flowed-in lights but rather protruding<br />

wings, was certainly used on the road and a closed<br />

version, or at least a top section, was built as well.<br />

Neither car survived, nor did the name of their<br />

designer in automotive history although some recall<br />

that the young Dornier engineer drove a "black,<br />

cigar-shaped vehicle" around Friedrichshafen in the<br />

late twenties.<br />

However, the man and his car are certainly worth<br />

remembering when discussing the "modern" art of<br />

streamlining. \1-.-.7<br />

The Keitel semi-rnonocoque usith streamlined body. Hagelauer, Keitel's<br />

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Cmsstc,rNo SponrscAR, DEcEMBER <strong>1982</strong>


7F<br />

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The record-breaker as ir was in 1921 . J oyce is behind the wheel while mechanic Malhin stands in front of it<br />

o o<br />

Almost exactly 60 years agolohnloyce became the first man<br />

to cover 100 miles in an hour in a light car.Iohn Mclellan tells how<br />

It's been quite a year for 60th anniversaries, with<br />

Bentley drivers celebrating that Team Award in the<br />

Isle of Man TT, Austin Sevens scuttling down to<br />

Longbridge to mark their debut and even the BBC<br />

recalling six decades of steam radio this autumn.<br />

Another anniversary worth recalling is John Joyce's<br />

feat of covering more than 100 miles an hour in a<br />

l500cc AC light car. He did it at Brooklands on the<br />

last Friday in November 1922.<br />

The thing was done in true Boys' Own Paper cliff'<br />

hanging style. The AC marque, headed by S.F. Edge<br />

and based at Thames Ditton, not far from<br />

Brooklands, made full use of the track both as test<br />

facility and for breaking records. Joyce had driven<br />

the company's fastest car, a rather scientifically<br />

designed streamliner, over the measured mile at<br />

more than lOOmph in June 1921, but enough<br />

reliability to allow him to keep going for a whole hour<br />

at the same pace was not easily found.<br />

Throughout 1922Edge, his designer John rWeller<br />

and Joyce struggled against setbacks which would<br />

have stopped lesser men. Although the four-cylinder<br />

overhead camshaft engine was of advanced design,<br />

the crankshaft had only two main bearings and that<br />

summer Joyce twice had crankshafts fail at over<br />

IOOmph on the track.<br />

The tyres were too primitive and held to the wheel<br />

rims with security bolts. "A burst tyre," recalled<br />

Joyce, "meant that it left the wheel at all points except<br />

by the rim. The result was usually that the tyre formed<br />

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itselfinto a figure ofeight and pounded the track with<br />

such violence that it was only by a superhuman effort<br />

that the steering was not taken out of the driver's<br />

hands with his inevitable disappearance over the top<br />

ofthe banking. "<br />

Timewasrunningout<br />

In October enough stamina was found to permit a<br />

complete Brooklands lap to be run at over l30mph.<br />

But time was running out, for the track was due to<br />

close for the winter at the end of November for<br />

much-needed repairs to the concrete ... and there<br />

were rumours of strong opposition in 1923.<br />

Seven times Joyce went out for an attempt on the<br />

hour record and was thwarted by mechanical failures<br />

or burst tyres. During the last week of November<br />

another engine was frenziedly built up and by the<br />

II<br />

The nanow rear end - note the extent of dilling for lightness !<br />

Friday morning all was ready. Last minute testing<br />

occupied the morning and then on the afternoon of a<br />

fairly cool and windless day, Joyce went out for his<br />

last-ditch, do or die effort.<br />

Everything went perfectly. Joyce covered l0l<br />

miles and 696 yards in the 6() minutes to average<br />

l0l.39mph and assured both AC and himself of a<br />

permanent niche in motoring history.<br />

The car was originally commissioned by Harry<br />

Hawker, the aviator and racing driver, who wanted a<br />

proiectile as slender as an aircraft fuselage and<br />

carefully streamlined. John Weller responded by<br />

building a narrow chassis in which only the ends of<br />

slender axles protruded from the body shell.<br />

Although the rear axle was narrower than the front to<br />

give the thing a pronounced crab-track, the wheels<br />

were inclined to be wayward and quite apart from its<br />

tendency to bang the long tail on the concrete as it shot<br />

down the banking onto the straights at Brooklands,<br />

the racer was erratic in its course. Joyce was a brave<br />

man indeed.<br />

The AC people had let it be known they were<br />

building a l500cc high quality overhead camshaft<br />

six-cylinder engine as long ago as l9 l9 and the record<br />

breaker's unit was closely relat.ed to that one. In the<br />

race against time to find enough power and reliability<br />

to last the hour, it was much modilied and in its final<br />

l6-valve, 55bhp form it could hold 4500 to 5000rpm<br />

for long periods, aremarkableachievement for 1922.<br />

During l92t Veller had built a similar series of<br />

cars for the 200 Miles race, held at Motor Show time<br />

in October and this engine found its way into one of<br />

these chassis in due course. Joyce raced and sprinted<br />

with it until about 1925, lightening and developing<br />

the outfit until it gave some 77bhp and weighed no<br />

more than gcwt 7lb. Vhen the worsening fortunes of<br />

the Edge management at AC led to abandoning the<br />

racing programme, the car went into store and later<br />

was sold to Eked at Blackpool, who raced it on sand<br />

until the mid-thirties. It crashed after a front axle<br />

failure, was rebuilt and never used again. It survived<br />

in store without substantial alteration and in recent<br />

years has been tended by Denis Jenkinson on behalf<br />

of Robby Hewitt.<br />

During a restoration strip Jenks found little<br />

wrong, but the l6-valve bronze head - not the cast<br />

iron one used for the hour record but one thought to<br />

have been used in the 200 Miles race - is excessively<br />

porous.<br />

And what of Joyce? He went on to found Pass and<br />

Joyce, a Portland Street motor emporium later<br />

absorbed by Henlys.<br />

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43


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Ferruccio Lamborghini set out to make the ultimate in<br />

road machinery. Mike Mccarthy enjoys one of his attempts<br />

No Lamborghini has ever won a race of any<br />

consequence. Yet the cars bearing the badge of the<br />

rampant bull have an image that places them firmly<br />

in the supercar class, alongside such famous<br />

marques with a racing heritage as Ferrari,<br />

Maserati, Porsche, Jaguar and Aston Martin.<br />

The cars are named after Caaaliere Ferruccio<br />

Lamborghini. He was born the son of a peasant<br />

farmer, with a natural mechanical aptitude. During<br />

the war he was imprisoned on the island of<br />

Rhodes, where he earned a reputation for being<br />

able to make recalcitrant machinery work, and to<br />

cobble up all sorts of things out of lunk.<br />

Surplus armoured cars<br />

After his demobilisation, the story goes, he was<br />

on his honeymoon when he came across some<br />

surplus armoured cars. At the time, there was a<br />

grave shonage of agricultural machinery in ltaly,<br />

and he had a brainwave. He would remove all the<br />

arnour plating and convert the armoured cars into<br />

tractors. He cut short his honeymoon, hocked<br />

himself to the eyeballs, and, using his mechanical<br />

know-how and peasant shrewdness, very soon had<br />

a growing tractor business. It wasn'I all that long<br />

before he was quite rich.<br />

So he branched out into the ventilation and<br />

central heating business, and became very rich!<br />

Naturally, he now drove expensive cars. But his<br />

interest in them was not just because he could<br />

afford them. In fact, soon after the war, he had<br />

opened a small tuning establishment for making<br />

Fiats go faster, and even entered a modified<br />

Topolino in the Mille Miglia, but unfortunately<br />

crashed. He was a true enthusiast.<br />

The history of the motor car is littered with<br />

myths: one of the classics, most often misquoted,<br />

concerned a President of General Motors who was<br />

reported as saying that "Vhat was good for<br />

General Motors was good for America". In fact, he<br />

said exactly the opposite. The myth about<br />

Ferruccio Lamborghini was that Enzo Ferrari kept<br />

him waiting for half an hour or so: this upset<br />

Lamborghini so much that he stormed off,<br />

determined to make 'a better Ferrari.'<br />

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The truth seems to be rather more prosaic. He<br />

simply wanted to make a car bearing his name. But<br />

the grain of truth to the myth is that he did own<br />

Ferraris, and other exotica, but didn't like - or<br />

wasn't prepared to accept - the fact that such cars<br />

need attention. Often, and expensively. He loved<br />

the performance and glamour, but couldn't accept<br />

the unreliability, the sheer finickiness, of keeping<br />

them on the road. He summed up his feelings<br />

exactly in a quote from the American magazine<br />

Road and Track: "ln the past I have bought some<br />

of the most famous gran turismo cars and in each<br />

of these magnificent machines I have found some<br />

faults. Too hot, or uncomfortable, or not<br />

sufficiently fast, or not perfectly finished. Now I<br />

want to make a GT car without faults. Not a<br />

technical bomb. Very normal, very conventional,<br />

but a perfect car." Such was the dream, at least.<br />

The competition in the early sixties, when he<br />

decided to become a car manufacturer in the GT<br />

field, was quite strong. At the top, of course, there<br />

was Ferrari. There was also Maserati, Jaguar (with<br />

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the E-type) and Aston Martin (with the DB series).<br />

Digressing for a moment, there are some<br />

remarkable parallels between the Newport Pagnell<br />

company and Lamborghini. Heading both were<br />

industrialists whose major products were tractors.<br />

Both car companies, therefore, were something of a<br />

sideline, an indulgence by their owners. Both made<br />

GT cars. Both made their own engines instead of<br />

plumping for the ubiquitous American V8. Both<br />

employed some of the great names in the motor<br />

engineering world. And, alas, both have had more<br />

than their share of financial ups and downs. Yet<br />

both survive.<br />

David Brown had W.O. Bentley to design his<br />

engine, and, for a dme, Eberan von Eberhorst as<br />

chassis engineer. Ferruccio Lamborghini was lucky<br />

when he set out to find the ri.ght people to design,<br />

develop and build his 'perfect car'. There had been<br />

a massive 'palace revolt' at Ferrari, and a number<br />

of Enzo's most talented people had walked out.<br />

Anewengine<br />

One such was Giotto Bizzarrint, who had been<br />

partially responsible for the classic 250GTO. He<br />

went freelance, and designed a lVz-litue Vl2 for the<br />

then-current Formula l. Lamborghini put him<br />

under contract to design a 3.5-litre Vl2, with twin<br />

overhead camshafts per bank - two up, as it were,<br />

on Ferrari's single ohc per bank engines.<br />

Lamborghini also gathered around him a<br />

talented set of youngsters. I'here was 24-year-old<br />

Giampaolo Dallara, who had spent time at Ferrari<br />

under Forghieri and at Maserati under Alfieri - his<br />

credentials were impeccable. He was backed up by<br />

Paolo Stanzini, a 25-year-old. A former racing<br />

mechanic, and another who was only 25, New<br />

Zealander Bob !flallace was in charge of road<br />

testing and development.<br />

The original unit was a 60 degree V<strong>12</strong>, of<br />

3497cc. It featured six twin-choke down-draught<br />

Webers feeding the cylinders between the<br />

camshafts rather than sited within the Vee. There<br />

was dry-sump lubrication, wild cam timing, and<br />

other details that meant the engine gave plenty of<br />

power (360bhp (DIN) at 8000rpm) but was much<br />

too racing-orientated for a tractable road machine.<br />

Nevertheless Lamborghini wanted a car to<br />

display at the Turin Show in late 1963. A chassis<br />

made from both square and rectangular tubes was<br />

hastily built. Many proprietErry components, such<br />

as a ZF gearbox and Salisbury differential were<br />

used. Suspension was by unequal length wishbones,<br />

coil springs and anti-roll bar at each end.<br />

Clothing all these mechanicals was a body styled<br />

by Franco Scaglione, who had been with Bertone<br />

until 1959. It was strictly a two-seater. And the<br />

shape was controversial.<br />

The nose featured a combined grille-cumbumper,<br />

and pop-up headlights. It had been built<br />

by a tiny Turin firm, Carrozzeria Sargiotto, and<br />

the finish was anything but brilliant. The initial<br />

impressions of both press and public alike was one<br />

of interest, tinged with scepticism.<br />

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Some of the early reports on the new<br />

Lamborghini company hinted at possible<br />

competition activities, but Ferruccio Lamborghini<br />

resisted this.<br />

After the euphoria of the show, Dallara set about<br />

'productionising' the engine and car. Horizontal<br />

carbs replaced the downdraught units, it reverted<br />

to wet-sump lubrication, timing was softened, all<br />

with increased benefits to flexibilty and<br />

tractability. Touring of Milan were brought in to<br />

clean up the shape, which they did by deleting<br />

assorted vents and chrome strips, and simplifying<br />

the nose, particularly replacing the pop-up<br />

headlights with oval Cibies, their 'pods' flowing<br />

smoothly back over the bonnet.<br />

A new factory at Sant'Agata<br />

Lamborghini had bought a site in 1962 between<br />

Bologna and Modena at a place called Sant' Agata.<br />

On this he constructed a 500,000 sq ft factory in<br />

which to make 500 cars per annum. In March 1964<br />

the definitive 350GT was shown at Geneva. But by<br />

the end of the year, the huge factory had produced a<br />

mere l3 cars.<br />

When journalists began to get their hands on the<br />

350GT superlatives flowed. Car magazine<br />

headlined their story 'This one will give Ferrari<br />

migraine!' Car and Drit;er reported that it would<br />

reach the tachometer red line in fifth, which meant<br />

a top speed of l56mph. They also recorded a<br />

0-60mph time of 6.4sec - and a fuel consumption<br />

in the l2-l4mpg bracket. Sports Car Graphic<br />

recorded a top speed, the average of a two-way<br />

run, at 'over l50mph', and Autocar clocked a<br />

genuine l58.2mph 'with speed still rising'. Things<br />

looked promising.<br />

Almost to a man those who drove and wrote<br />

about the car also commented on its refinement,<br />

smoothness, and lack of engine and wind noise. It<br />

was agreed that handling and roadholding matched<br />

the performance - young Bob \flallace had done his<br />

homework well.<br />

It is all the more interesting, therefore, to quote<br />

Bob's own words as recorded by Rob de la Rive<br />

Box and Richard Crump in their excellent book<br />

Lamborghini - the cars from Sant' Agata Bolognese.<br />

'Ve had a lack of experience in the specific fields<br />

we were in, all of us being very young at the time<br />

. . . the 350GT I regard personally as probably the<br />

best car we ever built as a whole . . . it was far<br />

ahead of any competitive car as far as performance<br />

and handling went .'. But a little later he<br />

comments: 'I must unfortunately blame a big<br />

percentage of the motoring press for not being as<br />

critical of us as they should have been, back then.'<br />

Just 67 350GTs were produced in 1965 - way off<br />

the 500 cars a year target for the Sant'Agata plant<br />

- but during that year the work began on turning<br />

the 350GT, in theory a three-seater but really only<br />

suitable for two, into a 2+2. Touring modilied the<br />

body in the wrong way - they incorporated<br />

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expensive, all-new panels but retained the general<br />

lines of the 350GT. The only instant recognition<br />

points of the 400GT compared to the 350GT was<br />

the use of four round Hella headlights replacing<br />

the oval Cibies. Look more closely and you'll see a<br />

slightly different boot lid and rear window, but<br />

you'll barely notice the slightly higher roof line.<br />

400GT? Yes - to go with the 'new' model was an<br />

increase in engine capacity, to 3929cc, via a 5mm<br />

larger bore. Power went up from 270bhp at<br />

6500rpm to 320bhp at the same speed.<br />

Independent tests of the 400GT are rare, but the<br />

extra horsepower seems to have been offset a little<br />

by added weight. Autocar recorded a 0-60mph time<br />

of 7.0sec, but no top speed: Paul Frdre managed a<br />

marginally better 6.6sec to 60mph, and estimated<br />

the top speed at a 'conservative guess of l55mph'.<br />

By the end of 1966, 49 350GTs had been built,<br />

23 'interim' models (350GTs with 400GT engines),<br />

and no fewer than 97 of the ,100GT itself. That<br />

year, however, had seen the appearance of the<br />

amazing mid-engined Miura, and the front-engined<br />

machines were eclipsed at a stroke. Nevertheless,<br />

147 400GTs (and the last four 350GTs) were<br />

produced ln 1967, the best-ever year for this<br />

model. It was phased out in 1968, its place taken<br />

by two new models, the Espada and the Islero, the<br />

latter the true successor to the 350GT/400GT<br />

models since it was basically a 400GT with a new<br />

set of rather sombre, simple body lines.<br />

The car we drove and photographed is a 1967<br />

400GT, courtesy of Langland Motor Co Ltd,<br />

Lexham Mews, London W8, and is for sale for<br />

CI1,000. It has had one owner, Kenneth Smith, for<br />

the last five years, and is in good-to-immaculate<br />

condition. It may now be immaculate, for at the<br />

time of testing there were a number of minor<br />

points to put right (it pulled to the left on gentle<br />

braking, for example).<br />

The first thing that has to be said is that it is an<br />

instant eye-turner. And the first question that<br />

passers-by ask isn't the usual 'Wot'll she do?' but<br />

'Wotisit?'. The only clue to its identification is the<br />

Lamborghini badge on the nose! Talk about hiding<br />

your light under a bushel . . .<br />

Look around the interior and you notice the<br />

alloy-spoked, wood-rimmed steering wheel, the<br />

large speedo and tacho in front of you, with<br />

beautifully clear white-on-black dials, and the<br />

multitude of gauges, warning lights and switches<br />

on the centre console.<br />

The worst feature of the car comes when you<br />

first try to drive it away. The clutch is not too<br />

heavy, but, frankly, the gearchange in the lower<br />

two gears is horrid, baulky and notchy. Matters<br />

improve when the 'box is warm, but the<br />

awkwardness never really disappears. In the upper<br />

three gears, though, the change is reasonably light<br />

and acceptable.<br />

Acclimatisation doesn't take very long, however,<br />

and after a while it stops being an irritant, iust<br />

something you're aware of and take into account.<br />

The performance really is outstanding. In traffic,<br />

the engine idles smoothly and quietly, murmuring<br />

away to itself under the bonnet. Give it a bit of<br />

throttle and it takes on a more purposeful note, in<br />

that fussy way that Vl2s do. It pulls cleanly but<br />

not very strongly at low revs. It is totally<br />

undramatic in traffic - apart from a propensity for<br />

the temperature gauge to rise, but then most cars<br />

over ten years old tend to do that - and you can<br />

waffle along at a steady 1000-l500rpm without<br />

snatch, jerkiness or hiccuping.<br />

But show it a bit of open road and quite a lot of<br />

throttle and it takes on a whole new character.<br />

From about 4000rpm on the note changes to a<br />

gorgeous, exhilarating howl that has driver and<br />

passenger alike grinning. The Lambo's Vl2 is like<br />

no other we've sat behind (or in front ol). It<br />

doesn't have the utter quietness of a Jaguar Vl2<br />

(what would those testers years ago have thought of<br />

the whispering smoothness of an XJS?) nor the<br />

crisp crackle of a Ferrari. It sounds quite<br />

distinctive, and quite beautiful.<br />

rVithout driving it at ten tenths, we found the<br />

handling coped more than adequately with the<br />

performance. The steering is light and direct, with<br />

no slop or lost motion, and - with independent rear<br />

suspension and a limited slip differential - it puts<br />

the power down remarkably well. For example,<br />

you could enter a slow corner on a trailing throttle,<br />

drop down into second, and then power out using a<br />

lot of throttle: the slight initial understeer changes<br />

into a nice, clean, controllable neutrality, and the<br />

next thing you know you're zooming off into<br />

middle distance at speeds that, apart from being<br />

probably illegal, are higher than you think.<br />

Apart from the tendency of the brakes to pull to<br />

one side, on hard stops they seem capable.<br />

All round visibility excellent<br />

One of the nice things about the 400GT is that it<br />

is very comfortable inside. There is no ltalian-ape<br />

driving position, all controls are well sited, and it<br />

accommodated 6ft plus of Editor and 5ft 8in (or so)<br />

of Editor at Large with ease. Visibility all round is<br />

excellent, and it doesn't feel like a big car, unlike,<br />

say, the XJS or Aston Martin of today. That<br />

feeling of well-being is matched by an excellent<br />

quality.<br />

All in all, the 400GT is an exciting, exhilarating<br />

car to drive, that does what it looks like it should<br />

do. Ferruccio Lamborghini set out to make a GT<br />

car 'without faults, a perfect car'. In this he may<br />

not have succeeded, but it took Jaguar some years<br />

to come up with the XJS, the sort of car he wanted.<br />

Truly, the 350GT and 400GT Lamborghinis<br />

were cars ahead of their time. The Miura and<br />

Countach may have over-shadowed them in sheer<br />

image, but it was these models that first made<br />

Lamborghini a marque of high desirability. In that<br />

alone, they deserve a niche in history. A<br />

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If your finances can't quite stretch to nurning a Plus Eight Morgan, then the Ford-powered 1600 4/4<br />

must surely be the next best thing. Peter Nunn discovers the secrets of motoring the Morgan way<br />

There can be no other car in the world quite like a<br />

Morgan. On one side it has the reputation for being<br />

the last 'proper' sports car in the truest sense of the<br />

term, and yet viewed dispassionately it's an archaic<br />

bone-shaker, an expensive anachronism that would<br />

amaze any self-respecting modern car maker.<br />

Paradoxically, it is these latter shortcomings that, to<br />

some extent, reinforce the marque's enduring<br />

popularity and cult appeal.<br />

Visually, it's all there. Combine the long, louvred<br />

bonnet, flowing wings, cut-down doors, sidescreens,<br />

tail-mounted spare, bonnet strap and aeroscreens<br />

(these last two items are, admitedly, optional extras)<br />

with a respectable turn of speed, notoriously hard<br />

ride and 'vintage' driving position, and you're<br />

beginning to get some idea of what the car's all about.<br />

Then there's the company's ancestry, which<br />

stretches back as far as 1910, competition heritage<br />

and sporting image to consider. The character and<br />

technical outline of the first four-wheeled Morgan<br />

(the prototype was created in 1935, with producrion<br />

cars following the nexr year) broadly matches that of<br />

the cars being built in penny numbers at the Malvern<br />

50<br />

factory in <strong>1982</strong>. This means that, in this nostalgiaconscious<br />

age of hideous glass-fibre Replicas, the<br />

Pickersleigh Road machines, while hardly<br />

innovative, certainly have time, not to mention<br />

tradition, on their side.<br />

Timelessformula<br />

The four-wheel Morgan story is a fairly simple one<br />

in that the basic formula hasn't changed at all within<br />

the last 40-odd years. There was one famous break<br />

with tradition between 1963/1966 when the factory<br />

introduced a closed coup€ model to the range ('the<br />

car that terrified 10,000 Morgan owners' as it was<br />

once described), but this theme was dropped<br />

discretely after only 26 cars had been built. Today,<br />

these coup6s are prized collectors'items. Rightly or<br />

wrongly, Morgan has never made any significant<br />

attempt to modernise its 'classic' sports car nor<br />

update its laborious method ofconstruction although<br />

with the recent demise of MG and Triumph's TR<br />

series (with, of course, Austin Healey and other<br />

revered names) in mind the factory's reluctance to<br />

change is, perhaps, understandable.<br />

The story behind the many four-wheel Morgans<br />

manufactured since 1936, though, does become<br />

complicated when the talk turns to Plus Fours, Plus<br />

Eights, 4/4s (there are six separate types of this one<br />

alone), flat rads, curved rads, drophead coup6s, fourseaters<br />

and so on. Any Morgan enthusiast worth his<br />

salt should have the details of these engraven on his<br />

heart but if you're a Morgan novice, how best to pick<br />

your way through the maze, bearing in mind most<br />

Morgans look pretty much the same? Answer: take a<br />

quick look at the model table which appears on page<br />

53, and then read on.<br />

Vhen the idea of the'Profile'was hrst mooted, the<br />

subiect matter seemed simple. A piece on fourcylinder<br />

Morgans made since the Var. Much has<br />

been written in magazines and books concerning the<br />

hairy Plus Eight, the Rover V8-powered Moggie<br />

introduced in 1968, but little on the cheaper 4/4<br />

models. Despite its age-old under-skin configuration<br />

(engine apart), the Plus Eight really is a latter-day<br />

Super Car; traditional Morgan looks, rubberscorching<br />

performance and exhilarating open-air<br />

motoring, are just some of the Plus Eight's endearing<br />

Classrc,quoSponrsc,rn,Drcrumn <strong>1982</strong>


strong suits. But sadly, Plus Eights cost a lot of<br />

money to buy and run - for sure, OPEC is no great<br />

ally of this big-hearted road burner. A sensible<br />

compromise, then, is to run one of the smallerengined<br />

cars offered by the factory. But which one to<br />

choose?<br />

As a general rule, Morgans tend to be bought by<br />

two types of customer. The archetypal dyed-in-thewool<br />

enthusiast, who will insist on driving with the<br />

hood down in all weathers as a marter of principle -<br />

and the less committed individual who finds the<br />

powerful image the marque creates a strong<br />

attraction. A Morgan, don't forget, is the genuine<br />

article, often imitated, never quite equalled. It's<br />

instant thirties nostalgia available new in the<br />

seventies and eighties. The traditional enthusiast's<br />

car will be regularly exercised in competition; it may<br />

be a Plus Eight or perhaps a TR-engined Plus Four.<br />

In any event it willgo. A4l4 1600, the sublect ofthis<br />

'Profile', may not match the performance of these<br />

Morgan favourites but it's definitely no slouch. It<br />

possesses qualities which appeal to both the<br />

hardened enthusiast and Sunday driver.<br />

/Y4 1600 a practical choice<br />

From a practical point of view, the 414 1600<br />

(produced between 1968-<strong>1982</strong> after the Plus Four<br />

was dropped) must emerge as an appealing<br />

candidate. A Plus Four Super Sports is, for many<br />

Morgan drivers, rhe ultimate but many of those (in<br />

company with a large percentage of sixties Morgans)<br />

were destined for the United States. In fact Plus<br />

Fours in general seldom seem to change hands<br />

nowadays and when they do, the sums of money<br />

involved tend to be somewhat frightening. A<br />

seventies 414 1600, on rhe orher hand, is a far more<br />

realistic proposition. In the first instance, ir was<br />

produced in far greater numbers than any other<br />

Morgan, and that includes the Plus Eight; there<br />

should, therefore, be plenty around still in good<br />

condition (having had less time ro rot!). Secondly,<br />

the power train used was raken straighr from the<br />

Ford Conina so spares and servicing are no problem,<br />

even for the home d-i-y mechanic. Thirdly, it's<br />

economical; 30/35mpg or even more is easily within<br />

reach whereas the thirsty Plus Eight will struggle to<br />

better 20mpg. And lastly, it's cheap to insure -<br />

Group 5 in place of the Plus Eight's more worrying<br />

Group 7.<br />

A 4/4 has one further advantage, still. It's a<br />

Morgan. This may sound like an obvious remark but<br />

the fact that the car was hand-built over some 90 days<br />

in the factory where all Morgans have been built is<br />

significant. The lengthy gestation period has<br />

traditionally (that word again . . .) meant the waiting<br />

list for a new one is measured in years as opposed to<br />

months and this, in turn, has led to an abnormallyhigh<br />

resale price structure as demand is always so<br />

high. Thus 4l4s - or any Morgans come to that -<br />

don't depreciate nearly as fast as their rivals although<br />

whether the cars are holding their own or falling<br />

slightly with inflation, in real money terms, is open ro<br />

debate. \(hatever the true picture a 4/4 1600 must<br />

be, in reality, one ofthe world's cheapes, sports cars;<br />

it holds its value seemingly against all odds (almost<br />

indecently one might say) and is comparatively<br />

inexpensive to run and insure. Possibly your biggest<br />

headache will be Iinding one that suits your needs or<br />

maybe raising the necessary cash . .<br />

So far we haven't mentioned where the 414 1600<br />

Iits in the overall Morgan picture. The lirst 4/4 model<br />

of 1936 was also the first four-wheel Morgan to go<br />

into production, but with the introduction of the<br />

lusty Plus Four in I950 the 4/4 disappeared<br />

temporarily, only to be re-introduced five years later<br />

at the Earls Court Show as a down-market<br />

complementary model to the new 2-litre car. The<br />

production 4/4 ofthe late thirties used a four-cylinder<br />

Coventry-Climax engine of I l22cc capacity mated to<br />

a Meadows gearbox, although following hostilities a<br />

l267cc Standard unit and Moss 'box were<br />

substituted. From late '55 when the 4/4 reappeared<br />

on the scene, Morgan adopted, in succession, a<br />

number of Ford engine/transmission units to power<br />

rhe 414, culminating in the l599cc Ford 'Kent'<br />

pushrod engine in January 1968. Morgan still make a<br />

Ct..rsstt;lNn Spon rsr:an. Dq:r,ungn <strong>1982</strong><br />

From this angle, a4l4 loohsnear perfect, the archetypal thirties sports car. Its proportions and detailing are hard to fauh<br />

The traditional M organ winged badge, in 4 14 form<br />

r<br />

FA<br />

H<br />

IJ<br />

The tntsty FordCortinaGT enginepouers the4l4<br />

J ohnBolster smokes away in his 1974 road test4l4.I1is Autosport rep ort descibed the car as'strong and simple.'<br />

4i4, of course, using either Ford CVH (from the<br />

Escort XR3) or Fiat Mirafiori twin cam unirs and<br />

recent tests indicate that the replacement engines still<br />

provide this 46-year-old design with plenty ofzest.<br />

The outline of rhe 414 1600, however, follows the<br />

time-honoured Morgan pattern of manufacture. A<br />

separate, steel chassis (underslung at the rear) with<br />

characteristic Z-shaped side sections supports an ash<br />

frame and attractive steel body. Aluminium panels<br />

are used on some cars as an option although the<br />

radiator cowl - Morgan changed from a flat radiator<br />

to the current streamlined design, much to the<br />

w<br />

\$<br />

.{!*}<br />

I<br />

It I<br />

N '\><br />

il g<br />

disgust of contemporary enthusiasts, during 1954 -<br />

and front scuttle are always made from steel. The<br />

suspension (which generates perhaps more Morgan<br />

iokes than any other) consists of a primitive coil<br />

spring, sliding pillar and telescopic damper<br />

arrangement at the front with simple semi-elliptic<br />

springs and lever arm dampers at the rear.<br />

\Tishbones and antiroll bar? How dare you sir!<br />

Contrary to some other Morgan iokes, the 414 does<br />

actually go round corners by means of a Cam Gear<br />

worm and nut arrangement. But again, it's hardly the<br />

last word in refinement. Brakes are by discs ar the<br />

5t


si<br />

W<br />

MELVYN RUTTER<br />

Tho Morgan Garage,<br />

Llttle Halllngbury,<br />

Nr. Blshops Stortford,<br />

Herts CM22 7RA<br />

feLf)279725725<br />

We have moved to<br />

extensive premises, to<br />

offer sales, servicing,<br />

parts, restoration and<br />

engineering.<br />

{ Your enquiries are invited<br />

f Car parking space for at least 70<br />

Morgans<br />

* lntemational Mail Order<br />

* Parts despatched same day<br />

f Morgan cars and parts wanted<br />

Christmas ldeas<br />

Free catalogue ol Morgan parts and<br />

accessories available. Send SAE (UK)<br />

three international reply coupons, or $2<br />

bill to pay lor postage.<br />

Available Now<br />

Worldwide Morgan Service<br />

New reproduciion tri-pod 7" headlights.<br />

Flat glass with bulbs litted. Suit cars:<br />

Morgan, MG, Jaguar, Lotus, Healey,<br />

Rolls, Bentley etc. 829.75 each + VAT.<br />

Postage/packing UK t3.25; Overseas<br />

t8.75 pairs. Trade/Volume enquiries<br />

invited.<br />

ATLON WHITE & SON<br />

(GRANHELD) LTD<br />

"The Morgan People"<br />

FULL MORGAN SERVICE: SPARES- SALES_SERVICING<br />

-- COMPLETE REBUILDS-TRANSPORTER (To carry your<br />

Morgan to us orto your home if necessary)<br />

OV E R 30 YEARS OF M O RGAN E XPER I EN CE<br />

Phone Bedford 7502051or above, advice, oriust a Morgan chat<br />

LIMITEDEDITION :i:f,i,iIu',"?5iJl!T-lJ[",liUJ:J3l;t;?,)ll],',.'JJiii,y"",1'€^:,X*'<br />

SLJPERCARPRINTS l,lflt^ii+"*t;l;:,:",t3ii^,'LT,%lfl,y5ll:9*?i?L:^i3il,ff:":^"^:pyn<br />

SEAVICE NICHAFO OA(ES LlO CS ] 3 RUSSTLL GDNS MTWS, IONOON W1 4<br />

a<br />

TELtPHONI O1 603 3573<br />

T<br />

s<br />

,,THE GARAGE", HIGH STREET<br />

CRANFIELD, BEDFORD<br />

MIKE DUNCAN<br />

Midlands Morgan Agent<br />

@N<br />

92 WINDMILL HILL,<br />

HALESOWEN, BIRMINGHAM<br />

roDo<br />

TE L:<br />

CRADLEY HEATH (0384) 67675<br />

JAGUAR E TYPE ROADSTER,<br />

Yellow with black leather upholstery.<br />

C/VVA/V. Manual, radio/<br />

stereo. 44,000 miles recorded<br />

from new. Excellent condition.<br />

f7,950.<br />

1977 MORGAN PLUS 8. lvory with<br />

black leathery upholstery. Radio/<br />

stereo, 5 speed gearbox, 36,000<br />

miles. Excellent condition. f6,950.<br />

1980 MORGAN 414 2-seater.<br />

Ferrari red. Wire wheels. Stone<br />

leather upholstery, radio/stereo.<br />

Door handles. f7,300.<br />

1980 MORGAN PLUS 8. lvory with<br />

red leather upholstery. Aluminium<br />

body. Roll bar. Every conceivable<br />

extra. This car must be<br />

seen to be f ully appreciated, as it<br />

must be one of the f inest Plus 8s in<br />

the country. f9,650.<br />

1980 MORGAN 4/44-seater. Silver<br />

Fox. Elack leather upholstery.<br />

Wire wheels. Radio. Luggage<br />

rack. R/S. f7,500.<br />

1979 MORGAN 4/4 4-seater. Dark<br />

brown. Stone leather upholstery.<br />

Door handles. R/S. Stereo. Luggage<br />

rack. f6.850.<br />

1977 MOBGAN 4/44-seater. Royal<br />

ivory, black upholstery. Head<br />

rests. Wire wheels. Luggage rack.<br />

Radio/stereo. One owner from<br />

new. 45,000 miles. f5,950.<br />

1975 MORGAN 4/4 4-seater. Red.<br />

Black leather upholstery. R/S.<br />

Door handles. One owner from<br />

new. 46,000 miles. f4,850.<br />

1981 X Reg. MORGAN 4t4<br />

2-seater. Royal ivory, black upholstery.<br />

Wire wheels. 6,500 miles<br />

from new. f8,250.<br />

1965 MlNl MOKE. White Corbeau<br />

G.T. Racing seats. 19,000 miles<br />

from new. Aluminium wheels.<br />

f 1,850.<br />

1980 RANGE BOVER. Blue. Full<br />

option pack. Brown interior. R/S.<br />

Door handles. One owner. 26,000<br />

miles. f8,150.<br />

1978T1 Reg . MGB GT. Yellow with<br />

black vii nyl roof. R/S. One owners.<br />

Sunroof. 14,500 miles from new<br />

€3,950.<br />

1968 MORRIS 1000 2-door saloon.<br />

Blue with blue upholstery. 2<br />

owners. 42,000 miles. lmmaculate<br />

condition. f 1,650.<br />

restoraLionand qpares<br />

s'<br />

S$$ .<br />

-{<br />

q<br />

:'io,<br />

'{J<br />

2Kins Ed\&irdRodd<br />

Shenley, Herts.<br />

lhone Rdlet6342<br />

A TEN POINT PLAiI FOR ALL MORGAN ENTHUSIASTS<br />

1. RESPRAYS. Wings on or off, we<br />

spocialiss in sandblasting and rust<br />

prsvention.<br />

2. RETRIMS. Part orlull retrims in<br />

Connolly loath6r or leather-cloth.<br />

(Connolly stlll producs leathor tothe<br />

highest standard contrary to<br />

popular bellef).<br />

3. RECHROMING. Manychrome ltams<br />

,or sale, exchange oervice on<br />

.adiator grills & bumpers.<br />

4. SANDBLASTING. Wo can sandblast<br />

anything rrom your lront wings to<br />

the smallest nut & bolt.<br />

5. STOVE ENAttIELLING. ldeal tor Wire<br />

and Alloy whoels, koops them<br />

looking smart tor yoara to como, no<br />

mo.6 flaklno oaint!<br />

6. VITREOUS EItIAMELLING. Specially<br />

auited lor oxhaust manltolds,<br />

ldentical to the old JaguarXK 1 50<br />

manilolds that had that black gloss<br />

,lnish.<br />

7. STAINLESS STEEL EXHAUST<br />

SYSTEMS. As most other Morgan<br />

t<br />

r'-)<br />

Speciallsts do, we also supply<br />

stainloas 6xhaugts, guar8nleed foi<br />

lifo, FITTEO FREE!l!<br />

8. SERVICEDEPARTMENT. Routine<br />

sorvlcing carrled out at vory<br />

competitivo rates. Many servlce<br />

items available olltho shell iryou<br />

preferto do it yoursolf.<br />

9. CRASH REPAIRS & ACCIDENT<br />

DAMAGE. Anything trom a small<br />

bump, to a malot rebulld/<br />

restoration carried out quickly &<br />

effici€ntly.<br />

1 0. SPARE PARTS. Hundreds of spare<br />

part3lustfor Morgane. Handbooks,<br />

workehop manuals, woodwork,<br />

panslwork, stoering whools,<br />

chrom€work, trimpanels, carpets,<br />

windscreons, oxhausl systema,<br />

hosas, whosls, tyres, number<br />

plalos, postors, wing-piping, wlper<br />

arms & blades, etc. Many used and<br />

second hand parts available.<br />

ll€w calaloguo avsllablo. sond 3tempod<br />

eddrosrod onvolopo.<br />

52 Cr-nssrc,rNo SronrscAR. DECEMBER I 982


front with drums at the back; dual circuits came in<br />

during October l97I although you won't find a servo<br />

in standard trim. A Salisbury live axle appears at the<br />

rear.<br />

The early 4/4s adopted a similar transmission layout<br />

to the Plus Four in that engine and gearbox were<br />

separated by a stout tube. Not all 4/4s benefited from<br />

this arrangement, however, which prompted Morgan<br />

to specify a remote control slide-and-pull set-up to the<br />

gearchange mechanism. This enabled 'changes to be<br />

made in a more civilised fashion without the need to<br />

lean right forward to reach the lever. As far as the 4/4<br />

1600 is concerned the engine and four-speed gearbox<br />

are as one, with the gear lever positioned sufficiently<br />

far back to prevent the need for a transmission tube or<br />

push,/pull adaptation. The Ford engine should need<br />

no introduction. At the end of the sixties, though,<br />

Morgan were using both the 'ordinary' and GT<br />

versions of the newly-introduced Ford cross-flow<br />

engine in the 4/4 1600 and 414 1600 Competition<br />

models respectively. History records that the<br />

'ordinary' engine gave way to the GT unit during<br />

November '70 because enthusiasrs who chose the<br />

Competition model (after all, who wants an 'ordinary'<br />

Morgan?) were experiencing trouble with their<br />

insurance companies - it was the 'Competition' name<br />

that was worrying brokers. So Morgan decided to<br />

drop the less popular model of the two and the<br />

'Competition' part as well. Result: the 4/4 1600 with<br />

the GT engine soldiered on until the arrival ofthe new<br />

Ford and Fiat enginesat the start ofthis year.<br />

Cramped driving position<br />

4i4 1600s were produced in two basic styles - as a<br />

straightforward two-seater sports model or as a fourseater<br />

with a pat of extra seats overhanging the rear<br />

ax-le. From an aesthetic point of view, the four-seater<br />

is not the happiest of compromises. Entry via the<br />

back ofthe fronl seats (which slide forward) has to be<br />

experienced to be believed and once you're there,<br />

headroom is, shall we say, limited with the hood up.<br />

Luggage space is simply non-existent. Still, for the<br />

family man with two small children a 4/4 four-seater<br />

does makes sense.<br />

Out on the road.,a414 holds few surprises. It goes<br />

like it looks. Even before you move off, the cramped<br />

driving position (necessitating bent elbows for the<br />

steering wheel is, in true 'vintage' fashion, very close<br />

to your chest) becomes apparent. Then there's the<br />

long reach forward under the dash for the gear lever<br />

and fly-off handbrake. The view down the long<br />

bonnet is mightily impressive but, alas, the woolly<br />

steering, and terrible lock, soon begin to irritate.<br />

Drive a representative model and you'll find the<br />

Kent engine pulls well from virtually any point in the<br />

rev range; it really is an excellent unit with few vices.<br />

It could do with a few decibles of V8 burble, however!<br />

Gearchanges are generally clean, commendable and<br />

precrse.<br />

And so to the ride. On properly macadamed roads,<br />

it's not nearly as bad as popular opinion would have<br />

you believe. True, the feel is decidedly firm - thus<br />

causing the front wings to bob rhythmically up an<br />

down as the car goes along but surely this is part of<br />

the car's overall character? It's only when driving<br />

over less-than-smooth surfaces that the seat belts are<br />

needed to prevent you from being bounced straight<br />

out ofthe car. Once the steering technique has been<br />

mastered - and pushing the seats back doesn't help a<br />

great deal here - the 414 can be hurled about with<br />

some degree of confidence for its handling and<br />

roadholding are fun to exploit.<br />

On the race track, the Morgan four-wheeler has a<br />

fine competition record as befits such a sports<br />

orientated machine. Arguably the highlight of the<br />

marque's race career occurred back in 1962 when<br />

Chris Lawrence and fuchard Shepherd-Barron took<br />

their famous Plus Four, TOK 258, to an excellent<br />

class win at Le Mans, finishing l3th overall. On the<br />

4/4 front Chris Alford re-wrote some headlines<br />

during 1975 by winning all 15 rounds of the BRSCC<br />

Prodsports Championship in his remarkably<br />

standard 4/4, RA 444. Morgans are still ultracompetitive,<br />

though, witness the startling times put<br />

up by Charles Morgan's Plus Eight, the annual<br />

Moggie race at BDC Silverstone in August and the<br />

Ct.nssu: axu Sporls(:AR. DDCEMIIER <strong>1982</strong><br />

l!<br />

d<br />

ChisAlfordwalkedawaywiththe 1975 Prodsportchampionship,winningall l5 roundsinhis4l4 tuo-seater<br />

Two basic 4/4 models have been offered over the<br />

years - an open, two-seater tourer and a four-seater<br />

controversial result ofthis year's Snetterton 24 Hour<br />

Race. .<br />

How to sum up the pluses and minuses of a<br />

Morgan 4/4? One of the most widely-held norions is<br />

that the car could easily be improved technically<br />

without altering its character one iota. The<br />

traditionalists would undoubtedly complain long and<br />

hard and resist any changes, but really by now you<br />

would have thought the steering and suspension<br />

could be altered slightly to bring rhem into the<br />

eighties? A Morgan with slightly more forgiving<br />

steering would be a loy to behold . . . Vithout doubt,<br />

a 4/4 two-seater running on optional wire wheels,<br />

with the hood and sidescreens removed is a superb<br />

means of fun transport for a summer's day. It doesn't<br />

look as butch or as menacing as a Plus Eight but in<br />

our estimation, it really looks the part. Alternatively<br />

drive it on a cold winter's night with the hood up and<br />

it's a real claustrophobic misery. But isn't that what<br />

traditional sports cars, real sports cars, are all about?<br />

Productionhistory<br />

The four-wheel Morgan story starts with a prototype<br />

car in 1935, production beginning the following year<br />

and continuing, ofcourse, to this day. [p until 1954,<br />

the characteristic flat radiator was fitted but to the<br />

utter dismay, shock and horror of Morgan<br />

traditionalists, this gave way to the current curvedstyle<br />

grille during that year.<br />

wi}*-* *.****"**, r@ F<br />

with the same essential configuration. In his<br />

excellent book on the subject, The Four-tYheeled<br />

Morgan, Ken Hill records that one 4/4 drophead<br />

coup6 (with full-width doors) was constructed by<br />

Morgan to Series 2 specification but this is thought to<br />

be a unique car . The 414 I 600, introduced in January<br />

1968, succeeded four different 4/4 models, each one<br />

slightly more powerful than the last. ft was initially<br />

offered in two forms - as a two-seat tourer with<br />

'standard' l600cc Cortina engine fitted, or as a<br />

Competition version powered by the slightly more<br />

potent Cortina GT motor. The Competition boasted<br />

a twin choke carburettor, a wilder camshaft profi le, an<br />

uprated compression ratio and pushed out 96bhp<br />

as opposed to 74bhp. Unfortunately this 4/4<br />

derivative (which echoed similar Competition<br />

versions ofthe Series II and V) did not go down too<br />

well with insurance companies - the 'Competition'<br />

tag was the problem - so with the introduction of the<br />

new breed of Ford OHC engines, Morgan decided to<br />

drop the engine altogether. From November 1970,<br />

then, both types of 4/4 (two-seater and four-seater)<br />

were fitted with the GT engine that, incidentally,<br />

also found a home under the bonnet of the 197 0-197 5<br />

Escort Mexico and early versions of the Capri I 600.<br />

4/4 specification changes are few and far between<br />

but can be summarised as follows. The facia was<br />

brought in line with that of the Plus Eight in October<br />

lYhatif s allabout: manyhaaetiedtoco?y thefamolts Morganlinesaettheyeafibutfet)),if any,haae suceeeded<br />

ilodel Enginece Yearsproduced Productiontotal<br />

414 Series ll<br />

4/4 Series lll<br />

414 Series lV<br />

4/4 Series V<br />

4/4 1600<br />

1 1 72cc (Ford)<br />

997cc (Ford)<br />

1 340cc (Ford)<br />

1 498cc (Ford)<br />

1 599cc (Ford)<br />

Oct1955-Oct1960<br />

Sep1960-Oct1961<br />

Oct1961 -Feb19d5<br />

Jan 1963-Jan 1968<br />

Jan 1 968- Mar 1 982<br />

Plus 2088cc (Standard) Oct 1 950 - May 1 958<br />

Plus 4 1991cc (Triumph) Oct 1953 - May 1962t<br />

Plus4 2138cc(Triumph) Jun1962-Sep1969<br />

Plus 4 Super Sports<br />

Plus 4 Compelition<br />

1 991 cc, 2 1 38cc<br />

(Triumoh)<br />

Mar1961 -Jan1968<br />

Oct1965-Nov1966<br />

387<br />

59<br />

206<br />

639<br />

351 3<br />

Plus 4 Plus 2 1 38cc Oct1963-Dec1966 26<br />

* The l99lccenginecontinuedasanoption afterthis date. From Jan'82, the 4/4 became available<br />

with Ford CVH or Fiat twin cam powar units.<br />

101<br />

I<br />

#"<br />

893<br />

2237<br />

1 523<br />

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hrf<br />

5J


ffi) \eu/<br />

r.H. DOUGTASS<br />

(K.F. DOUGLASS)<br />

THEMORGAN SPECIALIST<br />

la SOUTH EALINGROAD, EALING, LONDON W5 4QT<br />

ENGLAND Tel:01-5670570<br />

Established 1929, dealing in one marque only - the Morgan<br />

ofcourse.<br />

For over fifty years we have served the Morgan owners of<br />

theVorld.<br />

Official Morgan Agents, Sales,<br />

Seroice€a Spare Parts<br />

nsrynn<br />

\Ve have the largest stock of genuine Morgan car parts in the \(/orld (Dept C)<br />

SPECIAT'SIS IN ALL<br />

TYPES OF RUBBER PRODUCTS<br />

WOODEN PARTS AND RESTORATIONS<br />

FOR HISTORIC AND CLASSIC VEHICLES<br />

rHE M0RGAN sPEcrALrsr<br />

OVEFALL CONCOUFS WINNER 1 982<br />

Thiscar. restorad by myselllor a customer, took<br />

lstin Class, lstby PublicChoice,<br />

1st OverallWlnn6r<br />

allhe Morgan Sports CarClub lnternational<br />

Concours at MOG 82.<br />

l, your Morgan needs resloring or just repairing<br />

cometo an enthusrast'<br />

,," "iT,liiiraa<br />

BLACK PHEY LTD<br />

PLUS 4 FOUR SEATEF COUPE<br />

A Morgan body frame built by mysell lrom a prle<br />

ol rotten pans. I now have patterns for ten diller<br />

ent models of N,lorgan and can supply to order<br />

complete trames. dashboards, or parts tor<br />

,rames, whatever your requirements. Wooden<br />

parls also manufaclured tor other vehicles.<br />

Raleagh Cottage, Tho Street, Takeley, Bishops Storttord, Herts. (0279) 870698<br />

THE LEADING<br />

MORGAN<br />

SPECIALISTS<br />

'<br />

*h-<br />

-ri{<br />

From vintage to classic, we can manufacture samples or<br />

small quantities of mouldings and most extrusions, we also<br />

provide a comprehensive service to industry.<br />

RACE BESULTS<br />

Allied Rubber Produas Morgan Plus 4 Driver: Mike Ridley<br />

JDC Silverstone<br />

1st in Class<br />

Lombard RAC Golden 50<br />

1st<br />

JDC Curborough<br />

1st<br />

AMOC Curborough<br />

1st<br />

AMOC Silverstone<br />

'lst<br />

HSCC Donnin gton<br />

Cheshire Cats 100 miles Oulton Park<br />

Mike Cooper Trophy Bace Mallory Park<br />

Donnington Production Sports & GT Race<br />

1st<br />

2nd<br />

2nd<br />

in Class<br />

in Class<br />

in Class<br />

in Class<br />

in Class<br />

in Class<br />

in Class<br />

4th in Class<br />

Outright Winner of Class A in Thoroughbred Sports Car Championship.<br />

Allied Rubber Produsts Morgan Plus 8<br />

1981 Willhire 24 hours 4th Overall, 1st Single Car.<br />

Winner of Commanders Cup<br />

Winner of British Telecom Trophy<br />

Linard 3 hours Brands Hatch<br />

3rd in Class<br />

<strong>1982</strong> Willhire 24 hours 3rd in Class<br />

70 SOHO ROAD, BIRMINGHAM 821 9SF Ielephone: O2t-554 6421'2<br />

RUBBER<br />

& Enginering23.?,f',s<br />

LrBRI llll0ruE<br />

Visit<br />

H E 3 E<br />

TAVELY HotJSE /N<br />

COONTRY- HAS A<br />

The nsrynn Specialists<br />

A wrcH<br />

A IVIORaAN<br />

RAC/A/G ENi//A€/A3/<br />

(<br />

0<br />

While others flatter, only to dcceive, we have thc proven record to back up<br />

our claim to fame. Our Morgan restorations set the standard by which others<br />

are judge,<br />

=rq<br />

.- l<br />

-.,\<br />

LEF<br />

EF{rz'nt'<br />

54 Cr.,rsstc RNo Sptxrsc,tR. DucrMgIR <strong>1982</strong>


't++<br />

t<br />

Shouldn't all Morgan dashboards look lihe this one?<br />

1969 in that the rev counter was moved to the right of<br />

the steering wheel and rocker switches appearei on a<br />

central oval panel. A collapsible steering column was<br />

fitted in November 1970, the month in which the<br />

'standard' crossflow engine was dropped. A<br />

mechanically-operated clutch was also speiified. By<br />

the next Motor Show the braking had dual circuitj,<br />

the facia more padding and the tail lights extended<br />

backwards instead of being flush-fitting. May ,73<br />

saw an improved fresh air heater introduced to the<br />

range, with new windscreen demisting vents<br />

following in November '74. An aluminium-body<br />

option was offered from early'77 and another facia<br />

update arrived in the middle oirhar ycar.<br />

Ford CVH and Fiat twin cam 4/4s became<br />

available from January <strong>1982</strong> which meanr rhar,<br />

officially, the pushrod Ford 1600 was superseded in<br />

<strong>December</strong> 1981. In reality, however, the final car left<br />

the Malvern works in March <strong>1982</strong>. A total of 3513 4t4<br />

1600 Morgans were produced by the factory between<br />

1969and <strong>1982</strong>.<br />

Federalised inteior of a late-model4l4 two-seater<br />

Rivalswhennew<br />

The Morgan 4/4 1600 doesn't really have a rival as far<br />

as tradition, looks and cult appeal are concerned.<br />

Perhaps lhe car which comes closest is Colin<br />

Chapman's stark Lotus Seven, manufacture of which<br />

was taken over by Caterham Cars in 1973. On the<br />

performance and handling fronts, the Lotus wins<br />

hands down bur the Morgan makes up for these<br />

dellciencies by being slightly (?) more pracrical and<br />

economical. A Morgan, any Morgan, will also be<br />

worth much more rhan a Seven which has a similar,<br />

though less fanatical, following in comparison to the<br />

Morgan.<br />

As far as prices are concerned (always a touchy<br />

subject when buying a Morgan), the two cars werL<br />

evenly matched when new; ar the close of '81 a<br />

Caterham Seven and 4/4 1600 two-seater were within<br />

a few hundred pounds of each other but there the<br />

similarity ends. The Lotus, exciting four-wheel<br />

motorbike though it may be, doesn't even begin to<br />

\r<br />

compete with the 4/4's five/eight-year waiting list,<br />

Sunday Inlmes buyer's premiums and all that thi two<br />

entail. This may or may nor be a good thing,<br />

depending on your viewpoint.<br />

The origins of the 4i4 lie as far back as rhe thirries.<br />

Panther tried unsuccessfully to emulate the magic<br />

Morgan formula with the ghastly Lima but iire<br />

proiect didn't quite come off. Run-of-the-mill sports<br />

rag tops (TR5, TR6 and TR7 rogerher with rhe<br />

MGB) ran the 4/4 quite close on a number of counts<br />

and provided dramatic wind-in-the-hair motoring<br />

for the masses - but could they match Morgant<br />

charisma? We think not. Civilised, up-marker openair<br />

competition, meanwhile, was provided by Alfa<br />

Romeo's- 1750 and 2000 Spiders and, to some degree,<br />

by the Lotus Elan Sprint and Jensen Healev.-The<br />

TVR Taimar convertible (although a full i-litre)<br />

might be yet another choice.<br />

Clubs, specialists and books<br />

Last year, the Morgan Sports Car Club - the<br />

extrovert organisation that caters for all four-wheel<br />

Morgans, celebrated its thirtieth birthday. Of all the<br />

one-make clubs in existence today, the MSCC must<br />

surely be one of the most light-hearted and informal.<br />

For evidence of this last sralement, just run down the<br />

list oflocal club branches (there are 27 ofthem in the<br />

UK and three overseas). We particularly like, for<br />

example, the official nicknames of the Barrow-in-<br />

Furness, Brighton, Bristol, London, Reading and<br />

South Coast centres; in order, they read FurMog,<br />

SmogMog, GrogMog and SogMog !<br />

The heart of the club's activiries revolves around<br />

the monthly magazine Miscellany which is always<br />

crammed full of centre news, race reports and<br />

tempting advertisements for Morgan maniacs. The<br />

Tlu 4/4' s hriage fallwt rhat of the Plus Fow, shutsnhueinxtso guixs, andbqond. Onthe left, a rare drophead eoupC; on<br />

SPECIFICATION 4/4Seriesil 4 4t41<br />

Engine<br />

Constructlon<br />

Main bearings<br />

Capaclty<br />

Bore x stroke<br />

Valves<br />

Compression<br />

Power<br />

Torque<br />

Transmisgion<br />

Topgear<br />

Final drive<br />

Brakes<br />

Suspansion F.<br />

Suspension R.<br />

Steering<br />

Body<br />

Tyres<br />

DIMENSIONS<br />

Length<br />

wrdrh<br />

Height<br />

Kerbweight<br />

PERFORMANCE<br />

Max speed<br />

0-60mph<br />

Standing % mile<br />

Fuel con.<br />

ln-line'four'<br />

Cast iron block and head<br />

Three<br />

1 1 72cc<br />

53.Smmx92.5mm<br />

Sidevalve<br />

7:1<br />

36bhpat4500rpm<br />

52lb.ftat2500rpm<br />

Three-speed manual<br />

17.0mph per 1000rpm<br />

Hypoid,4.4:1 ratio<br />

Drums, drums<br />

lnd. by coils, sliding pillars,<br />

telescopic dampers<br />

Live axle, semi-elliptics, lever arm<br />

Cam gear<br />

Steel body and chassis<br />

dampers<br />

5.00 - 16<br />

<strong>12</strong>ft<br />

4ft Bin<br />

4ftlin<br />

'13cwt<br />

{-<br />

7?,mph<br />

26sec<br />

23sec<br />

30132mpg<br />

1..,:.<br />

s:rift:<br />

\iil'<br />

Castiron block and head<br />

Four<br />

I 991cc<br />

83mmx92mm<br />

OHV (pushrod-operated)<br />

8.5:1<br />

90bhp at 4800rpm<br />

1 .1 7lb.ft at 3000rpm<br />

Four-speed manual<br />

21.0mph per 1000rpm<br />

Hypoid,3.73:1 ratio<br />

Drums, drumsr<br />

lnd. by coils, sliding pillars,<br />

telescopic dampers<br />

3)<br />

Live axle, $emi-elliplics, lever<br />

Cam gear<br />

Steel body and chassis<br />

1zlt<br />

4ft Bin<br />

Aft41/ein<br />

16%cwt<br />

98mph<br />

1 1.6sec<br />

1B.6sec<br />

27l3ompg<br />

Note: specifications refer to the h^,o-seater sports modet in each case. *Front disc brakes as standard from Seplomber 1 960<br />

d<br />

right,<br />

.t<br />

ln-line<br />

GT)<br />

Cast iron block and head<br />

Four<br />

1 599cc<br />

81mmx77.7lnm<br />

OHV (pushrod-operated)<br />

9:1<br />

88bhp at 5400rpm<br />

961b.fi at 3600rpm<br />

Four-speed manual<br />

17.9mph per 1000rpm<br />

Hypoid, 4.1 :l ratio<br />

Discs, drums<br />

lnd. by coils, sliding pillars,<br />

telescopic dampers<br />

arm dampers Live axle, semi-elliptics, lever arm dampers<br />

Cam gear<br />

Steel body and chassis<br />

6.5 " 15<br />

1ztt<br />

4ft Bin<br />

4ft 3in<br />

"14.scrrvt<br />

I 02mph<br />

9.8sec<br />

17.2$ec<br />

28i32mpg<br />

-':<br />

\.,<br />

\.:,. \<br />

-\<br />

*)\<br />

rr,<br />

\cM<br />

Classtc aNu SPon'rscAR. DECEMBER <strong>1982</strong><br />

55


E<br />

THE SPRITE.MIDGET SPECIALISTS<br />

WE STOCK THE LABGEST SELECTION OF<br />

NEW, USED AND RECONDITIONED PARTS<br />

FOR ALL SPRIDGETS IN THE U,K. FOR<br />

EXAMPLE:<br />

(PRICES ALL INCLUDE VATI<br />

NEW<br />

Carpet ssts {full 16 piece) ............ lrom €26.50<br />

Part sets ................. ..................... trom f7.50<br />

Trimsetslcomplete) .............. . . fromf34.50<br />

Hoods in Vynide .......................... from€36.70<br />

Hoods in Double Duck ................. from €51.50<br />

Chinspoiler (black fibreglass).............. f22.50<br />

Doorcheck straps (all colours ......... from2.50<br />

Seat cover kits<br />

from f,21.00<br />

Bootracks(4styles). ............... fromg15.50<br />

Rollover bars from €44.50<br />

Rear bulkhead repair section ................. C8.40<br />

Full inner door pillar ............................ f15.00<br />

Frontvalance skin......-....-.....-.............. €21.00<br />

Springhanger f loor repair section ......... €8.90<br />

Brakediscs.,.................................,rom f14.20<br />

Rearsprings<br />

. fromf16.50<br />

3 branch exhaust manilold (LCB) .. .... f21.50<br />

RECONDITIONED (exchange)<br />

Re-covered seat to originai pattern<br />

................... f rom €30.00<br />

Oilwater gauge (all laces) .................... f19.50<br />

Steerlng rack (both types) ........... f rom f27.50<br />

Shock absorbers (fronvrear - standard)<br />

wiir.n..iJ ii-pi*;i l;b;;;;ii;;l''. ii:ll3'33<br />

Re-cored radiators....................... from €49.50<br />

Petrol sender unit ..............................,... f9.50<br />

Wirewheels<br />

.. from€20.00<br />

Srub axle/Kingpin set .................. fromf11.50<br />

Brakeca11iper....................................... €19,50<br />

Carburettors HS2 (pair) ....................... f49,00<br />

NEW THIS MONTH<br />

Original braided wiring loom (Frogeye)<br />

A,;;i;;;; ;h;;i ;b;,b";; i;;i;;;;iir44 50<br />

€19.20<br />

Heater control cable (ex 67-68) .............. €8.20<br />

Telescopic rear shock conversion kit<br />

(Midgel 1500) .... e63.50<br />

OUALITY USED SPARES<br />

Engines, gearboxes, w,ngs, doors, bonnets,<br />

wheels, hardtops, instruments, difts, screens,<br />

bodyshells, rolling shells. wire wheel conver'<br />

sron kils, hand frames, elc. etc. etc.<br />

PLUS<br />

All our other services to Spridgel owners.<br />

Valuation (callers only). Free buyer/seller<br />

matchinq service - ring in with details if you<br />

want to 6uy or sell a Spiidget. Cars bought for<br />

spares/rebuild - telephone quotation given.<br />

REMEMBER<br />

All our prrces include VAT, only p&p rs extra.<br />

To obtain a copv of our latesl October edition<br />

of our FREE catalogue, just send a large (9x 6)<br />

SAE plus 22p stamp to:<br />

56<br />

(Mail Order Address)<br />

54. St. Peters Road. Handsworth<br />

Birmingham 820<br />

Or ring:<br />

Bromsgrove 10527]. 72217 ot O21-554 2033<br />

tal<br />

Lttr.<br />

I<br />

,'<br />

FULL<br />

MAII ORDER SEBVICE<br />

L"I.<br />

H<br />

Rutherford<br />

Engineering<br />

The<br />

W<br />

Specialists<br />

Stainless stel crhau3t syrtcms fully tuaratrtccd<br />

' +84 se.tcraod2+2 seatcrbodyconvcEiotrs<br />

* Spu & Koni shock absorbers md tclescopic<br />

rcacorvcsion kits<br />

* Suspeosioa ard stecrirg oodificatioas aod<br />

ioprcvcmcats<br />

' Lcft handdrivc corversions<br />

* Quality r.placcment glas6 fibre wints<br />

r Rcpaacllirg in duminium<br />

' Hudtopsfor 2 scatcr Morgus<br />

'Vnte or phone for pice list<br />

TheOldColliery<br />

Stanley, Nr. Ilkeston<br />

r"iil?rr'l,ii"ro,<br />

.SALE.S/SER V I C I N G S P ARE.S, REPA/RS<br />

AND RESTORATION. PLUS:<br />

r Quality lcstoratiotrs aod rcbuilds<br />

r Ash frame tcpaim<br />

* Complete retrimmiog in lcathero.cloth<br />

r Hoodsatrd tondeaus made to mcasure<br />

r Compctitiotr prcparation<br />

' LithtveiSht 4/4 Mortatrs built for racint ot hillclmbint<br />

* Stainleos steel 4/4 exhaust maoifolds made for<br />

standard or high perfomatrcc vc.sions<br />

* Staitrlcss stccl +8cxhaust manifolds<br />

ls your car insurance due?<br />

Get a quote f rom the motor insurance specialists<br />

It will cost you nothing. lt could save you a lot,<br />

SPECIAL SCHEME RATES FOR N4ORGANS<br />

Ii&;<br />

&<br />

Call ln or phone<br />

GENERAL I NSURANCE AGENCY E.tsb,ishgd<br />

56 HIGH ST. HUNTINGDON TEL: HUNTINGDON 57578i9<br />

The Morgan Sports Car Club<br />

Did you know thot the Morgon Sporu Cor Clubcoteis<br />

for oll enthusiosts of this fomous morque?<br />

Every month you get o copy of Miscellony, our<br />

mog'ozine, which chronicles the octivities of the 30<br />

ptui home centres os well os our overseos members.<br />

'Also within its 60-80 poges you will find reports of<br />

competition evenls, concouts results, technicol tips,<br />

in foct oodles to interest Morgon moniocs.<br />

Our register sectron helps owners of the eorlier models w.ith both spores &-odyige<br />

ond thZre is no shortoge of items of regalio from o key fob to cor bodge or f-shirt<br />

lnsuronce? Yes, there agoin the Club members con geto good gu9!9 to cutthetr.<br />

running costs. ,nteres6d/ Then why not send off todoy for full detoils ond<br />

m embership opp I i coti o n fo r m.<br />

Hon. Sec. Chasf . Smith, Top Lodge, Crown East, Worcester<br />

ffit<br />

THE CIASSIC GAR<br />

WELDING.=*rRE<br />

We specialise in chassis & floor work. M.O.T. failures,<br />

structural repairs.<br />

Also repairsto all other makes and models undertaken.<br />

Please do not hesitate to call for details or advice.<br />

MANSON MOTORS LTD.<br />

64WALDECKROAD,LONDON,W4. 01 9950620<br />

P.S.W. Panels<br />

Coventry<br />

76a ALBANY ROAD<br />

EARLSDON, COVENTBY<br />

TEL (O2O3l 74O3O<br />

rr<br />

t1<br />

MORRIS lOOO<br />

Frontwing ............ f42.00<br />

Rearwrng .............841.75<br />

Front wing fibreglass hrgh qualrty ....... €18.00<br />

Carsill-2door ....... e5.00<br />

Carsill-4door ....... f4.75<br />

Sill rall .................................................... f2.40<br />

Underfloorsection rront Car & Traveller ........<br />

f,3.00<br />

Under floor section rear Car & Traveller ..........<br />

f3.50<br />

Front chassis member with bush .......... f5.00<br />

Rear spring hanger Car & Traveller ....... e2.75<br />

Rearspring hanger (Van) ...................... t5.50<br />

Fronlfoottell ......... f5.50<br />

Centre cross member hall section ......... f6.00<br />

Headlamp ring .<br />

€2.00<br />

Headlamp bowl complete) €4.50<br />

Bearwheel arch<br />

f6.50<br />

7<br />

Q -*.t*@<br />

ROVER P.4<br />

Front lower valance ............................. €23.00<br />

Front bumper skir1...........-................... t16.00<br />

Frontwing rearlowerrepairseclion ... f,l6.50<br />

Frontwing splash panel ...................... f<strong>12</strong>.00<br />

Front bumper sidesill ............................ €9.00<br />

Rearwing lower ha11............................ €26.00<br />

Rear innerwing inner section .............. €30.00<br />

Rear innerwing outersection ............. €30.00<br />

Rearouterwheel arch ........................, €16.00<br />

Rearwing tuel cap door .....,................. €18.00<br />

Rearquartervalance ........................... f 18.00<br />

Reardoorof spare wheel carrier ......... €27.00<br />

Outrigger .............. €16.00<br />

lnneraill two sections .......................... €10.00<br />

Frontwing .......... f<strong>12</strong>5.00<br />

Frontwing nose section ...................... f45.00<br />

RUSTY HEADLIGHT<br />

BOWLS !<br />

Available Plastic 7"<br />

Complete Bowlf5.75<br />

+ VAT<br />

P&P fl.50<br />

TRIUMPH STAG<br />

Sill shon ...............<br />

. f6.50<br />

Sillwith f ront wing extensron .............. . €7.50<br />

Front winq (Genuine) ... . ... . ....... ... €55.00<br />

AUSTIN HEALEY SPRITE MK 1<br />

(FROGEYEI<br />

Front innerwing (complete) .... ........... f23.00<br />

Rearwheel arch . .. f<strong>12</strong>.50<br />

. Please send S.A.E, For current price /lst<br />

. Motor panels in stock for most British and<br />

Continental motot ca6<br />

. Please telephone for corrccl<br />

Postage charge<br />

. All prices subject to 15'/" VAf<br />

lf the panel you require is<br />

not here see our other ad in<br />

this issue<br />

Ct.lsstc.tt u St,orls(iAR. DECI':MBr:R <strong>1982</strong>


club, as a whole, has an excellent competition record<br />

as club members have an embarraising habit of<br />

cleaning-up,in important races and spiints. The<br />

social side of clublife, rhough, is not foigotten as a<br />

glance through M_ucellany or a trip ro one olthe many<br />

club'noggins' will testifv.<br />

Full details of the club and its wide-ranging<br />

activities can be obtained from Chas Smith, 1op<br />

Lodge, Crown East, Worcester.<br />

Vhen the talk turns to Morgan specialists, the<br />

prospective 4/4 owner has a bewildering number of<br />

outlets to choose from. The following firms,<br />

however, have been recommended bv members oi<br />

the MSCC. Libra Morive, 6/10 Roiemont Road,<br />

llampstead, London NW3 6NE; F.H. Douglass, lA<br />

South Ealing Road, Ealing, London \$fl5 4QT; ihe<br />

Light Car and Cyclecar Restoration Co., Unii 226,<br />

Artic Trading Estate, Droitwich Road. Hartleburv.<br />

Worcestershirel Allon trVhite & Son (Cranfield) Lra,<br />

The Garage, High Street, Cranfield, Bedford; Mike<br />

Duncan, 92 lVindmill Hill, Halesowen, rJflest<br />

Midlands.<br />

Stanley Old Colliery,<br />

^ Rutherford _Engineering,<br />

Stadon Road, Stanley, Derbyshire; Colin Musgrovi,<br />

Newburn, Hob Lane, Balsall Common, -Neai<br />

Cgventry 9V7 7GX; Harpers,2 King Edward Road,<br />

Shenley, Herts; General Insurance Agency, 56 High<br />

Street, Iluntingdon; SGT Station Garage, Stati6n<br />

Road, Taplow, Bucks; Black Phey Ltd, Raleigh<br />

Cottage, Takeley, Bishops Stortford, Hertsl Burlin<br />

Services, Greencroft Garage, The Greencroft,<br />

Salisbury, Wilts; Phoenix Moror, The Green,<br />

Woodbury, Exeter; I&J Macdonald Ltd, Maiden<br />

Law Garqge, Lanchesrer, Co. Durham and Melvyn<br />

Rutter, 3 The Green, l7anstead, London El I 2NT.<br />

_ John Britten Garages of Arkley, Barnet, Herts and<br />

Richard Bourne Lrd of 63 Sangley Road, London<br />

SE6 2DX are two further useful Moigan addresses.<br />

Heading the list of Morgan books currentlv<br />

available musr be Moggie by Colin Musgrove. It's an<br />

extremely useful guide ro the ioys and sorrows of<br />

Morgan ownership and well worth its f,8.95 cover<br />

price. Finding a copy ro buy, though, might be<br />

slightly tricky nowadays but ifyou have difficuhies.<br />

write to Colin Musgrove at the above addrcss.<br />

Musgrove has also penned the 198011981 Morgan<br />

Yearbooh (the only one so far). Ken Hill's two books<br />

on four-wheel Morgans are both a must for any selfrespecting<br />

owner but only the second volume, ?"fre<br />

FourlVheel MorganVolume 2is relevant to our story.<br />

Morgan The First and Last of the Real Sports Cars<br />

by Geoffrey Bowden is a delightful history of the<br />

company's exploits. It's well illustrated and<br />

especially strong on the early years but, alas, only<br />

goes up to 1972.<br />

Other recommended titles include a trio of<br />

Brooklands Books Morgan Cars 1936-1960, 1960-<br />

1970, and, 1969-1979, and Morgans in the Colonies by<br />

John. Sheally. Postwar MG t, Morgan (in thi<br />

Survivors series) by John Blakemore and Henry<br />

Rasmussen is essenrially a coffee table book. Finally,<br />

the Morgan Sports Car Club produced their own<br />

booklet two years ago to celebrate the company,s<br />

70th birthday. Entitled 19/0-1980 70 Yearc'of<br />

Morgan Motoring, it's full of interesting stories and<br />

illustrations.<br />

!<br />

Cr.nssrcnNl Srtrnrscnr, Drr:e ugrn <strong>1982</strong><br />

together at Dooet, on theirway to Mog'82<br />

bubbles around lDtng Jotnts could be ominous<br />

Buyers spot check<br />

A few general points first. Try to buy rhe laresr,<br />

cleanest 414 you can afford unless you,rL planning a<br />

full restoration on a car you want to keep forevir.<br />

Most Morgans tend to need some form of rebuild<br />

after three or four years so one way to stave offa large<br />

restoration bill is to track down an original, lowmileage<br />

car that hasn't deteriorated too fai. From an<br />

economical point of view, the coaxing back to life of a<br />

'basket case' 414 1600 is not yet a viible proposition<br />

although ilorgans have always had that hippy knack<br />

of being infinitely rebuildable. Furthermoie ihev are<br />

seldom, if ever, written off by insurance compinies<br />

(too valuable) or srolen by vandals, as thev'ie too<br />

conspicuous.<br />

The traditional Morgan merhod of construction<br />

leads to several problems, notably in the paint<br />

department. The body flexes a grlat deal in the<br />

normal.course of duty and this induces cracking in<br />

vulnerable areas, particularly around the rear wfieel<br />

arches, headlamp and sidelight surrounds and along<br />

the bonnet centre strip. The front wing joints alsJ<br />

suffer in this way. The problem is exacerbated to a<br />

certain extent by the factory's habit of spraying the<br />

-t<br />

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rallyin<br />

*sl<br />

complete car with all wings and panels in place<br />

-<br />

may find, for you<br />

example, that as you unbolt a front<br />

wing, the inner section won'r have been fully<br />

painted.<br />

rlflatch out for signs of bubbling and possible<br />

corrosion around the doors, bonnet, wings (front and<br />

rear) and the rear 3/+ panel between the door and<br />

wheel arch on either side. This last panel has been<br />

made from aluminium from '78 onwards but was a<br />

common rust trap on earlier cars. Note that on<br />

aluminium-bodied cars, the front cowl and scuttle<br />

are always steel.<br />

A simple way to check the rigidity of the ash body<br />

frame is to give the body a firm shakel A smalt degrel<br />

of movement is permissable but be extremely wary of<br />

any apparent slackness in the structure as a whole. If<br />

the frame does seem unwieldly, we'd advise leaving<br />

the car alone if the asking price is high since a full,<br />

professional repair job will not be cheap. A sagging<br />

frame on a soon-to-be rebuilt car, on the other [ind,<br />

is awkward but not too disastrous.<br />

Till-tale danger areas include the sill boards (these<br />

are partially exposed to the elements from new!) and<br />

the B post uprights. Unfortunately the sill frames are<br />

normally covered with trim and water-absorbent<br />

foam both of which make it difficult to check the<br />

wood properly. The only way is to look underneath<br />

and/or gently pull back the trim - not a pleasant task<br />

when the vendor is looking over your shoulder. 1z<br />

extremis, the door shut faces can also rot away.<br />

. If you have removed the interior trim itrs a good<br />

idea to check (as best as you can) the inner chissis<br />

members below the doors for rust damage. Chassis<br />

cracks occasionally originate around the engine<br />

mountings and the rear spring hangers on, we're<br />

told,'691'70 cars although it would seem prudenr ro<br />

check the chassis carefully on any Morgan. The<br />

bulkhead assembly and exhaust mounrings also<br />

merit close examination.<br />

Front suspension king pin bushes wear out in no<br />

time at all - between 9000 and 20,000 miles says one<br />

source, or if things go badly wrong within 3000,<br />

according to another expert! The engine one-shot<br />

lube system is partly to blame here, ipparently. A<br />

recognised way to lengthen the life ofthebushes'is to<br />

replace the supply pipe with a grease nipple - a<br />

s_ensible idea that maybe the factory should adopt?<br />

Vatch out, incidentally, for cracks around the ouier<br />

loints of the lower king pin mountings - we have seen<br />

examples that have broken away completely.<br />

The Ford engine and gearbox should not present<br />

any problems, being simple, robust and trouble-free.<br />

Ridiculous though it may seem, a measure of freeplay<br />

in the steering (as much as lin) is perfectly within<br />

limits . . . Inside, check that the seats and trim are in<br />

good condition as refurbishment of either is a<br />

specialist art. Ergo it won't be cheap.<br />

Prices<br />

I-ist<br />

prices for the first 4/4 1600s in early 1969 ranged<br />

from f877 for the basic rwo-seater to 1909 for Ihe<br />

tster Competition. The four-seater was priced at<br />

f948. At the close of manufacture in late t82 those<br />

prices has risen ro !6603 for rhe rwo-seater or f7350<br />

for the cumbersome four-seater. The Competition<br />

had long been dropped.<br />

So much for history.<br />

-<br />

The above figures were<br />

gleaned from contemporary motoring magazines but<br />

they tell you precious little about the 4/4,s<br />

performance on the new/used markets. Demand, of<br />

course, has far exceeded supply. Until quite recently<br />

a brand new car with only delivery mileage could bi<br />

sold by an unscrupulous individual the same dav for a<br />

handsome !1500 premium over list price. The<br />

situation is doubtless much the same todiy with the<br />

Ford and Fiat-powered 4/4s - so how doei the older<br />

4/4 shape up on the current used market?<br />

According to Chris Alford of John Britten Garages<br />

( a noted Morgan agent), even a worn-out/abused<br />

wreck of a car can be worth an indecent amount of<br />

money. The absolute bottom line, in his opinion,<br />

starts ar 13000 but don't expect too much at this<br />

figure except a car ready for an imminent rebuild.<br />

Sound examples without too much adrift range<br />

between t4000if6000 wirh late, low-mileage cars in<br />

A1 condition topping the f8000 mark. \:=7<br />

57


il<br />

YIEIY<br />

Tony Aitken talks about his Morgan U4,llrrecar featured on this month's cover<br />

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Tony pictured next to his Pized 4 I 4 1600 . F ollowing a factory rebuild wo yeats ago the car ', which is in regular use on both road and track , now loohs oery smart<br />

If you think you've seen the man standing by this each pillar to introduce some negative camber to the Reading, Bournemouth or Essex, for example. It's a<br />

eood thiash across country and it also makes for a<br />

splendid 4/4 somewhere before, the chances are you front wheels. This trick, in company with adiustable<br />

lood day out as well. I also enioy the odd trundle<br />

may well be right. But the fact that Tony Aitken, a Konis, has improved LMB;s cornering quite<br />

iround Brands Hatch in the Morgan."<br />

successful radio and TV personality (remember dramatically Tony would like to fit Konis at the<br />

Listen with Morher and End of Part One, fot back with, perhaps, a Panhard Rod but is reluctant to \When we visited Tony at his home recently, we<br />

commented immediately on the smart, overall<br />

example?) owns a Morgan doesn't mean that the car do so at present as this simple improvement would<br />

functions merely as a rich man's plaything for sunny<br />

from the standard class at appearance of the car. "Vell, I cleaned and polished<br />

bar him straightaway<br />

days. On the contrary, his 4/4 is l3-years old and has<br />

it before you, quickly that<br />

competitive events. "I'd be uP against fully-modified<br />

came!" he ioked, adding<br />

84,000 on the clock. \What's more, it's taxed all-year<br />

else if the Konis went despite its tidy looks it would never win a concours<br />

4i4s and heavens knows what<br />

want to run a concours car; I<br />

round, used maybe three times a week and even on, so for the time being I'll leave things as "But then I don't<br />

they are." One alteration he is considering, howe-ver,<br />

sprinted on the odd occasion. Credibility indeed!<br />

couldn't stand the thought of running a car as an<br />

is the substitution ofa new set ofalloy wheels ofthe investment, that kind of thing doesn't interest me."-<br />

Tony, who confesses to a life-long addiction to the<br />

On two evergreen topics, Tony is quite candid:<br />

marque, bought fitted to the current 4/4s. "I can't make mymind<br />

a white Plus Four back in 1964 for a rype<br />

think the "I'm not saying the suspension's hard but I think I<br />

modest f 195. "l ran that car for two or three years up on this one at the moment, although I do<br />

know every bump in the road between home and<br />

and then, like a fool, sold it for a997cc Cooper. I've latest ones look very smart. "<br />

BBC TV Centre by name! Driving a Morgan makes<br />

been kicking myself ever since." LBM l0lG, his<br />

Plus Four Super Sports - the ultimate you slightly more willing to pay rates for road<br />

prized 414 two-seater , came along during 1977. "I<br />

at the back of<br />

has some interesting views on two other marntenance. As for the steering, well as someone<br />

came across it parked a dealer's yard; if Tony<br />

once said: 'It would be nice to report that there's<br />

truth be told, the car looked a bit of a dog, sitting members of the Morgan family. "The Plus Eight is<br />

't feel as some connection between the wheel and the road!'<br />

right down on its springs but I scraped together every nice but I find it a bit of a handful. It doesn<br />

penny I had to do it up. Over the next year I<br />

I believe MoT<br />

carried tight or comfortable as a 414, in my opinion. The 414 Seriously, there is some freePlaY -<br />

out a partial restoration myself, treating whatever I oiobablv corners better as well. For me, though, the testers have been warned about this in advance and<br />

could without actually taking the body off. I had the uhimate would be a Plus Four Super Sports although<br />

car resprayed but it soon became evident the work I know it's unlikely I'll ever be able to own one. rVhat have a special category for Morgans that come in<br />

"The 4/4's a superb car to have in the garage in<br />

wasn't good enough - the car was beginning to rot<br />

on. When I'm in the<br />

would interest me is the prosPect of a 4/4 with a Lotus winter. It's so easy to work<br />

quite badly." twin cam engine under the bonnet That would be a garage with the doors shut, the car iacked up, the<br />

In his own words, Tony then saved uP 'a large perfect combination." radio on and some part off for a check-over, I'm as<br />

amount of money'' in order to send the 414 away for a A Renault 18 estate ("it's a little fragile") and a happy as Larry. I can spend hours in there, tinkering<br />

factory restoration. Virtually all of the bodywork aft Fiat <strong>12</strong>6 ("an ideal town car") are Tony's two other away to my heart's content. It's magic!"<br />

his Listen with Mother connection<br />

of the doors, Morgan discovered , needed attention forms of transport, the . Renault being in regular, Footnote: with<br />

and in the end a new tail assembly together with new everyday use. "I like to use the Morgan though, in mind, might not 'Are you sitting zzcomfortably'<br />

rear wings, door skins and body side panels were whenever I travel to one of the local radio stations, be an apt motto for Tony's Morgan? g<br />

fitted. The chassis, fortunately , obtained a clean bill<br />

of health. A high quality respray and retrim of the<br />

cockpit's software were two other important aspects<br />

of Mbrgan's nine-month reiuvenation of LBM. And<br />

v<br />

the stout roll-over bar? "That was fitted by Libra<br />

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Motive. You'd be amaze


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Willie Green discusses his season in the Lloyds and Scottish historic series,<br />

while we spotUght all the <strong>1982</strong> historic champions<br />

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60 Cussrc aNo Slonrscrn, Decruarn <strong>1982</strong>


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memones<br />

Six races, two wins, one second, two thirds and an<br />

eighth. That, in broad terms, was my Lloyds &<br />

Scottish season in Ken Moore's Cooper-Climax. It<br />

does, of course, go a little deeper than that. Ve had<br />

our problems and we had our successes. But above all<br />

we enjoyed ourselves and that, in my book at least, is<br />

what it's alI about.<br />

The season began with a mixture of good and bad<br />

at Silverstone in April. Good, because the entry was<br />

huge and included the likes of Dickie Atwood in a<br />

BRM. Bad, because the 2.5-litre Cooper was plagued<br />

with gearbox problems and I had to use Ken's 2-litre<br />

example instead. It was a shame - it looked as if they<br />

were having a good scrap up at the front. The<br />

comparative lack of power and, in particular, torque<br />

left me gradually slipping back. That was the eighth<br />

place finish. It could only get better.<br />

Round 2 at Brands Hatch was just that. Now back<br />

in the 2.5-litre car, the record books show that rJfl.<br />

Green won at a canter from the Lotus l6s of Bruce<br />

Halford and Simon Phillips. It was, I recall, one of<br />

my easier wins . . . but it was perhaps ill-timed as<br />

after the race a great outcry wenl up demanding that<br />

rear-engined cars should be banned from the series.<br />

That's a load of nonsense, of course.<br />

My fondest memories are of the third round, back<br />

at Silverstone, where I enioyed my personal dice of<br />

the year with Alben Obrist. The dice was for second<br />

place as young Halford had the St John Horsfall<br />

round of the championship sewn up from the outset.<br />

I think it scared the life out ofObrist and he certainly<br />

learnt a great deal from the dice. I'm not trying come<br />

over as a big head, but Albert will agree that that was<br />

the first true dice he had ever been in. He didn't see it<br />

that way immediately after the race, though, saying<br />

that I spent the entire time baulking him. I quietly<br />

pointed out the errors ofhis ways . . .<br />

On reflection I think I probably taught him too<br />

much. Albert promptly went out and won the<br />

following round in his Dino at the British Grand Prix<br />

supporter. Yes, back at Brands - the Lloyds &<br />

Scottish championship suffers from something of a<br />

yo-yo effect between Brands and Silverstone.<br />

At the Grand Prix, gearbox trouble reared its head<br />

again, the Cooper stripping third gear. !flhat was<br />

annoying was that I was in the lead at the time when<br />

the'box started playing up. I was about to retire<br />

altogether when I found second and top, and I<br />

managed to soldier on to finish third. The 'box was<br />

always the weak point of the Cooper.<br />

Ve stayed at Brands for the fifth round at the<br />

August Bank Holiday meeting. And it poured down.<br />

This was another of my third places, and frankly I<br />

was lucky. John Harper won that in the Connaught<br />

but during my chase of the silver machine I had a<br />

Opposite page, top: The start of a Thruxton round of<br />

the fascinating Atlantic Computer seies. Centre:<br />

The Lloyds and Scottish Champion, Mihe Salmon,<br />

in the DBRI . Bottom: John Athins, AC Cobra, the<br />

H S CC P ost- H istoie Road S ports C ar C hampion<br />

Classr


Tf,E <strong>1982</strong> f,ISTORIC CNAMPIONS<br />

SEIJDON CI'E SSIC SPORTSCAR CII.AMPIONSEIP<br />

John Brindley (49)<br />

overell<br />

JohnBrindley(Lotus23) " ""<br />

occupatlon:Dir€ctoroflabricscompany<br />

Home: London<br />

Clasgwlnners<br />

Crr: Lotus 23<br />

Alex Seldon (TVR Griffith) ..............<br />

Entrant:Be[&Cotvil<br />

TonyGriffin(LotusElan26R) .........<br />

1983plans:Thundersports AlanHall (LotirsElite/MarcosGT) ..<br />

Brian Cocks (Lotus 30) ...................<br />

LLOTDS & SCOTTISE EISTORIC CAR CII.AIVIPIONSEIP<br />

Mike Salmon (49)<br />

Occupalion: Managing Director, Melbourne<br />

Garage Lld<br />

Home: Jersey<br />

Cer: Aston Martin DBRl /300<br />

Entranl: Viscount Downe, Pace Petroleum<br />

'l98il Plana: Histoflc racing<br />

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&, *:fr<br />

Ov6rall<br />

Mike Salmon (Aston Martin DBRl )<br />

Claes winnerg<br />

Richard Pilkington (Talbot Lago) ..<br />

David Ham (ListerJaguao ..........<br />

bL<br />

40<br />

58<br />

39<br />

14<br />

AMOCTEOROUGEBRED SPORTSCAR CII.AMPIONSEIP<br />

Reg Woodcock (44)<br />

overall<br />

Regwoodcock(TriumphrR3)<br />

occupation:LucasProiectEngrneer<br />

"'<br />

Home: Washwood Heaih -<br />

Clasa winners<br />

Car: Triumph TR3 Mike Ridley (Morgan Plus 4)<br />

Entrant:Self TimBunett(LanciaAureliaB2O) ..........<br />

19g3 plans: Continue to race TR3 Patrick Keen (Morgan Plus 4)<br />

Dennis Welch (Austin Healey 100/6) ....<br />

Darryl Uprichard (Triumph TR3),.........<br />

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ATLAIITIC COMPT'TERS/BELLINI MODETS HISTORIC<br />

GTCEAMPIONSEIP<br />

Richard Thwaites<br />

overall<br />

occupation:Directorof plasticscompany Rlchardrhwaites(chevron-Lotus86) " 61<br />

Home: Hudderslield<br />

Class winnels<br />

Cer:Chevron-Lotus86<br />

JohnBrindley(McLarenMlB) ..............581/z<br />

Entrant: National Breakdown<br />

John Foulston (Mclaren M8C/D) .........33Yz<br />

'1983 Plans: To run Chevron 816 Vin Malkie (Chevron-Ford FVC 819\ ..... 451/z<br />

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ESCC POST.EISTORIC ROAD SPORTS CAR CEAMPIOTIISEIP<br />

John Atkins (37)<br />

Occupation: Oealer in cherished car<br />

number plates<br />

Home: Thames Ditton<br />

Car: AC Cobra<br />

Entrant: Sell<br />

1983 Plans: Continuoto race AC Cobra<br />

Overall<br />

JohnAtkins (AC Cobra) ..........<br />

Class winners<br />

Dave Newman (Reliant Sabre)<br />

John Jarvis (Lotus Elan 54)<br />

Barry Fernaly (Honda 5800) ..<br />

99<br />

68<br />

69<br />

80<br />

G.trTES.VARI,EY EISTORIC FORMULA IINIOR<br />

CEAMPIOIISEIP<br />

John Brindley (49)<br />

Occupation: Dir€clor of fabrics company<br />

Home: London<br />

Car: Lotus-Cosworth MAE 22<br />

Entrant: Self<br />

1983 Plans: Thundersports<br />

Rosults<br />

'I . John Brindley (Lotus-Cosworth 22) ..... 1 1 3<br />

2. Roy Drew (Lola MkzLolus 20<strong>12</strong>2\......... 85<br />

3. Malcolm Ricketts (Lotus-Ford 22\ ......... 62<br />

4. Peter Merrin (Lola-Holbay Mk2) ............ 51<br />

5. John Fenning (Lola-Cosworth MksA) ,... 42<br />

6. AndrewChapman(Lotus-Ford20)... .. . 41<br />

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PRE'5? SAI,OON CAR CIIAMPIONSHIP<br />

Dave Burrows (35)<br />

Occupation: Director ol el€ctrics company<br />

Homo: Enlield, Middlesex<br />

Car: Jaguar 2.4<br />

Entrent: Self<br />

1983 Plans: Modilied saloons<br />

Overall<br />

Dave Burrows (Jaguar 2.4) ...<br />

Class wlnnor6<br />

Dick Bradley (Jaguar Mk lX) ..<br />

Dennis Carter (MG Magnette)<br />

MikeCox (Austin A35) ..........<br />

...84<br />

59<br />

81<br />

82<br />

CI,BSSIC SALOON CAR Ctr.ALLENGE<br />

Afternine of l0 rounds<br />

overa, teader<br />

Paul Harrison (37) PaulHarrison (Borgward lsabella) ............75<br />

Occupation: Farmmanager<br />

Classleadors<br />

Home: Challont St. Giles, Bucks Henry Crowlher (Jaguar Mk Vlll) .......... 51<br />

Car:Borgward lsabella AndrewMoore-Hinton(Jaguar2.4) .......... 65<br />

Entrant:sell BillHewitt(AustinA35) ................. ........... 55<br />

1983 plans: Sprints and hillclimbs Flnal round: November 7, Brands Hatch<br />

62<br />

Cr-nsstc aHo Sponrsc,rx, DrcE,MsEn <strong>1982</strong>


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For the edification of those who may never have<br />

heard of it, or wondered what it was all about, the<br />

Pomeroy Trophy is not an event, it's an institution.<br />

The purpose behind it is to find out the best all-round<br />

touring car. The rules were drawn up by the late<br />

Lawrence Pomeroy Jr., the rotund, be-monocled,<br />

erudite Technical Editor of The Motor, and are<br />

fiendishly complicated.<br />

It takes into account such factors as a car's age,<br />

seating capacity, engine capacity, and a whole lot<br />

more - for all I know, the number of spokes on wire<br />

wheels may come into it. Entrants for the Trophy<br />

have to partake in a number of events, such as a<br />

sprint, a few laps of Silverstone, and so on. When all<br />

is over, slide rules are wielded to find the overall<br />

winner (those using pocket calculators are banished<br />

to their motor homes and the auxiliary power units<br />

turned off).<br />

The winner this year was a 1963 Reliant Sabre,<br />

registration number 876 HWD, driven by Robin<br />

Rew. It beat such machines as a Ferrari 250GT,<br />

Vauxhall 30/98s ('Pom' was a great believer in<br />

Vauxhalls, driving a Prince Henry with great aplomb<br />

and not a little speed), Bugattis, DB Aston Martins,<br />

Porsches, vintage Bentleys and so on. The 'Pom'<br />

is that sort of event. Amusingly enough, so<br />

convincing was Robin's win, that afterwards the<br />

organisers phoned him and asked whether, perhaps,<br />

his Sabre was turbo-charged. "I had great pleasure in<br />

telling them no!"<br />

Mind you, the Sabre is no ordinary machine. It<br />

was works built in 1963 when the heads of Reliant<br />

were a lively sports orientated bunch. It was intended<br />

for sprints and hillclimbs, to be driven by Tony<br />

Marsh and Bobby Parkes. It was more or less a<br />

replica of the works rally cars, with a tuned Ford<br />

Zephyr engine complete with Raymond Mays head,<br />

a lightened glass-fibre body shell, and a rally-type<br />

chassis. It also had grafted onto it in 1964 a special<br />

independent rear suspension with double wishbones<br />

and coil springs because ofcomplaints about a lack of<br />

adhesion, and a 4.55:l diff. In 1964 it chalked up<br />

four class wins, one second and five thirds in 1 I<br />

events, with Parkes taking the class record at Firle<br />

alongside a couple of E-types.<br />

Irack of civilised comforts<br />

Robin bought it in 1968 from Mike Duncan, a<br />

Morgan agent in Halesowen. It had previously been<br />

owned by Rob Marsland, the son of one of the<br />

suppliers of castings to Reliant, who had also owned<br />

648 GUE, one of the works rally cars. Robin<br />

cherished the idea at first ofusing it as a road car, but<br />

it quickly became evident that, with massive<br />

45DCOE Webers and a complete lack of civilised<br />

comforts, that wasn't really on. So he set about<br />

developing it for fun motoring and competition. The<br />

development is now, almost, complete.<br />

He soon found that, with those huge Webers on<br />

the <strong>12</strong> port alloy Mays head, even on a balanced<br />

bottom end, it was very much a sprint car. Circuits<br />

were another thing: 'l'd do about l% laps of<br />

Silverstone, then blow up under The Motorbrrdge.<br />

Regular as clockwork".<br />

Working on the inevitable shoestring, he steadily<br />

set about making the engine stand the power it would<br />

give. He put in new pistons (from a Volvo!), played<br />

around with the valve gear and cam timing, and<br />

strapped the main bearings. Eventually it was given a<br />

reliable 200bhp in circuit conditions. The last major<br />

change was to fit a twin plate AP clutch.<br />

He found it was well suited to classic sports car<br />

racing when it could be entered in the Cusson's<br />

Championship. "We used to have great battles with<br />

such machines as the DB4GT Astons, Brewster<br />

Righter's Cobra, and Bill Nicholson's BGT. It was all<br />

very safe and friendly, and for me very exciting. I<br />

used to trail the Astons, and then one year came up<br />

with a new cam profile which gave me another<br />

20bhp. Suddenly I was out ahead ofthem, and they<br />

bayed after me like a pack of wolves! But then a<br />

clutch of Lotus 23s, and Divas, and lightweight,<br />

Formula Atlantic-engined Elans came along, the fun<br />

went, and I bowed out. I now use the car for the<br />

occasional race, sprint, hillclimb - and, of course, the<br />

'Pom'.<br />

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and his fornidable Sabre on their aay n an ooeralloictory in thisyealsVSCC Pomerog Trophy meeting<br />

Reliant had replaced the original ZF 4-20 fourspeed<br />

box with a five-speed 5-20 unit (as fitted to the<br />

last of the Alvises, so spares from Red Triangle are<br />

no problem), and it's now fitted with a 3.58:l diff,<br />

and is not so much of a sprinter. Robin altered the<br />

rear suspension using settings which were already<br />

there via different pick-up points, thus altering the<br />

roll centre. The camber settings at the front have<br />

been changed quite considerably too.<br />

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Geoff Howard tested 876 HWD back in 1963 for<br />

Autocar, recording a top speed ("Balls-out and<br />

probably over-revving" according to Robin) of<br />

I0lmph, but with a 0-60mph time of 6.lsec, exactly<br />

halfthat ofthe standard car, and in the E-type/Aston<br />

bracket. However, he did have this to say: "But the<br />

Sabre is not a car for the unwary . . . we found the<br />

handling quite unpredictable. with very sudden<br />

oversteer. Rushing a corner, the front end stays stuck<br />

All isreoealed: this special engine has three mighty lYeber curbs feeding an equally special <strong>12</strong> port alloy Raymond Mays head<br />

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well, but as the power goes on after the apex the tail<br />

gives a vicious kick outwards . . . I did more laps<br />

than I care to remember on the inner road circuit at<br />

MIRA . . . each time something different seemed to<br />

happenfornoobviousreason. ."<br />

Thus the car had a reputation for being a 'sudden<br />

death' machine, but Robin is of the opinion that it<br />

was the tyres that caused the problem: "It was on<br />

Dunlop Green Spots when Geoff tested it, and I<br />

reckon they made it treacherous".<br />

Geoff also recorded that: "The sensation during<br />

timed acceleration runs is terrific . . . long after we<br />

had an ample set of figures, the driver was still<br />

begging to be allowed to do it all again, iust for the<br />

funofit..."<br />

Climbing into the car, the first impressions you get<br />

are how unbelievably bare it is, with a minimum of<br />

padding, and frankly how well used everything is.<br />

lmmediately in front of you is a large 8000rpm tacho,<br />

red-lined at 5500rpm, and a speedo with 13,004 miles<br />

on it. Somehow I don't think that latter figure is<br />

accurate.<br />

The seating position is tailored for Robin, who is<br />

taller than me, so a padding behind my back was<br />

required, but even so the small, leather-rimmed<br />

steering wheel (which has replaced the original<br />

wood-rimmed one) and gear lever were a bit of a<br />

stretch away.<br />

Engine starts immediately<br />

A couple of dabs on the accelerator are all that is<br />

required for an immediate start, and the engine idles<br />

cleanly and without lumpiness. Blip the throttle and<br />

revs rise and drop almost instantaneously. The<br />

clutch is strictly an on-off device, which makes<br />

ordinary take-offs tricky. You're stationary one<br />

moment and moving the next: there's nowt in<br />

between. But it is perfect for a racing start.<br />

Once you're on the move, on a clear road, the<br />

Sabre comes alive. I must agree with Autocar - the<br />

sensation when accelerating is out of this world.<br />

Using 5500rpm, and not even full throttle, the car<br />

zaps up to peak revs in each gear as quickly as<br />

blinking an eyelid. Dip the clutch, snick the lever as<br />

fast as you like into the next gear, and repeat the<br />

performance. You keep doing it, going up and down<br />

the box, just for the sheer hell and fun of it. The<br />

twin-plate clutch and a lightened flywheel mean that<br />

there is very little inertia in the system, so changes<br />

really are electric switch quick.<br />

That performance is something else again. The<br />

Sabre "don't arf go, mate". There are the most<br />

beautiful noises from under that long, glass-frbre<br />

bonnet. To me, a straight six, well-tuned, with an<br />

open exhaust, is pure music, and in the Sabre there is<br />

the oomph to match that music - Robin reckons that,<br />

with the gearing the car now has, and the state of<br />

tune, it has a top of l20mph, and will reach 60mph<br />

from a standing start in 5.8sec - and the quarter mile<br />

in 14.7sec. And it's not at all peaky. You can drive it<br />

quite easily in ordinary traffic (although I didn't meet<br />

contafiporary)<br />

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a jam, so cannot comment on that aspect of the car)<br />

without any signs of fluffiness, misfring, surging, or<br />

other problems associated with semi-racing engines.<br />

It feels as if the torque range extends from idle to<br />

maximum revs, and the whole car is quite tractable<br />

and flexible.<br />

The steering is delightful, nicely weighted and<br />

direct, and it tells you exactly what's going on. At<br />

moderate speeds the handling is totally neutral - you<br />

iust point the car into a corner and around it goes.<br />

Try harder, and it becomes clear that this is a throttle<br />

steerer: you turn into a corner, feed in the power<br />

progressively, and unwind the lock in proportion.<br />

The surge away, with the tail just drifting slightly<br />

6utwards, is sheer magic. It's a very forgiving car too,<br />

according to Robin, and won't lead you into trouble<br />

"unless you leave your braking too late into the<br />

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corner, and you're still on the stop pedal as you turn<br />

in. It will then spin. Instantly. So you've got to get<br />

your braking over in a straight line".<br />

The Sabre is very obviously one man's car, that has<br />

been gradually and sensibly developed by someone -<br />

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are faultless, and the whole car behaves like a finetuned,<br />

well-honed, instrument. It is very obviously<br />

70 per cent racer, 30 per cent road car, and as homely<br />

as an old tramp. But then its purpose in life is to go,<br />

not look good: it's a fun-to-drive machine, pure and<br />

simple.<br />

It is, to Robin, though, a car that he's developed<br />

enough. "I'm not a sentimentalist. I'm happy to keep<br />

it, but if someone offered me enough - and it would<br />

have to be over five grand - I'd sell it, even though<br />

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Chertsey 67671<br />

Southern Classics Limited<br />

Chertsey Mead Garage<br />

Bridge Road, Chertsey<br />

tzu7,<br />

ZJMZMZT<br />

Urrivalled Personal Seruice on all 246<br />

Dino/Engined cars. Our specid cams from<br />

stock, "Autocar Road Tesl Available".<br />

Specialities for the winler months include<br />

complete swpension rebuilds, with roseiointed<br />

suspension conversion to suit<br />

FUPZRacing tyres.<br />

Unil8, The Old Swan Laundry<br />

Bromham, Bedford<br />

Tel. 0234-857251 I 7 <strong>12</strong>331<br />

WE(:AN MAKE YOUR \d/<br />

T.'ERRARI HANDI.E EVEN BE'I"|LR \./<br />

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For too long now I have slowly been piecing together<br />

what should be the definitive history of BRM. It's<br />

been a long and painful business partly because so<br />

much of the BRM story is one of barely relieved<br />

failure. The quality of the men and the material was<br />

never in doubt, but much of the management . .<br />

and the thinking . . well, that's quite some srory,<br />

and a difficult one to tell. But today BRM seems to<br />

attract starry-eyed nostalgics and dismissively bitter<br />

detractors, with nothing much in between.<br />

In many ways BRM was an 'in-between' teaml<br />

after taking ten years to win their firsr Grande<br />

Epreuoe, their reign during the l7z-litre Formula<br />

years from their successful season of 1962 to 1965<br />

really showed BRM at its best - the strongest overall<br />

team in Formula I racing, with nary a weak link in<br />

the chain. The spaceframe P57 cars with BRM's<br />

high-revving V8 engine and their own brilliantlyeffective<br />

transmission won the \9orld Championship<br />

in 1962, and could be beaten only by Jimmy Clark<br />

and Lotus in 1963. The monocoque P6l Mark 2 cars<br />

which followed gave Graham Hill more<br />

Championship points than any other driver in 1964,<br />

but he scored in too many races. He had to shed some<br />

points from his'poorest' performances at the end of<br />

the season, and that left John Surtees and Ferrari<br />

with a one point advantage, and the title.<br />

In 1965 BRM were again runners-up in the<br />

Constructors'Championship to Clark's Lotus. To be<br />

second in such company was no disgrace, to be<br />

runners-up in the World Formula I Constructors'<br />

Championship in three successive seasons after<br />

winning it outright in L962 was an achievement of<br />

remarkable, enduring competitiveness; a level of<br />

attainment which very few Grand Prix teams have<br />

ever managed to sustain.<br />

Among these lZz-litre cars, the monocoque P6l<br />

Mark 2 - or 'P261' as rhey became known -<br />

epitomised BRM's Rolls-Royce-inspired standards<br />

68<br />

The BRM PGI was not only one of the most beautiful racers ever made,<br />

it was also one of Bourne's most successful, as Doug Nye recalls<br />

of design, construction and continuous<br />

development. In later years, when Mike Spence left<br />

Lotus and ioined BRM, he tested one of the 3-litre<br />

Hl6 cars at Kyalami. His instant impression was<br />

"It's like the difference between driving a Rolls-<br />

Royce and driving a Ford. The only trouble is that<br />

the Ford's quicker . . . !". That didn't really apply to<br />

the P26l.<br />

Colin Chapman of course had introduced the<br />

modern 'monocoque' stressed-skin chassis theme to<br />

Formula I in 1962 with his epochal Lotus 25. Tony<br />

Rudd, BRM's Chief Engineer, looked towards<br />

achieving similar advantages in stiffness, strengthfor-weight<br />

and relative simplicity where weaving fuel<br />

tanks around frame tubes were concerned, with the<br />

moie truly monocoque P6l experimental car of 1963.<br />

BRM'sfirBtmon(rcoque<br />

This machine was actuallv of hybrid construction,<br />

with a stressed-skin forward nacelle mated to a<br />

tubular frame supporting the V8 engine and rear<br />

suspension. l7hereas the Lotus 25 family used socalled<br />

'bath-tub' monocoques, open-topped<br />

structures with two stressed-skin side booms linked<br />

by a stressed floor pan and intermediate bulkheads,<br />

the new BRM was more purely 'single-shell' as the<br />

name suggests; in effect a double-skinned alloy tube<br />

with a hole in the top just big enough for the man to<br />

climb in, a hatch above his shins to give access to the<br />

steering and pedals, and fuel bags lining either side.<br />

The engine support structure was a complex<br />

framework of tubes which could be quickly detached<br />

for maior work. The engine itself was unchanged and<br />

was matched to a new Alec Stokes-designed sixspeed<br />

P62 transaxle introduced that year. The rear<br />

suspension was almost identical to that used on the<br />

spaceframe P57s but to reduce drag the coil-spring/<br />

damper units were moved within the 'bodywork'<br />

section, their upper ends meeting on the steel<br />

subframe and being operated at their lower<br />

extremities by long pushrods attached to the lower<br />

wishbones.<br />

The new front suspension was entirely different,<br />

following Lotus in using top rocker arms to acruate<br />

inboard coiVdamper units. In order ro minimise<br />

frontal area, the upper rocker arm entered the body<br />

below the level at the top of the spring, actuating it<br />

through a link system. Lower location was by widebased<br />

wishbones, the forward member being<br />

streamlined to restrict drag. The front end of the car<br />

was jam-packed with this suspension sysrem,<br />

radiators, anti-roll bar and links, battery and rackand-pinion<br />

steering. The bodywork consisted merely<br />

of a riny nose cowl with Dayglo orange air intake<br />

surround and a tail cowling to make the gearbox<br />

decent.<br />

Graham Hill drove the new car for the frst time at<br />

Zandvoort in practice for the 1963 Dutch GP but<br />

opted to race his trusty P57 instead. The car covered<br />

91 miles, but Graham elected to race it at Rheims in<br />

the following French GP. He qualified second fastest<br />

on the front row of the grid but was penalised for<br />

receiving a push-start in the race. He finished third,<br />

but opined that the car "feels as rhough it's got a<br />

hinge in the middle . . . ". After much testing the car<br />

didn't race again until the Italian GP in September,<br />

where Graham again qualified second and led on<br />

many occasions during a hectic slipstreaming race,<br />

but after retiring with clutch failure was only<br />

classified'16th'. The unloved hybrid chassis '6ll'<br />

was not raced again.<br />

I joined the staff of Motor Racing magazine as a<br />

wildly enthusiastic l8-year-old straighr from school<br />

in <strong>December</strong> '63, and later that month, loy of loys,<br />

was taken along to the BRM press visit ar Bourne.<br />

Apart from being mistaken for Chris Amon - very<br />

odd, all these strange imporrant people pumping my<br />

hand and saying "Hello Chris, how decent of you to<br />

Ct.Rsstc aNo Spon'rscan. Ducr:Msrr <strong>1982</strong>


come!" - I felt like a kid set free in a toyshop. The<br />

P6l was there, gutted, about to be iunked, and the<br />

revised full-monocoque construction P6l Mark 2s<br />

were on the stocks. During 1964-65 they performed<br />

fantastic service and I look upon them today as the<br />

most covetable of all BRM's designs; that's not to<br />

denigrate the Vl6s and P25s and Vl2s- it's merely a<br />

sub-conscious product of the time at which I became<br />

'involved'. I can't help it. I was born too late.<br />

The P26ls, as they became known, differed from<br />

that unfortunate prototype in having monocoque<br />

horns extending either side of the engine and doing<br />

away with the old tubular subframe. Rear suspension<br />

was altered to a conventional outboard coil/damper,<br />

twin radius rod system, scrapping the inboard<br />

springs arrangement of'63. Rudd had been working<br />

furiously with his engineers to complete an in-vee<br />

exhaust V8 ready for the new car, but the necessary<br />

modified heads were not proven in time and so<br />

standard outside exhaust engines had to be used.<br />

This meant hacking tunnels through the lovely<br />

monocoque horn panels to allow the manifolding to<br />

pass through.<br />

A crash at Snetterton<br />

The 1964 Formula I season commenced at<br />

Snetterton on March 14,1964 and anybody who was<br />

there will recall how wet it was. Pakamac pockets<br />

filled overflowing to the brim as the rain bucketed<br />

down, seagulls coughing earthbound into the mist.<br />

Graham drove'26<strong>12</strong>'with l5in wheels, loved it, led<br />

for seven laps then crashed mightily after<br />

aquaplaning off on the straight - the car hurtling<br />

straight over the head of Daily Mirror photographer<br />

Arthur Sidey, leaving him with a memorable action<br />

study of the latest BRM's underside. The poor car<br />

was destroyed, irreparably distorted. Thereafter<br />

Graham would umph and grumph about succeeding<br />

P26ls - "It's good, but we've got a lot ofwork to do<br />

to make it as good as that first car . . "<br />

ln '2613' on the latest wide-tread Dunlop l3in<br />

tyres Graham led from the start at Goodwood only for<br />

the rotor arm to break two laps from the finish.<br />

Team-mate Richie Ginther rolled his car in practice<br />

for the Aintree '200' in which Graham was placed<br />

second in '2614'behind Brabham on its debut.<br />

'Baffo'- 'moustache'- as the Italian d/osi call Hill,<br />

was second rn'2614' in the International Trophy,<br />

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Graham Hill receiaes a rather cuious pit signal on the seoenth lap of the BelgianGP in P6l l5's jirst eoent<br />

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ClassrcaNo Snon rscan, Decnueen <strong>1982</strong><br />

69


again beaten by Brabham, but he won at Monaco<br />

from Richie, second in '2613' - a terrific BRM l-2<br />

now all too often forgotten by the team's detractors.<br />

These two cars '2614' and '2613' driven by Hill<br />

and Ginther were fourth and eleventh at Zandvoort,<br />

then Graham took over the new '2615' at Spa and was<br />

fifth, behind Richie in '2613'. The old '2614' became<br />

Graham's spare. At Rouen, France, Graham's'26I5'<br />

was second and Richie fifth; at Brands Hatch<br />

Graham's tactics in'2614'were awry and he allowed<br />

Clark to beat him. Richie was eighth. At Solitude,<br />

outside Stuttgart, Graham shunted '2615'in the rain,<br />

while at the Ntirburgring his '2614' was second,<br />

Richie's regular'2613' finishing seventh. At Zeltweg<br />

'2615'broke its distributor drive (in engine'5624')<br />

but Richie was second in a car-breaking Austrian GP.<br />

Graham's '2615' with the new in-vee exhaust engine<br />

('5627' with new heads) destroyed its clutch before<br />

the start at Monza while Richie was 4th . . .<br />

Another new car, '2616', was built-up for the US<br />

and Mexican GPs and Graham won handsomely at<br />

Vatkins Glen in it, Richie's '2615' finishing fourth.<br />

In Mexico Richie was eighth and Graham eleventh<br />

after challenging for the Championship until Ferrari<br />

number two Lorenzo Bandini nudged him, exhaust<br />

tail-pipes-first, into the outside barrier at the hairpin.<br />

fhis incident cost Graham and BRM the lVorld<br />

titles, Jimmy Clark and Lotus lost them on the last<br />

lap as an oilJine let go, and John Surtees inherited<br />

them for Ferrari . . . It was the most sensational<br />

finish ever to a Formula I motor racing World<br />

Championship, Las-bloody-Vegas and its hotelcasino<br />

promoters paling into kitsch-ghastly<br />

insignificance. . .<br />

Anewidentity<br />

Car'2614' with engine'5628' and gearbox'62/6'<br />

was subsequently tested for 1021 miles at Riverside,<br />

California in Richie Ginther's last engagement for<br />

BRM before joining Honda. His place was taken by<br />

Jackie Stewart in 1965. '2615' was subsequently<br />

crashed heavi-ly in practice for the French GP at<br />

Clermont, by the Londoner. The story goes that this<br />

damaged chassis was rapidly replaced by a spare<br />

which assumed '2615's' chassis numbering and<br />

necessary documentation. The distorted tub was<br />

subsequently rescued and rebuilt as a complete car,<br />

evidence of its veracity including holes drilled in the<br />

outer skin on either flank where sub wings ti /c March<br />

70 I - if rather shorter in chord - were tried in testing<br />

during that season. The car was sold to BRM<br />

collector John McCartney, thence to Mike Harrison.<br />

During the final season of lt/z-litre Ft in 1965,<br />

'2615'was fifth at Brands Hatch. second ar<br />

Goodwood, and fifth at Spa driven by Hill. '2616'<br />

was third in South Africa, first for Graham's hattrick<br />

at Monaco, fifth at Clermont, second at<br />

Silverstone, fourth at Zandvoort, second at the<br />

Niirburgring, second at Monza and first for another<br />

BRMiHill hat-trick at Watkins Glen. A brand-new<br />

car , '2617' , had been specially-built for John Young<br />

Stewart's introduction to Formula I as a fullyfledged<br />

works driver, and his stunning maiden<br />

season in it included a sixth in the South African GP,<br />

second at Brands, pole position, but tenth place, at<br />

Goodwood, victory at Silverstone's International<br />

Trophy meeting, third at Monaco, second at Spa,<br />

Clermont and Zandvoort, fifth in the British GP, and<br />

the first of his record 27 Fl Championshipqualifying<br />

GP victories at Monza in the Italian GP,<br />

where Graham's sister car was second - outfumbled<br />

near the finish.<br />

The cigar-like P26Is raced on in 2-litre V8 Tasman<br />

form as works entries in the New Zealand and<br />

Australian series of 1966-68, and'2617' and '2616'<br />

were first and third respectively in the '66 Monaco<br />

GP for Stewart and Hill.<br />

As I said, during the mid-sixties the BRM works<br />

team was a truly front-line operation, without a weak<br />

link in the chain. The P26l series was its finest<br />

creation.<br />

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BRM mgine and (inset) Hillin practice for the BitishGP, 1964<br />

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P61I/ Written otf at Spa in 1 966 in<br />

Jackie Stewart's famous accident<br />

7U Cla.ssrc irNr> SponrscAR, DECEMB$R <strong>1982</strong>


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So for 1983, down comes Samba's top and<br />

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Cabriolet comes well supplied with all th<br />

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Her 1360cc overhead camshaft engine<br />

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A $speed gearbox is standard, as are allc<br />

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Safety comes as standard too;the high<br />

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SAMBA CABRIOLET: *0-60 MPH:<strong>12</strong>.4 SECS TOPSPEED:994 MPH (MANUFACTURER'S FIGURES).tOFF|C|AL DoE FIGURES: ATSTEADY 56 MPH -514 M


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(5'5 L/IOO KM). AT STEADY 75 MPH -39 2IVIPG (7.2 L/1OO Km). URBAN DRIVING_33 6 MPG (B 4 L/IOO Km) ALL DETAILS CORRECT AT TIME OF GOING TO PRESS.


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cockpit is d snug fit but<br />

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controls dre petfectly laid out. The seat is oery comfortable<br />

rffilie Green turns back the clock to the days when formula I was fiur,<br />

by driving an immaculate PGI<br />

This is going to be one of the most difficult track<br />

tests I have written for Classrc AND SPoRTSCAR.<br />

Not because we had maior problems during the<br />

test, nor even that inclement weather spoilt<br />

matters. It is diffrcult simply because the BRM P6l<br />

is just so undramatic.<br />

Doug Nye has chronicled the history of the<br />

species in the preceeding pages, but to start with<br />

I'll just briefly list the racing history of Mike<br />

Harrison's P6l/5.<br />

Its first race was at Spa in Belgium in June 1964,<br />

when Graham Hill drove it to a fifth place finish.<br />

At the end of the same month it achieved its finest<br />

placing, when Graham took it to second in the<br />

French GP. For the British GP in July it was used<br />

as a practice car by Graham, and the week after !e<br />

crashed it at the GP der Solitude in Germany- He<br />

retired in it at Austria a month later, and then it<br />

was used as a practice car for the Italian GP in<br />

September. Richie Ginther took it over for the last<br />

two GPs of the season, finishing fourth in America<br />

and eighth in Mexico.<br />

Practice car for Hill<br />

For 1965, Hill used it as a practice car most of<br />

the time, at Brands in March, Goodwood in April,<br />

Silverstone in May (when Jackie Stewart practised<br />

in it too), and at Monaco at the end of the same<br />

month. At the Belgian GP (held, one suspects'<br />

rather worryingly for superstitious drivers on the<br />

13th) Graham finished frfth. Finally it was<br />

comprehensively crashed during practice for the<br />

French GP by Graham, and honourably retired<br />

from the team.<br />

When I drove it, the car had only competed in<br />

one race after a total rebuild. Mike Littlewood took<br />

it to a win at Donington in the HSCC Villhire Pre-<br />

'65 single-seater race in July. 'i(ith relatively little<br />

mileage under its belt, it still needs a bit of sorting<br />

- but only a little. I reckon a day's track work<br />

(which could include setting it up for driver<br />

preferences) is all that is needed, and after that it<br />

should be one of the most competitive single<br />

seaters in the historic scene.<br />

But to the car itself. You have to admit that it is<br />

one of the most beautiful racing cars ever built.<br />

SIim, clean-lined, it looks, as someone put it, like a<br />

cigar tube on wheels. In action, it's more like a<br />

bullet on wheels!<br />

In general the cockpit is a snug fit but the<br />

controls are perfectly laid out. The seat is very<br />

comfortable but personally I preferred a more<br />

upright stance: a bit of foam padding behind my<br />

head cured that. Part of the side screens had been<br />

removed at the behest of owner Mike Harrison,<br />

but were I to drive it in a race I would have them<br />

replaced, since my head was being buffeted on the<br />

faster straights, which is tiring.<br />

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It's more years than I prefer to remember now<br />

since I first iat in front of a l%-litre BRM engine,<br />

and that was in a Chevron B5 (@S' June). I know<br />

I'm repeating myself, but I'll say it again: that<br />

engineis a pirfect little iewel. Once we'd cleared a<br />

phig problem, it iust sang along. It's as smooth and<br />

,r.iuiet as you could wish for. It starts instantly,<br />

idles without lumpiness, and is untemperamental<br />

at low speeds. It begins to pull strongly from -about<br />

6000rpm, and is 'on song' by 6500-7000rpm'<br />

screaming powerfully up to 9000rpm, which is<br />

what I wai pulling on Hangar Straight and up<br />

through Abbey on Silverstone's full GP circuit.<br />

A 2100rpm'rev band may not sound like a wide<br />

power spread, but you have a six-speed gearbox-a.s<br />

well, so it's not too difficult to keep it on full<br />

power. The change for the BRM 'box is a bit stiff'<br />

It looks lihe a ctgar onwheels it'smore lihe a onwheels<br />

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and you have to be deliberate about your changes'<br />

It's not an electric switch type of change, but it is<br />

quick and positive. I cannot remember anything<br />

about the foot controls, which is always a good sign<br />

- it means that they are working properly.<br />

Vhen I said thecar was undramatic I was really<br />

talking about the handling. The period b..,-Y9tn<br />

1959,-when the Dino was competitive, and.1964,<br />

when this BRM appeared, saw some significant<br />

changes. There was the reduction in engine size to<br />

l%-litres for a start, but much more important was<br />

the wholesale change-over to mid-enghed designs<br />

and - possibly of lqual importance - the rapid<br />

growth in tyre widths.<br />

Steering light and resPonsive<br />

If I've done my sums correctly, this means-that<br />

tyre widths were up by 30 per cent,.weight down<br />

by roughly the same amount. This in turn led to<br />

cornerilng'forces up by 50 per cent and therefore<br />

speeds u-p by 20 per cent. Thus, even -with<br />

onl;<br />

l%-litres, and - what? 200bhp? - the BRM corners<br />

very rapidly indeed.<br />

At th. ti..t of the test the car was a bit skittish'<br />

but a slight adiustment to the rear roll bar cured<br />

that. t kiow I like oversteer, but with something<br />

like the BRM the more tidy you are the quicker<br />

you are.<br />

" iou ca, make it oversteer, but lifting off scrubs off<br />

the speed and brings you back on line again - it's-very<br />

easy to catch. - The P6l slides beautifully,<br />

predictably, neutrally, and - as I've said - without<br />

d."m". Th..teeringis light and responsive, and the<br />

combination of all ihese factors make it one of the<br />

best handling cars I've ever driven' The brakes, too,<br />

are fantastic, again displaying no quirks.<br />

That superb engine, the predictable<br />

controlability, the sheer lack of fuss about the P6l,<br />

add up to a car that is sheer magic' I must<br />

mention, too, that Hall & Fowler, who prepared<br />

the car, have done an immaculate iob - the photos<br />

don't do it iustice.<br />

The P61 is a time machine. As Doug Nye has said,<br />

it was a truly great car, and it took me back to the<br />

dayswhenFormulalwasfun... E=<br />

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CursstcaNpspolrsc,rn,Drcei*srr <strong>1982</strong>


I<br />

Innes concentrates hard as he takes his Lotus to a third place in the Bitish GP in I 960<br />

d<br />

Inwhich Innes lrelandrecalls some of the more<br />

entertaining moments in his racing career<br />

'Those were the days.' How many times have we<br />

heard that expression? As many times as there have<br />

been eras of racing drivers, I suppose, and for each<br />

soul who utters it, it is true. For his era is the one in<br />

which he was deeply involved, for him it was the<br />

important one. In my case that era spanned the years<br />

1959 to 1966 if I confine myself to Grand Prix rating,<br />

l956to l967ifldon't.<br />

Often referred to as rhe halcyon days of Brirish<br />

motor sport, this era saw the emergence of British<br />

cars and British drivers as a force to be reckoned<br />

with. It all began with Tony Brooks' victory in the<br />

British Grand Prix of 1957 driving a Vanwall.<br />

The meaning of 'halcyon'<br />

Used as an adiective, the word 'halycon' means<br />

'calm'. As a noun it means 'a bird fabled by the<br />

ancients to breed in a floating nest on rhe sea at winter<br />

solstice, and to charm wind and waves into calm for<br />

the purpose.' Thinking back to the manner in which<br />

some races were won, and indeed the final race ofthe<br />

1964 season which gave John Surrees his<br />

Championship, I feel the description 'calm' to be<br />

tairly inept. But perhaps the users of the word<br />

concern themselves with the Latin for it is a<br />

derivative of the Greek word 'alkuon' meaning<br />

'king{isher'which, as we all know, is a very beautiful<br />

bird. For this reason the use of the word may be<br />

valid, for certainly there were a lot of very beautiful<br />

birdsaroundatthetime. . .<br />

I was dining with one of rhem one evening of<br />

practice for the 1963 French Grand Prix at Reims.<br />

Under the glittering chandeliers of the Lion d'Or's<br />

magnificent dining room I felt I was doing a grand<br />

iob of impressing this lady, casually sending back at<br />

least two bottles of a priceless 1947 Gevrey<br />

Chambartin under the pretext of being corked or<br />

undrinkable for some other reason. Finally we came<br />

to that part of a meal devoted to intelligent<br />

conversation over coffee and Drambuie when I was<br />

really going to lay on the charm when a young fellow<br />

and his wife entered the room. Looking uncertainly<br />

about him he spotted me and, coming to the rable,<br />

Cl,rssrc rNo Spon rsc,ln. DrcE,r{sen I982<br />

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asked if they might ioin us. Frankly this was the last<br />

thing I wanted at this nnment citique of the evening,<br />

but being ever polite and considerate, particularly to<br />

a fellow Scot, I said: 'Of course, we'd be delightedl'<br />

The fellow Scot was, of course, Jackie Stewart,<br />

then an up-and-coming driver engaged in Formula 3<br />

racing. He proceeded to inform me that he had been<br />

offered a contract for the following season and<br />

wished to know how much money he should ask of<br />

this company, how much from rhar one. Finally I had<br />

to draw the line, rather vaguely telling Jackie that I<br />

really didn't have the first idea how to advise him for<br />

I had never asked a single penny from anyone. I'm<br />

not sure how the conversation went thereafter.<br />

Eighteen months later Jackie was to have the first<br />

of three seasons with BRM where he learned a great<br />

deal, particularly in 1965 and 1966, from the BRM<br />

number one, Graham Hill, before going on to win his<br />

three Championships in the era that was to follow.<br />

I mention this incident to underline two rhings -<br />

the years in question were the most successful for the<br />

BRM team during which they provided the means<br />

for one driver to become l0forld Champion and<br />

schooled another who was to emerge as such in a<br />

totally different era - the world of high finance and<br />

sponsorship.<br />

Followers of today's Grand Prix racing will have<br />

read ofthe vast financial investment in the sport, the<br />

enonnous sums of money paid to drivers for their<br />

services. They may have read of how Colin<br />

Chapman's iet helicopter is ferried from one circuit<br />

to the next to meet him at the nearest airport to take<br />

him to his hotel from whence he uses it to commute to<br />

the track. ttr(ith all this money floating about there is<br />

tremendous outside pressure on the drivers to justify<br />

their existence, albeit a pressure partially selfinduced.<br />

Happily those pressures didn't exist when I was<br />

racing and for me, at least in the beginning, it was all<br />

lust good fun. But there's one thing we all had in<br />

cornmon with the drivers of today. Vhen the flag<br />

dropped, we drove our hardest to win.<br />

A far greater feeling of comaraderie existed than<br />

that which prevails today, that feeling extending<br />

from the team boss to the mechanics, for in the team<br />

there was a sense of belonging. In the early days of<br />

Team Lotus I sometimes iourneyed to the circuit in<br />

the transporter with the mechanics, one such trip<br />

being in 1959 to Roskilde 'Ring. The 'works<br />

transporter' was a vastly different affair to the huge<br />

f70,000 articulated vehicles of today, being a<br />

forward control l5cwt Ford van chassis which was<br />

elongated with a flat platform body to carry a car.<br />

Below the platform were various lockers for spares<br />

and the cab was extended to carry five people. A<br />

tweaked-up Zephyr engine had been Iitted which<br />

kept on breaking the gearbox until this unir was<br />

exchanged for an old Alvis one with crash gears.<br />

Transporter troubles<br />

Driving back from the race to catch the boat - as<br />

usual we were late - I was at the helm going flat out. I<br />

felt a slight swerve, then a distinct pull on the<br />

steering. Thinking I might have a tyre going soft I<br />

glanced in the rear view mirror to see one of the rear<br />

wheels protruding well our ro rhe side and gradually<br />

coming out further. Just before it came off<br />

altogether, I got the thing stopped only to find our<br />

iack didn't have sufficient strengrh ro lifr up the axle.<br />

rVe finished our iourney on the back of a vast<br />

recovery vehicle, frantically egging on its driver to<br />

greater speed.<br />

After this episode Colin felt rhar the worrhy<br />

machine was incapable of getting the two works cars<br />

to Monza for that year's Italian Grand Prix, and<br />

knowing that I had a four-wheeled double decker<br />

trailer for my sports and Formula 2 cars he asked if I<br />

would take the two Fl machines while the dreaded<br />

transporter carried the spares. As my starting money<br />

amounted to today's equivalent of a carton of<br />

cigarettes I happily agreed thinking at leasr my<br />

personal transport costs would be covered.<br />

Going south we travelled in convoy and I<br />

remember stopping at the Italian frontier going down<br />

the steep decline of the Simplon pass. Eventually the<br />

truck came in sight, engine screaming at high revs on<br />

the overrun, going quite slowly. Suddenly<br />

remembering that one of its little foibles was that the<br />

brakes soon became useless after a spot of work I<br />

realised that it was unlikely to srop ar the barrier.<br />

Already I could see smoke rising in clouds from each<br />

corner. !flith my companion, I rushed uphill towards<br />

it throwing rocks under the wheels to slow it down by<br />

degrees until a rather pale Jim Endruweit could steer<br />

it gently into the bank. The only other incident was<br />

when one of the wheels of my trailer overtook me on a<br />

fast stretch ofroad, bounding offinto a cornfield.<br />

The maddening thing was that Team Lotus would<br />

pay only for the trailer's fare across the channel, Mr<br />

Chapman explaining that since I was driving to<br />

Monza anyway I could jolly well pay for my own<br />

petrol. He didn't even appreciate the fact rhat my<br />

ffi<br />

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" lVhat, no scotch?" - I nnes celebrates a I 960 win<br />

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Reimsl96l .Bagheni, uhimate winner in the F err ai, le ad s nnes andJ imClarh, bothin Lotus 2 I s.<br />

was Innes' last seasonwithTeam Lotus<br />

crossed up - a rypical lreland coraeing attitutde in a DB4 GT Those bales look close<br />

fuel consumption was doubled pulling the trailer!<br />

I ran out of brakes in the Lotus four times that<br />

year, and Monza was one of them. In the early stages<br />

of the race I was catching Harry Schell in his BRM,<br />

finally deciding to overtake him under braking going<br />

into the Parabolica. I made my move on his inside<br />

and after getting by, went for the brakes. The pedal<br />

flopped straight to the floor, and nothing much else<br />

happened. Pumping the pedal furiously I changed<br />

down through the gears and, entering the corner far<br />

too fast, started to spin. Somehow I managed to spin<br />

all the way around the corner and each time I faced<br />

backwards there was Harry looking for some way<br />

aroundme.<br />

A rapidbrd


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cldssie start to d classic race - Innes (l 5) heads a line-up ofFertais, whileJinClark(2) mahes an absolute flyer of a start. In spite of a technieal rule infingemcnt, Innes<br />

on to<br />

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Aftn leavingTeamLotus,Innes drooefor UDT-Laystall. Hercheisintheir Lotus l9<br />

lVe were racing at Silverstone one day when<br />

Graham came up and asked if I could fly him to<br />

Rouen that evening as he was entered to drive John<br />

Coombs' Formula 2 car the following day. Having<br />

nothing better to do, I agreed and at about five<br />

o'clock, in company with Bette, we climbed aboard<br />

the Bonanza and headed for Gatwick to clear<br />

customs. By 7.30pm we were checking into a hotel in<br />

Rouen which greatly impressed Graham. Apart from<br />

the time element he appreciated the convenience of a<br />

light aeroplane.<br />

A dedication from Graham<br />

I have a copy of Graham's book L/e at the Limit<br />

given to me by the author and scribbled in front in his<br />

abominable handwriting the dedication ends "for<br />

introducing me to so many things!!!?" I can't think<br />

what the other things were, but cenainly one ofthem<br />

was private flying.<br />

After the Rouen trip I flew Graham and Bette to<br />

most of the races until {inally he bought his own<br />

plane which, years later, so tragically carried him to<br />

his death. On outbound trips, while I had my head<br />

buried in the 'office'working out headings and ETAs<br />

Graham would do the steering which he greatly<br />

enjoyed. But on return journeys I had to do it all, for<br />

Graham, in his methodical, dedicated approach to<br />

his racing, was writing down in a notebook every<br />

single change he had made to his car in practice<br />

together with lap times and his comments.<br />

In another notebook he would record the punch<br />

line of any jokes he had heard over the weekend,<br />

which served him so well to liven up the after-dinner<br />

speeches for which he was so famous. It wasn't until<br />

years later I was told that, upon coming in to land,<br />

Bette would huddle in her back seat, clasp her hands<br />

and say over and over: "God keep us safe, God keep us<br />

safe!" I often wondered why my landings were so<br />

smooth!<br />

The more light-hearted side of life was when we<br />

would compete in the World Championship events<br />

for Sports and GT cars. rVhile we were just as serious<br />

Clrsstr:,rNo Sprlrrs


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78 CL,lssrc,rNn SponrscAR. DECEMBER <strong>1982</strong>


I<br />

l-,<br />

|l<br />

The Leidart, withits FordVB mgine and light, sporting chussis, could almost be called a thirties Morgan Plus 8<br />

Ponteftact hotcalrc<br />

An Anglo-American hybrid of the thirties,<br />

the fate of the Pontefract-built Leidart is amystety,<br />