EAGLE E-TYPE FIRST DRIVE OF THE 1M SPYDER GT

5.00 | ISSUE 165 MARCH 2017

CLASSIC & PERFORMANCE CARS

MONTE CARLO WINNING RESTORED: LOLA GT

Prototype that inspired GT40

HOW TO BUY A 250 GTO

The secret world of $50m sales

CLASSICS TO OWN IN 2017

Flat-out with Sandro Munari & his 1977 team Citron Ami to Porsche 911 GT3

OUTLAW AURELIA
MCRAES CHEVETTE
DAYTONA PROTOTYPE
JAGUAR E-TYPES from EAGLE
For the worlds most spectacular choice of cars currently for sale, ranging from original low mileage classics, to our uniquely upgraded,
sports equipped examples, including the Speedster, visit our website www.eaglegb.com or call +44 (0)1825 830966
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Appreciate the Difference
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International Classic Car Challenge
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Genieen Sie vier intensive Tage auf den historischen Straen von Mathilde von Canossa, Knigin Italiens whrend des XII. Jahrhunderts.
Freuen Sie sich auf die perfekte Verbindung wunderschner Autos mit fahrerischer Herausforderung, touristischen Highlights, gastronomischen Genssen und stilvoller Entspannung.

www.gpcanossa.it
 Issue 165 / March 2017

CONTENTS
ID NEVER SO MUCH
AS SAT IN A RALLY
CAR UNTIL I WAS
30 YEARS OLD
JIMMY McRAE AND
CHEVETTE HSR
Page 142

7
 Issue 165 / March 2017

CONTENTS

FEATURES
SANDRO MUNARI
AND HIS LANCIA STRATOS
Page 64
With the 1977 Monte Carlo Rally winner, the car
he drove and the team that made it possible
104
HOW TO BUY A FERRARI 250 GTO
Page 82
Theres one for sale right now

EAGLE SPYDER GT
Page 86
Examining Eagles latest reimagined E-type

RALLY OF THE INCAS

Page 94
Epic 6000-mile escapade in South America
116 94
LOLA GT
Page 104
50-year restoration of the GT40s inspiration

PEUGEOT 205 RALLY CAR

Page 116
Back on the gravel after a 25-year hibernation

FERRARI DAYTONA PROTOTYPE

Page 124
Leonardo Fioravantis flight of fancy made real

LANCIA AURELIA OUTLAW

Page 130
A whole new attitude for Italys graceful GT

THE OCTANE INTERVIEW

Page 142
Jimmy McRae reunited with a Chevette HSR

PRESIDENTIAL CITRON
Page 148
124 At the lyse Palace with De Gaulles DS

9
 Issue 165 / March 2017

CONTENTS
REGULARS
NEWS AND EVENTS
Page 20
Cars to buy this year; BMWs centenary
celebrated; AMG GT R and Bentley tested

COLUMNS
Page 51
Monthly missives from Jay Leno, Derek Bell,
Stephen Bayley and Robert Coucher

GEARBOX
Page 58
20 TVs multi-talented motor restorer Ant Anstead

LETTERS
Page 61
Reader discovers last De Tomasos in restoration

OCTANE CARS
Page 158
Mark Dixon is reunited with his old rally Rover

GONE BUT NOT FORGOTTEN

Page 170
46 170 Artist who brought colour to cars, Paule Marrot

ICON
Page 172
Keeping campers in hot tea: the Primus stove

CHRONO
Page 174
How Omega has touched the lives of so many

PLACES TO GO
Page 176
166 A private museum hidden away in Albuquerque

BOOKS, PRODUCTS, MODELS

Page 178
Read it, use it, gaze at it, covet it, need it

THE MARKET
Page 187
Auction news, previews, star buys and advice

DAY IN THE LIFE

Page 274
178 180 Joel Baker, restorer of giant Mufer Men

10
 TOURBILLON G-SENSOR RM 36-01
SEBASTIEN LOEB

RICHARD MILLE BOUTIQUES

Didier Gourdon

GENEVA PARIS LONDON MILAN MONACO MUNICH

ABU DHABI DUBAI DOHA BEIRUT

www.richardmille.com

MARK DIXON
EDITORS WELCOME
Waiting for our
star cars
WE LOVE IT when a plan comes together.
Back in August last year, deputy editor Mark
Dixon and I latched onto two fantastic but very
different cars that we just had to feature in the
pages of Octane but weve had to wait this
long to be able to do so.
At The Quail, A Motorsports Gathering, we
saw the just-about-finished Lola GT and knew
immediately that wed found the winner of the
Octane Editors Choice award. The car looks
amazing, as youll see on pages 104-114, but
its the human side the former Shelby
factory race driver waiting 30 years to start the
restoration that really makes the story. Our
photoshoot took place at the very first test-run
of the completed car.
At the McCalls Motorworks Revival event,
a crowd had gathered around a roof-chopped
Outlaw Lancia Aurelia. We knew of the car
but hadnt seen it in the metal; when we did, we
were blown away. Outlaw tends to be more
associated with West Coast Porsche 356s but
the Aurelia was built in the UK, inspired by
the factorys race cars. It sounds contentious
but the reaction to it at the Jet Center was
overwhelmingly positive. Once again, were
finally in a position to show you the finished
creation; see what you think, on pages 130-140.
12
Issue 165 / March 2017
While on the subject of long waits, how
about the owner of the Peugeot 205 rally car on
pages 116-121. He bought it new, rallied it,
blew the engine to smithereens, sold it in
pieces and then 25 years later happened to
see it for sale in exactly the same condition.
What could he do but buy it back, restore it and
then start a rally series especially for the 205?
And lets drag this tenuous theme out to one
more feature car, the cover-star Lancia Stratos,
which won the 1977 Monte Carlo Rally in the
hands of Sandro Munari. A full 40 years on, we
managed to bring together car, driver, co-driver
and mechanics for an emotional reunion.
But it is not really the car itself, more the
magical memories it brings back, said Munari
and who are we to argue. Were just delighted
that the plan worked out so well.
David Lillywhite,
Editor
FEATURING
STEFAN SAUER
MASSIMO DELB
In 1977 I was eight years old, playing
with an Alitalia-livered Lancia Stratos
model. To celebrate the 40th anniversary
I brought together the 1977 Monte Carlo
Rally-winning Stratos, the team that worked
on it and driver Sandro Munari himself.
Its a childhood fantasy come true.
Turn to pages 64-80 for the full story.
EVAN KLEIN
I truly felt privileged to be photographing
the Lola; it played such an important
part in history, as well as being a beautiful
machine. It was a warm desert day, we had
the track to ourselves and, when the owner
fired it up for the first time, the thing roared
and my camera clicked away. Perfect.
The Lola GT is featured on pages 104-114.
GERARD BROWN
When Im covering an event lasting a month
or more its a marathon, not a sprint. Early
starts and late finishes are part of it. Long-
distance events for old cars are a challenge
for all involved but they bring out the best
in man, machine and photographer.
See Gerards stunning photographs of
the Rally of the Incas on pages 94-102.
Important Sports, Competition ENQUIRIES
and Collectors Motor Cars +44 (0) 20 7468 5801
ukcars@bonhams.com
Sunday 19 March 2017
Chichester, Sussex 1961 JAGUAR E-TYPE SERIES 1
FLAT FLOOR 3.8-LITRE ROADSTER
Chassis no. 850151
160,000 - 190,000

ENTRIES NOW INVITED

bonhams.com/motorcars
 Issue 165 / March 2017

NEXT MONTH EDITORIAL

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now back on the road EDITORIAL ASSISTANCE

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1961 FERRARI 250 GT SWB BERLINETTA
Coachwork by Scaglietti; Chassis no. 2639; Ferrari Classiche Certied

1928 BENTLEY 4-LITRE LE MANS SPORTS BOBTAIL

Coachwork by Vanden Plas; Chassis no. KM3088

1971 FERRARI 365 GTB/4 DAYTONA BERLINETTA

Coachwork by Scaglietti; Chassis no. 14115

1937 BUGATTI TYPE 57S CABRIOLET;

Coachwork by Vanvooren;
Chassis no. 57513

The renowned ex-Bob Roberts car; original

chassis, body, engine, and gearbox; never
restored; remarkable known history.

1973 PORSCHE 911 CARRERA RS 2.7 TOURING

Chassis no. 9113601315
AMELIA ISLAND 10-11 MARCH
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IGNITION / News

IGNITION
N E W S + E V E N T S + O PI N I O N

The cars to buy in 2017

Well admit that were following our hearts as much as our heads with
these suggestions but, if you dont do it now, dont blame us later
Words Chris Bietzk, Mark Dixon, David Lillywhite and Glen Waddington

1. TOYOTA CELICA (FIRST GENERATION) 1

8000-20,000
Select lumps of J-tin are now hot property, and
the first-gen Celica is getting there. Handsome
(if you steer clear of the mid-period US plastic-
bumper cars), lively (for the day) and well-
built (no qualifier needed; it was a Toyota),
it deserved its Baby Mustang nickname. CB

2. CITRON TRACTION AVANT

10,000-20,000
Convertibles fetch six-figure sums these days,
but a plain-Jeanne saloon every bit the same
masterpiece of engineering can still be had
for Ford Fiesta money. Cars this influential,
this easy to live with and this good to drive
are rarely this cheap. Forget future values,
because youll probably never want to sell. CB

3. BMW Z4M COUP 15,000-30,000

Many have tipped the E46-generation M3
as the place to put your modern(ish) BMW
money, but 20,000 in a well-kept Z4M coup 2 3
could make more sense if you dont need the
space. Only 200 came to the UK, way fewer
than the roadster. And look what happened
to the breadvan Z3M that preceded it GW

4. JAGUAR 2.4 Mk1 20,000-30,000

The original compact saloon may only be
a 2.4 but it comes with the Dinky Toy jelly-
mould shape and Art Deco spats, and it goes
perfectly well. So much rarer than an XK,
less ostentatious, and a third the price. MD 4
5. LAND ROVER COUNTY STATION WAGON
5000-20,000
If you like your Landy with a dash of comfort,
the 1980s County Station Wagons not only
came in funky two-tone colour schemes with
lairy side-stripes but also had tweed cloth seat
facings. So you can drive a proper old Land
Rover but your bum will stay warm, too. MD

20
5 6. RENAULT-ALPINE GTA 8000-15,000
Name a rear-engined sports car with history
at Le Mans and on the Monte. Now name
one thats not a 911. With Alpine about to be
relaunched, now could be the time to buy a
GTA, once the worlds most aerodynamic car
and still a stunning looker. Turbo version has
performance to match; wide-bodied Le Mans
is the most sought-after. GW

7. SUBARU IMPREZA P1 10,000-30,000

The two-door P1 is the Holy Grail of first-
generation Impreza Turbos. Only 1000
were built by Prodrive, with the (stronger)
Japanese-market body and a 276bhp version
of the turbo flat-four. Prices are only going
one way. Same goes for other limited-edition
Scoobies, such as the RB5 though theyre
still some way behind the P1. GW

8. TOURING CARS 20,000-200,000

Touring Cars of the 1980s and early 90s are
6 7 suddenly big news in UK Historic racing,
with headline races at Goodwood Members
Meeting and Silverstone Classics, and series
with HSCC and CTCRC. Sierra Cosworths
and M3s are core but one of the cheapest ways
in is the good old Alfa Romeo GTV6. DL

9. MGA 14,000-30,000
With the best now asking far more than our
top figure, one of the last bastions of attainable
mid-century automotive glamour seems to
8 9 be trundling (MGAs were always slower than
they looked) beyond the reach of normal folk.
Ignore the potentially vexatious Twin Cam,
buy a tidy car on steels and use it often. CB

10. PORSCHE BOXSTER 9000-15,000

Its scarcely credible that you can get so much
proper Porsche for so little money and a
convertible, to boot. Find out more in our
Buying Guide on page 196. MD

10

21
IGNITION / News

11. PORSCHE 997 GT3 80,000-100,000 11

You know a cars going to end up out of reach
all too soon when it hasnt actually depreciated
from new. Always the purists favourite 911, the
GT3 went without turbos and driver aids to
focus on feedback, precision and involvement
at their height in the 997 generation.
Buy now, enjoy, treat as a pension plan. GW

12. JAGUAR XJ SERIES 3 5000-20,000

Has there ever been a better-looking saloon?
We all know the best Series 1s have become
highly collectable, but the S3 best-engineered
and most refined of the lot is taking a long
time to follow suit. Immaculate and historyd
4.2s are out there for 15,000 and wont
always be; if you can stomach its complexity,
the XJ12 is stunningly refined and brisk. GW

13. CITRON AMI 4000-10,000

The brilliantly kooky 3CV has become a
very rare sight in the UK. The Ami 6 Berline
with its far-out, reverse-rake rear window is 12
priciest; the Ami 8 with better-resolved front
styling remains a bargain. A search for either
will inevitably lead you to the Continent. CB

14. ALFA ROMEO 75 3000-5000

Alfa Romeo had nothing left in the cupboard,
so the 75 looked even weirder than the 1970s
Giulietta on which it was based. But Alfa
gradually honed the bits you cant see, making
this the finest-handling of all its transaxle cars.
If you can find one, a late, unmolested 3.0-litre
manual is a thing of joy. GW

15. ENDURANCE RACERS 200,000-5M

Just as Group B rally cars were given new life
by the Slowly Sideways demonstration group,
so the new 90s Endurance Legends is allowing

JAGUAR HERITAGE
1990-2005 GTs and Sports Prototypes to be
driven on UK and European circuits. Think
Porsche 993 GT2 to McLaren F1 GTR. DL

13 14

15
PAUL HARMER

22
IGNITION / News

NEWS FEED THEY

New era dawns for Donington circuit; a celebration of SAID
streamlining; fuel injection for cars with SU carburettors

Donington Park bought SU launches carburettor-look Jaguar Land Rover goes on Can you check under
by MotorSport Vision fuel injection system attack over Defender defence Alecs vehicle and see
Dr Jonathan Palmers company Following Jenveys launch of a JLR has won a trademark
MotorSport Vision has added Weber DCOE-lookalike injection infringement case against Canadian if theres an oil leak?
Donington circuit whose GP system, SU brand owner Burlen company Bombardier Recreational Forensic officer on BBC1s
Silent Witness, on discovering
history goes back to the Silver Fuel Systems has announced a products, which was marketing a an oil-stained driveway, calling
Arrows of the 1930s to a similar idea to be available initially recreational off-roader badged his colleague about a suspects
portfolio that already includes in an HD8 size as fitted to Jaguar Defender. JLR is determined to Series III Land Rover. Cue mirth
from Landy-owning viewers
Brands Hatch, Snetterton, Oulton XKs. As with the original carbs, protect use of the name and the
Park and Cadwell Park. The lease is each SUi will feed at least two body shape, referring also to the
initially for 21 years and Palmer is
promising some exciting new
cylinders. The kits will include
sensors, wiring and an ECU.
Ineos company that had been
hoping to continue production
We plan a great new
events and even better value. of the original vehicle. era for Donington, with
HCS takes over well-known much enhanced quality
Jet cars to thrust their stuff at UK engineering company Group B rally cars to take to
Santa Pods Easter festival Belgium-based Historic Irelands Kerry stages of experience
Jet engines are to join pistons for Competition Services, run by Following on from 2016s Circuit Ex-F1 driver Jonathan Palmer,
announcing the acquisition
the Pods season-opening Festival Julian Messent, has acquired a Dj Vu, with period rally cars of Donington circuit by his
of Power. Entries include Martin majority stake in the UKs demonstrated on old Circuit of company MotorSport Vision.
Hills FireForce 3 and 4 Funny Cars Formhalls Vintage and Racing Ireland stages, this years Dj Vu
and his five-second FireForce 5 company. Formhalls is renowned event is centred in County Kerry
dragster, Gerd Habermanns for its white-metalling and and will feature machinery from I put the passenger
jet-powered yellow school bus from engine-building services. rallyings most spectacular era, the window down and now
Germany, and Herv Franquins Group B cars of the 1980s. Dates
Peugeot 205 jetting in from France. Test your hillclimb car are 15-16 April. it wont come back up
at Shelsley Walsh New owner of Mark Dixons
Lamborghini Espada, five
Streamlining celebrated The Worcestershire hillclimb, Dan Gurneys Eagles land minutes after taking delivery.
at the Zeppelin Museum Britains oldest live motor sports at Petersen Museum, LA
Set in Friedrichshafen, the home of venue, has a test day in its events Eleven Eagle racing cars from
the old Zeppelin companys wind calendar for the first time. The Gurneys All-American Racers Tingling testicles! is
tunnel, the museum is tracing the Open Practice Day is on Saturday stable (or Anglo-American if its
history and iconography of the 17 June, open to all classes of cars, the 1967 Weslake-engined F1 car) all Im allowed to say
streamlined form in an exhibition and gives the opportunity to hone are on display at the Petersen from after this experience
running until 17 April. It includes driving skills as well as fine-tuning 28 January. As well as the F1 racer, Motor sport broadcaster Henry
stylishly streamlined domestic your car. Runs will be timed and they include a 1968 McLeagle Hope-Frost on Twitter, after
viewing a Porsche 917 thats
objects and covers the symbolism drivers must hold an MSA licence. CanAm car, a 1993 Toyota Eagle under restoration.
of smooth shapes in a streamlined, Shelsleys monthly breakfast club GTP IMSA machine and a 1999
smoothly functioning society. meetings continue for 2017. Gurney Eagle CART racer.
It hasnt been a terrible
life I just lost out on
about a hundred million
Join Octane for our exclusive Goodwood trackdays dollars. Thats all
Fast-living Irish racing driver
A choice of two: Tuesday 2 May and Thursday 5 October Tommy Byrne in the new
must-see documentary about
his career, Crash And Burn.
Goodwood Motor Circuit is full of history. Its also one of the UKs fastest
circuits, and getting the lines right is a real thrill. Our trackdays give you the
time and space to explore your classic cars dynamics and hone your skills, as Flying off to Cape Town
part of a great social event with like-minded enthusiasts.
The days run from 8am to 5pm, and to ensure plenty of track time for all
this afternoon for a hot
were restricting them to 30 cars. EFG Private Banks support has pegged Christmas. Hope to see
MARTYN GODDARD

prices at 299 for one car and driver and 60 for an extra driver. Bacon rolls,
hot and cold refreshments and a two-course lunch in the control tower are
you after 2 January
Email from Robert Coucher to
included, and are available for spectators at 35. Book on octanetrackdaymay. Octane staff as they head into a
eventbrite.co.uk or octanetrackdayoctober.eventbrite.co.uk. Fees apply. difficult December press week...

24
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 IGNITION / News
TRINITY MIRROR / MIRRORPIX / ALAMY STOCK PHOTO
Campbell commemorated
Daughter Gina leads the tributes, precisely 50 years after
Donald Campbells ill-fated water speed record run
Words John Simister
AT 8.51AM ON 4 JANUARY 1967, Donald
Campbells attempt at setting a new world water
speed record ended in disaster as his hydroplane,
Bluebird K7, broke up. On 4 January this year,
50 years to the minute since Campbell was killed,
his daughter Gina laid flowers on Coniston Water
exactly where the accident happened.
It was the most poignant moment in a weekend
of events organised by the Speed Record Club to
mark Campbells death. Speaking at Coniston
Water, Gina Campbell said: My dad did not do
things for public display but I think he would
be delighted to see the public here today. The
enormity of what he did I just didnt grasp for a
long time. Im so pleased and proud its not just
old fogeys like me that have been inspired by
what he did. Its young people, too.
It was beyond these days of risk assessment
and Health and Safety, she added after laying a
wreath at her fathers grave. He went and did
what he did, and he did it most times with huge
success. Gina Campbell held a teddy bear, named
26
GETTY
Top and above
Donald Campbell in reflective mood before the record run;
Gina Campbell and mascot on the lake, about to lay flowers.
Mr Whoppit, which was her fathers mascot and
which was recovered from the wreckage.
Donald Campbell had already set world water
speed records in Bluebird K7, the first in 1955 at
Ullswater, two years after work began on the
steel-spaceframed, turbojet-powered craft with
its pair of front pontoons that caused Donald to
liken it to a blue lobster. That first record was set
at 202.32mph; K7 set six more up to the end of
1964, four of them on Coniston Water, the last on
Lake Dumbleyung in Australia at 276.33mph.
In 1966, K7s engine was uprated from the
3500lb static thrust original to a 4500lb Bristol
Orpheus unit from a Folland Gnat aircraft.
Campbell was aiming for 300mph and, after
solving fuel starvation problems in December
which restricted speed to 250mph, it was time in
January 1967 to go for a new record.
The first run achieved an average of 297.6mph
with a peak speed over 310mph, but a new record
would involve a return run. K7 was just 200 yards
from the end of that run when violent bouncing
and a sudden cut in engine thrust caused the nose
to lift and K7 to somersault and break up.
Work didnt begin to recover the wreckage
until 2000. Campbells body was retrieved the
following year, and buried in Coniston Cemetery.
Bill Smith located the wreck, organised its
recovery and has masterminded its restoration
on behalf of the Campbell Family Heritage Trust
and Conistons Ruskin Museum, to which Gina
Campbell donated K7. The engine, installed in
K7s hull, was tested in November.
Meanwhile, as part of the anniversary event,
Ian Lazenby ran a one-sixth scale model of K7,
itself jet-powered, on Ullswater. Ians father Ernie
began building the model in 2005 and completed
it two years later.
Double bill at Brooklands Double Twelve
June event will feature the re-opening of the Finishing Straight
Words John Simister
THE BROOKLANDS Double Twelve Motor
Sport Festival is a regular June fixture, but the
dates take on a special significance this year.
The events first day of two, 17 June, will unfold
110 years to the day since the Brooklands
circuit opened in 1907. To mark the anniversary,
Brooklands will stage a grand re-opening of the
original Finishing Straight, its uncovering close
to completion as we go to press.
The Finishing Straight has been hidden
Clockwise from top left
Test Hill Challenge promises spectacular starts; Finishing
Straight in its heyday; Wellingtons under construction.
under a Bellman hangar since 1940, when the
former aircraft manufacturing site was given
over to wartime production of the Wellington
bomber. The hangar, itself now a listed building,
has been dismantled and renovated, and it will
be re-erected to the right of the straight as seen
in the period photograph above. A layer of
hardcore was laid on the straight under the
hangars concrete base, leaving the straight
itself remarkably well reserved.
The re-opening will include a reinterpretation
of the 1907 opening parade with veteran cars,
surviving Brooklands racing machinery and
taxi-ing runs by the museums historic aircraft.
The Double Twelve itself is made up of the
Speed Trials (a timed sprint) on the adjacent
Mercedes-Benz World track, Driving Tests and
the Concours, the results aggregated over the
two days. A Test Hill Challenge, car club
displays and live music are also planned.
Well be digging deeply into Brooklands
ambitious renovation plans in the next issue of
Octane, and reporting on the work so far.

Early racing Renault lands on its feet

A pioneer US racing car is donated to the Simeone Museum

A RENAULT IN THE USA? These are not
normally words youd find in the same sentence,
unless the unlikely 1980s joint venture with AMC
is part of the conversation, but this one has been
there since its 1907 birth. It was one of the first
cars to be raced in America, and now it has a
permanent home at the Simeone Foundation
Automotive Museum in Philadelphia.
Millionaire William K Vanderbilt was one of
Americas racing pioneers. He wanted a Renault to
race following the marques victory in the carnage-
strewn 1903 Paris-to-Madrid event (curtailed in
Bordeaux) and in the first race to be called a Grand
Prix, held in 1906 on what later broadly became
the Le Mans circuit. Renault acceded to
Vanderbilts request, but only on condition that he
took 10 cars and found buyers for the other nine.
The 1906 GP winner was a monster machine in
the genre of the time, its 12,986cc distributed
between four giant, slightly oversquare cylinders.
The cars sent to the US were in similar vein, and
Vanderbilt got friends such as Guggenheim, Paine,
Whitney and Dodge to buy them. They scored
many successes, including a 24-hour endurance
race at a converted horse-racing track in New York.
The cars, overtaken by progress, gradually went
to ground, but four possibly five have survived.
This Simeone Museum example had a post-racing
life dragging a large wet canvas around a dusty
horse-racing track before a race, and was rescued
from oblivion in 1928 by Kirk Gibson, in whose
family it has stayed until now.
Gibson and his wealthy friends demonstrated
the Renault during the 1930s along with other
early racing cars, and later it passed to Kirk Gibson
Junior. Now he and his family have donated it to
Top and above
the Simeone Museum, where it is on display with The 1907 Renault racer stayed with two generations of
other pre-World War One racing machinery. Gibsons; its now part of the Simeone Museum collection.

27
IGNITION / News
Pete Chapouris 1940-2017
He resurrected the So-Cal Speed Shop and built some
of the most influential hot rods of the post-war era
Words Tony Thacker
CHAPOURIS GOT HIS start in hot rodding
because his dad worked for Edison, installing
power lines between Los Angeles and Boulder
Dam. Dad earned good money and could afford
to fix up his cars. His first hot rod was a Model A,
as would be his sons.
Pete Chapouriss break into the industry came
through his old friend Gray Baskerville at Hot
Rod magazine. Gray introduced Pete to Jim Jake
Jacobs, as they were both bucking the resto-rod
style that was popular at the time dammit, they
were chopping the tops. Gray put Jakes Coupe
and what became The California Kid on the cover
of the November 1973 issue of Rod & Custom.
Suddenly, Pete and Jake were in business. They
got a call from Batman producer Howie Horowitz
looking for a car for his TV movie called, yes, The
California Kid. The show put The California Kid in
households all across America, initiating Cal Kid
clones around the world.
Hot rod trends seem to shift every 10 years or
so. A decade after The California Kid, Pete and
Jake launched the Fat Attack with Petes purple-
flamed 39 Ford convertible. Hot rodding a so-
called fat-fendered car was nothing new, but
28
Chapouriss marketing strategy once again
jump-started the industry.
In 1986, the Pete & Jakes operation was sold
and Chapouris moved to the Specialty Equipment
Market Association (SEMA) as vice-president of
marketing. He brought personality and pizzazz;
more importantly, he brought passion for hot
rods of all kinds. He helped initiate programmes
that are still in place today, and was inducted into
the SEMA Hall of Fame in 1999.
From SEMA it was up the hill to Crestline,
California, where he overbuilt the neighbourhood
with a huge shop which turned out numerous
significant hot rods including Limefire, the
Pierson Brothers Coupe, the Doane Spencer
Roadster, HogZZillas for Billy F Gibbons of ZZ
Top and, fortuitously, the So-Cal Belly Tank
Lakester for Bruce Meyer.
Being so far removed from the action didnt
work for Pete, so in 1995 he moved back to LA
and opened a new shop, PC3g, in Pomona. It was
a struggle, and Pete didnt know what to do. Then,
one night, he had an epiphany: resurrect the
So-Cal Speed Shop. He made the call to So-Cal
founder Alex Xydias, who had been canny enough
Left and below
Chapouris in the Pete & Jakes
days; with Alex Xydias and the
re-born SO-CAL operations
Roadsters, finished in the shops
famous scalloped paint scheme.
RANDY LORENTZEN
to protect the name since closing shop in 1963.
In November 1997, SO-CAL (now in capitals)
was back in business. Talk about right time, right
place: the hobby was tiring of Boyd Coddingtons
smooth look, and Petes New Traditionalist
approach became the next big thing.
Surrounded by his old cohorts, Pete and
SO-CAL turned out some amazing cars: the Bob
McGee Roadster, Kopperhed for Gibbons, the
Duffy Livingston Eliminator and the iconic red-
and-white scalloped SO-CAL Roadster. It would
be cloned around the world, just like The Kid.
Petes innate skill at being in the right place and
doing the right thing garnered lots of attention.
The first big job was a Bonneville ZT-T wagon for
MG Rover. It didnt set a record but ran 225mph
and returned SO-CAL to its lakes racing roots.
Such a fine guy, with a great eye for line, form and
detail, said MG Rover (and McLaren F1)
designer Peter Stevens of Chapouris.
One of Petes proudest moments came when
he worked with Mark Reuss and Al Oppenheiser
on the GM Bonneville programme, particularly
when they wanted all the cars in SO-CAL colours.
Regardless of all the project cars, though, Petes
enduring mission was to help young people
discover their talents. So in 2010 he co-created
the Alex Xydias Center for Automotive Arts
(AXC) at Fairplex, Pomona.
AXCs goal is to help high-school students
prepare for a career in the automotive industry.
Former SO-CAL shop manager Shane Weckerly
says it best: He took all the young guys under his
wing, and guided them towards greatness.
THE MOST BEAUTIFUL MOTOr CArS IN THE WOrLD

Illustrated 1959 BMW 507 SerieS ii roadSter with hardtop

CLieNt PortFoLio
1953 Ferrari 250 Mille Miglia Berlinetta l 1965 Lamborghini 350GT l 1967 Ferrari 275 GTB/4
1968 Lamborghini Miura P400 S (6,380km) l 1969 Lamborghini Miura P400 S (original RHD)
1988 Porsche 959 Komfort l 1989 Aston Martin V8 Vantage X Pack (ex-Geneva Motor Show)
1990 Lamborghini Countach 25th Anniversary (6,500km) l 1994 Lamborghini Diablo SE30 (ex-Paris Motor Show, 6,513km)
Please note that to respect client confidentiality not all motor cars available may be shown

FoLLoW SIMON SAYS at KidStoN.CoM aNd K500.CoM

KidStoN S.a. 7 aveNue PiCtet de roCheMoNt, 1207 GeNeva, SWitzerLaNd teL+41 22 740 1939, Fax+41 22 740 1945 WWW.KidStoN.CoM
IGNITION / News
Dont write off books yet
Reports of the death of motoring books may have been exaggerated
Words and photography Martin Gurdon
DO MOTORING BOOKS have a future? Print
media has massively retrenched in the face of
online content and the web has eaten into TV
and music sales, but vinyl records overtook
downloads in December. Could automotive
books enjoy a similar Indian summer?
I think the bleaker days are behind us, says
Mark Hughes, freelance motoring book publisher
and former Haynes editorial director. It was
difficult for about five years after the 2008 crash.
We were getting hit by the internet, and high
street bookshops pulled out of car books because
they were under the cosh from Amazon, and the
books were so niche.
He thinks some formats, such as reference
works and book of the car generic titles, are
dead in the water but that high-end specialist
titles have a future, in part because they are often
beautiful objects. There are still specialist
publishers who produce lavish titles with lots of
pages and good content, says Hughes, adding that
the internet makes telling clients about them
easier. He singles out motor sport autobiographies
and near-bespoke single-marque or model
histories as examples, saying these are often
produced by little enterprises, publishing books
for people who still love them.
Christian Whitehead (above) is Foyles
bookshops transport book buyer. He says that
car book publishing sometimes suffers an
overlapping of genres and repetition, with endless
titles on E-types, Ferraris and VW Beetles.
30
It looks as though the coffee table-sized
photographic histories are here to stay, but only if
done to a high standard. Thats where the market
is changing; you get what you pay for, he adds.
Porter Press International, a long-established,
bigger niche car publisher offering factual titles
and biographies (Sir Stirling Moss was a recent
subject), has embraced some of these trends.
Its a tough old game, agrees founder Philip
Porter. You can publish books on Porsche,
Ferrari and ERA, and the ERA book will fly off
the shelves because there arent many others.
He once asked someone at publishing giant
Simon & Schuster if its success rate was about
one in five. They said one in ten to one in 20.
One of Porters endeavours is biographies of
individual cars, often paid for by owners and sold
in limited numbers. This allows them to be
funded and produced as he would like, keeps
skilled writers, editors and designers busy, and
results in potentially definitive works.
As for eBooks, Foyles Christian Whitehead
thinks theyve come and gone but he reckons
car-themed examples havent reached their
potential. Having quality sound clips and video
would be a tremendous step forward, he explains.
Marque histories are still as important today
as they were. Publishers just need to make sure
theyre investing in new areas of interest.
The consensus seems to be that, like LPs, car
books may have a smaller, more niche market,
but its one that is more than avoiding extinction.
AUTOMOBILIA
Allards Monte winner
Lets be absolutely clear: any resemblance
between this cheaply made, 5in-long toy car
and the real-life Allard P1 is more down to luck
than judgment.
With its grinning driver and passenger
depicted in the crudest possible 3D through
imaginary windscreen and side windows, its
certainly charming, and there are speed-
suggestive whooshes of air around the
wheelarches. The only design sophistication is
a separate tinplate grille and headlights, held
in place by the crimping method which
secures the one-piece stamped body to the
baseplate with its rattly, hollow tin wheels.
Dont get me wrong, I love its naivety. It was
made by GTP, Glamorgan Toy Products. The
company, founded by Jacob Beatus in 1935
and vanished by 1953 (although his packaging
business survives to this day), made simple
tinplate toys that were mostly sold by
Woolworths. The plant was on the Treforest
Industrial Estate in Glamorgan, South Wales.
GTP made several variations on this generic
saloon police car, taxi, re chiefs car,
chauffeur-driven limo and basically they
were just different sheets of printed tinplate
stamped out from the same press. But the
No 533 Rally Car here caused the most
interest, being from the period, 1950-53, when
Sydney Allard was in the unique position of
campaigning a car bearing his own name in
the annual Monte Carlo Rally.
Allard started in 1949 and put in some
spectacular drives until, in 1952, he achieved
the near-impossible and won the event outright
in a P1 saloon. It was one of the coldest,
snowiest, iciest and darkest Montes ever, but
the combination of Sydneys driving precision
and Tom Lushs navigation brought victory.
Allards wife was encountered in a ditch en
route after her own P1 had crashed out; once
they had checked that she was alright, they
simply pressed on!
GTP quickly capitalised on the success,
emblazoning MONTE CARLO RALLY on the
roofs of freshly minted No 533s before they
were dispatched to eager young customers.
As Sydneys win was the rst for Britain since
Donald Healey with his Invicta in 1931, its
rather surprising how little is known about his
epic victory. Thats all down to the course of
history and, as Harold Macmillan reputedly
said, events, dear boy, events.
At almost the exact moment that Sydney
Allard arrived back at Dover, King George VI
passed away, and the mass mourning meant
a deserved and proper heros welcome for
Allard never happened. Giles Chapman
 Carnet de Passages en Douane
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IGNITION / News

If it moves, insure it
UK Government is forced to take action after EU court ruling
Words John Simister

DOES IT MAKE sense for your restoration project,

notified as off-the-road with a SORN declaration
because its in pieces, to require accident insurance?
What if the only way it can be insured is by being
roadworthy and MoT tested, so by being in pieces YOUR QUOTE
its illegal? Thats one of the paradoxes posed by
the Governments review of motor insurance. Theres
a public consultation via an online questionnaire on
Select your veh
RIDE-ON LAW
icle
NMOWER Brian Laban
1948-2016
SEGWAY
DODGEM CAR
the whole business, closing at the end of March. FAIRGROUND
MOBILITY SCO
OTER

Whats going on? In 2007, a Mr Vnuk, a Slovenian FORKLIFT TRU

GOLF BUGGY
CK

farm worker, was knocked off his ladder by a tractors
trailer. He claimed compensation but the problem
was that the accident happened on private land, use
on which the tractors insurance didnt cover.
Mr Vnuk lost his claim twice in the Slovenian
appeals court, but that court then went to the
European Court of Justice which in 2014 ruled in
Mr Vnuks favour. This is why the EU including the
UK, currently is obliged to re-think the areas that
motor insurance covers.
The points at issue are: (1) requiring vehicles to be
insured to cover use on private land to which the
public has access; (2) requiring insurance even if the
public doesnt have access; (3) expanding the
definition of what constitutes a motor vehicle, which
may be far beyond what currently bears a registration
number; (4) deciding whether what is nominally a
motor vehicle is functionally one at a given time, and
capable of being used for its intended purpose, which
a SORN vehicle may well not be.
Theres a minefield of ramifications from this.
Vehicles used in motor sport might need wider-
ranging insurance than they currently have, if indeed
they have any at all. Would the burden fall on the
vehicle driver, the owner or the event organiser?
Vehicles caught in the new net could include ride-on
lawnmowers, Segways, fairground dodgem cars,
mobility scooters, forklift trucks, golf buggies,
electrically assisted bicycles and more. There could
even be a case for including human-powered bicycles,
if the thinking is taken to its logical conclusion.
Would there need to be registry of all such vehicles?
CLE
-ASSISTED BICY
ELECTRICALLY Reporting the passing of a well-known
Intended place
of use motoring figure is a necessary hazard
ACCESS
D WITH PUBLIC in this job, but its especially hard when
PRIVATE LAN
PRIVATE LAN
D WITHOUT PUB
LIC ACCESS
its one of your own. Brian Laban, who
PUBLIC ROAD
OTHER PUBLIC
PLACES
succumbed to cancer just after
Christmas at the age of 68, was truly
the informed motoring and motor sport
journalists informed motoring and
Would a dodgem car need a number plate? The motor sport journalist. He seemed to
consultation sets out two approaches. know everyone and had anecdotes
The comprehensive option, as favoured by the about them all, always told with his
EU, all-embracingly requires that all vehicles being straightforward Yorkshire humour,
used in a way consistent with the vehicles normal bullshit monitor on full alert.
Brians output was prodigious,
function and purpose would be required to have with over 40 books to his name, all
third-party insurance (not necessarily comprehensive, produced while writing or editing for
in the way normally understood for insurance), even magazines, newspapers, websites or
if used only on private land. Whether that includes anyone else. He started on this road in
1973, as the British Automobile Racing
exercising or testing your SORN vehicle is as yet
Clubs press officer, and seemingly
unclear, but use does suggest a functional vehicle. never paused for breath. He thrived on
The UK will have to adopt this approach while it crises, always forging ahead with the
remains in the EU, if the EU so dictates, but the detail next thing and never looking back,
is up for discussion. always panicking about having too
much to do while actually getting nearly
The amended directive option, favoured by the all of it done, apart from getting on top
Government, would still require insurance for a wider of his collection of old motor cars.
range of vehicles than now to be insured when used In recent times this consisted of an
on private land with public access, but otherwise MG TB, a Triumph Dolomite Sprint,
a race-spec Jaguar S-type and the first
leaves things closer to how they are now. The EUs
right-hand-drive, five-speed Golf GTI,
new insurance directive, yet to be enacted, would be but there may well have been others.
amended after Brexit. Either way, premiums will rise, This writer last saw him, and shared a
there will be more forms to complete, more claims car with him on a press launch, in late
will be made, people will be more worried about 2014. Brian looked exactly as he had
done 25 years earlier; he never allowed
using historic vehicles in ambiguous circumstances, himself the time to acknowledge the
and life will get a little more complicated. Find the passing years. Well miss him.
questionnaire on www.smartsurvey.co.uk/s/4CWY6/. John Simister

WHY WE LOVE ahead and social progress unstoppable. New Roads

Ranks Look at Life films
It was a gentler world in 1959, when the Rank
Organisation (symbol: man hitting a giant gong)
began its 10-year series of mini-documentaries on,
well, life. They were shown in cinemas before the
main event, and several had a motoring theme.
The tone was one of wonderment and assumptive
optimism, with music to match. The past was
rubbish, with war still a powerful memory for many;
the future was bright, with new technology rushing
For Old shows urban motorways cutting through the
clutter, towering over the rooftops of dilapidated
terraces whose roads lead nowhere, now that the
more important fast traffic has free rein. Transport
Minister Ernest Marples features a lot.
Then theres Down In The Dumps on scrapyards
and the scourge of abandoned wrecks, featuring
a very sound-looking 1930s Dodge (left) entering
the new-fangled crusher. What Price Safety?
introduces seatbelts and has a Rover P6, an E-type
and a DB4 being ragged mercilessly around the
MIRA test track. Its compelling stuff. And,
thankfully, theyre all on YouTube. John Simister

32
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IGNITION / News
Londons classic show is go
Covetable cars and historic racers set to excel at ExCel
Words John Simister
BETWEEN 23 AND 26 February, and separated
only by a wide corridor, two shows covered by
one entry ticket will draw car enthusiasts to
Londons ExCel exhibition centre. The third
London Classic Car Show will celebrate 70 years
of Ferrari, see 60 classics in action on the Grand
Avenue that runs up the halls middle, feature a
pop-up Beaulieu Autojumble and, on the
Thursday evening, host a gala evening on stage
with Jacky Ickx as the guest of honour.
Some of Ickxs past racing cars will form a
major display, and Ickx himself will open the
Historic Motorsport International Show. Here,
exhibitors include event organisers and race
Tables turned on villain
Classic dealer Graeme Hunt foils robbery at Kensington showroom
A THIEF slipped into Graeme Hunts Radley
Mews showroom on 1 December and tried to
make off with a valuable Transcriptors Hydraulic
Reference turntable. Hunt and his colleague gave
chase and pinned the culprit to the cobbles for 20
minutes before the police arrived.
While Hunt was giving a statement a brain
haemorrhage struck, leading to a nine-hour
operation by leading neurosurgeon Mr Nair on
14 December. Octane is delighted to report the
operation was a success and Graeme is recovering
well. We look forward to his No 1 buzz cut growing
back to his usual, more luxurious bouffant.
Meanwhile, business continues at the Mews.
34
series promoters plus famous Historic motor
sport manufacturers and suppliers. Octane has a
stand in each show, shared with sister magazine
Evo in the London Classic Car Show hall, jointly
featuring concept cars past and present such as
Peugeots sleek Oxia supercar from 1988.
Classic car dealers and clubs will abound, but
the centrepiece is the Grand Avenues Perfect 10:
ten categories of body style, from single-seaters
and streamliners to shooting brakes and saloons,
each represented by six examples including some
competition cars. Broadcaster Henry Hope-Frost
will host talks and a Q&A, covering Historic
motor sport and the classic car industry.
PAUL HARMER
HOW TO...
Get on the cam
Mild, hairy, fast road, rally, peaky, full
race many are the adjectives applied to
camshafts, depending on what they do to
an engines demeanour. The history of
sporting cars is full of camshaft lore: BMC
Special Tunings 631 or 749 cams for hot
Minis, a Cosworth A2 in a souped-up
Ford, Isky cams in US hot rods.
Underpinning all camshaft designs, though,
are some undeniable truths.
More overlap the period when exhaust
and inlet valves are both open tends to
boost high-revs power at the expense of
low-down vigour. More valve lift makes
everything better everywhere provided the
ports and valves are big enough. More
duration the length of time a valve is open
allows more intake air in and gives a
bigger chance for the exhaust to escape.
Up to a point, anyway; the valves have to
be shut some of the time, otherwise the
mixture will never be compressed and
therell be nothing for the burning gases to
work against when theyre forcing the
piston down. That time can be short in a
really revvy racing engine, which is why
Cosworths Keith Duckworth dubbed his
early Ford Formula Junior camshaft the
Windmill cam after the famous theatre.
As in: We never close.
So its all a compromise, slanted to suit
the purpose. Knowledge changes, so do
fashions, so do legislative requirements for
emissions and suchlike, so do fuels. It was
usual in past times for camshafts to be
symmetrical in their inlet and exhaust
events, but clever people have found new
ways of getting more out of old engines by
opening minds, shunning needless
convention and observing what designers
of modern engines sometimes do.
Ken Newman, of long-established
camshaft creator Newman Cams (set up
by father David in 1967), describes the
thinking. Therell be a shorter duration on
the inlet valve than the exhaust valve, but
more lift, he explains. Thats actually the
reverse of some very early engines, which
tended to have a mild inlet lobe and a big
exhaust one. Helpfully, more-volatile
modern fuels make for a better tickover
with hotter camshafts, and mapped
ignition or full engine management can
make a tuned engine surprisingly tractable.
Camshaft design is highly complicated
and calls for much mathematics. Or you
can just rely on experience: Its still a bit of
a black art, says Ken. Which, in this digital
age, is strangely comforting. John Simister
1965 Dino 206 P Berlinette Speciale #0840

Online catalogue
RETROMOBILE 2017
THE OFFICIAL SALE
Auction Contact:
Retromobile +33 (0)1 42 99 20 73
Paris - France motorcars@artcurial.com

Friday 10 February 2017 artcurial.com/motorcars

IGNITION / News
MAN & MACHINE
Keeping it cleverly simple
Ewen Getleys Bentley 3/4 Litre
Words and photography Paul Hardiman
EWEN GETLEY learned to drive in this car,
aged 13, in fields. When he was 18 his dad,
whod bought it in 1956 as collegiate transport
before he went up to Cambridge, handed it
over to him. Now, after a career in engineering,
Getley owns and runs Kingsbury Racing Shop
at Bicester Heritage, exploiting the subtleties of
tuning vintage Bentleys accumulated during a
lifetime of tinkering with this car. The art of
understanding the four-cylinder Bentley is:
keep it simple, but do it well.
This is a 1924 3-Litre Red Label, which has
Brooklands history it won a Junior Car Club
race there in June 1933. Its now on a 9ft-
wheelbase chassis, same as a Super Sports, and
it became a 4 Litre or a 3/4 as Bentley
circles term it in 1986. Its about as original as
Old No 1!, Getley jokes.
Thing is, it remains matching numbers
because the Bentley wears its engine number
on one of the bearers cast into the crankcase: to
make a 3 Litre into a 4 you change the block,
which includes the head and valve gear.
Such cross-pollination makes for the
sweetest strain of Cricklewood Bentley, and
this one is quick, probably the quickest one
racing. It delivers a conservative 220bhp (at
4500rpm) and weighs just 1050kg, giving it a
power-to-weight ratio about the same as a 911
2.7 RS Tourings. Getting the weight out of
them is the thing, and making them handle,
says its creator. Theres nothing radically
different about the engine. Its about optimising
whats already there, because what you start
with is pretty good. Compression has been just
36
about doubled to 9.5:1, and it runs 2in SUs to
improve the top end, but is back on Bosch
magnetos. 9.5:1 is as much as I can get before
hitting the valves, says Ewen. Of which there
are four per cylinder, opened by an overhead
camshaft which, remarkably, remains standard.
Flowbench work shows very good breathing
through the engine a consequence of the
work WO did on aircraft engines during WW1
and its dead reliable, according to Ewen.
It pulls 4200rpm in top gear, which equals
about 120mph on Dunlop Racers, though the
Blockleys that Ewen runs on the road would
probably confer a few more mph as theyre
taller, giving a larger rolling diameter.
Its beautifully neutral when you go in too
fast it just slides sideways and scrubs off speed
and the chassis is a bit nervous, but quick to
catch. It has been the quickest vintage sports
car both in the dry and the wet at VSCC sprints
and hillclimbs, and won the Lycett Trophy for
all-round performance in a single car. But its
versatile, he adds, pointing to a picture on the
wall of it ascending Drumhouse on the VSCC
Lakeland Trial. And you can still take three
friends to the pub or the family on holiday: can
there be a better vintage car?
Development continues as Ewen uses it as a
mobile test-bed for new parts produced by
Kingsbury, named after the works in north
London which became Bentleys original racing
shop, but he is determined to avoid the popular
option of a non-standard 5.3-litre engine block.
I want it to be the first 4 to 300bhp and
were well on the way.
Mopar celebrates 80th
The worlds oldest manufacturer-owned
aftermarket parts brand is 80 years old this
year. But Mopar means more than just an
oil filter or a fanbelt. Its also enthusiast
shorthand for any car, particularly a quick
one, produced by the US end of the
Chrysler Corporation and wearing
Chrysler, Plymouth or Dodge badges.
Nowadays Chrysler is merged with Fiat,
which means that Europes Fiats are
serviced with Mopar-branded parts. Back
in the Mopar musclecar heyday, Detroit
wouldnt have seen that coming
MOPAR ANTIFREEZE
The rst manifestation of the Mopar (MOtor
PARts) brand in 1937 was on cans of
antifreeze. Lasts all winter was the promise.
DON GARLITS
The Big Daddy, one of the biggest names in
drag racing, took to Chrysler Hemi power in
1956 and has stayed with Mopar ever since.
He stopped racing in 1970 but has since
promoted the Mopar Drag Pak Dodge
Challenger: 0-145mph in 9.4 seconds.
THE FIRST EUROPEAN CONNECTION
Chrysler UK (ex-Rootes Group) and Chrysler
France (ex-Simca) were served by Mopar-
branded spares. They became Motaquip
when Peugeot bought Chrysler Europe.
CRATE HEMI
Today you can buy a brand new old-style
Hemi engine from the Mopar Pro Shop, ready
to t, in a variety of favourite sizes from 426ci
upwards. Prices currently start at $16,950 for
a 1960s-style Generation Two unit.
IGNITION / Events

LEFT-HAND PAGE: AMY SHORE. RIGHT-HAND PAGE, CLOCKWISE FROM TOP LEFT: PETER McFADYEN; STUART GALLAGHER; CHARLIE WOODING; JEFF BLOXHAM
SUNDAY SCRAMBLE,
BICESTER HERITAGE, UK. 8 JANUARY
Rain didnt stop play at the former RAF
bases popular bring a classic meeting.

38
 in association with

VSCC WINTER
DRIVING TESTS, BICESTER
HERITAGE, UK. 2 JANUARY
Guy Woodlie-Thomas smokes
away in his Humber 8/18 Tourer.
DETROIT AUTO SHOW,
USA. 8 22 JANUARY
Black magic: Dodges Shakedown Challenger
marries 1971 shell with modern drivetrain.

THE MONTH
IN PICTURES
AUTOSPORT Enthusiasts scramble to Bicester Heritage;
INTERNATIONAL,
BIRMINGHAM, UK.
50 years of the DFV engine at Autosport
12 15 JANUARY International; vintage crews go competing
Amazing! A full grid of 49s,
courtesy of Classic Team Lotus.

HSTA MONTY PETERS TRIAL,

KENT, UK. 10 DECEMBER
Frank Lyons shows the eects of
the g-force generated by his 1172cc
Cannon trials car as it achieves li -o.

39
IGNITION / Events
100 Years BMW
Autoworld, Brussels, Belgium
16 December 2016 8 January 2017
Photography Dirk de Jager
A DISPLAY OF around 50 cars and
motorbikes at Belgiums premier motor
museum rounded off BMWs centennial year.
The vehicles were garnered from BMW in
Munich as well as from international collectors,
and covered every era of the marques 100-year
history, with significant models from the pre-
war 328 racer to todays i8 hybrid sports car.
Representing BMWs 17 Art Cars was the
1989 E30 M3 painted in bright colours by
Australian Ken Done and inspired by his love
for his native countrys landscape and animals.
Of the car he once said: I have painted parrots
and parrot fish. Both are beautiful and able to
40
in association with
move at fantastic speeds. I wanted my BMW
Art Car to express the same qualities.
Competition cars included the 1800 TiSA,
2002tii, 3.0 CSL and the 2016 Spa 24 Hours
M6 GT3. As well as the full-size cars and bikes,
a collection of 200 scale models told the tale of
BMWs success in motor sport. The iconic
M-cars warranted a special display, including
an M1, M535i and E30 M3.
Clockwise from top right
BMW icons on display at Autoworld included
R66 bike; 507 and Glas 1600 GT (behind);
Art Car by Ken Done; 328 in front of 2002s
and 3-series; and Isetta 300 and 600.
 TO
AN E
TR RE
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EN F

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The worlds most iconic

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Octane & EVOs Concept Cars Quentin Willsons Smart Buys
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Six-time Le Mans winner Jacky Ickx joins

us for our Gala Evening celebrations and
receives our 2017 Icon Award
IGNITION / Events
William Medcalf open morning
West Sussex, UK 7 January
Words David Lillywhite Photography Tony Large
SOMETIMES ITS the most innocuous
events that provide the greatest thrills. One
week into 2017, William Medcalf Vintage
Bentley launched the first of its new open
showroom mornings at the company HQ in
Hill Brow, West Sussex. To mark the occasion,
customers and Octane readers were invited
along and the result was a wonderful gathering
of a wide and wild variety of classics.
A team of marshals was needed to direct
visitors around the overflowing car parks, with
pre-war machinery allowed pride of place next
to the showroom, post-war classics next door,
and moderns tucked away round the back of
the neighbouring industrial estate.
A trail of oil led to the heavily campaigned
Itala of David and Karen Ayre, the oldest of all
the cars present. London dealer Gregor Fisken
turned up with wife and kids packed into their
lovely 4 Litre Maythorn Saloon, the last in a
line-up of ten pre-war cars that also included
a tiny (especially noticeable in this company of
behemoths) T-series MG and a fascinating
James Young-bodied Bentley 4 Sedanca
Coup with parallel-opening doors.
42
From top
Inside the showroom; the Royal Automobile Club brought
its mobile catering unit; Louise Cartledges patinated 3 Litre.
in association with
The next car park was less spectacular but
just as eclectic in content. A rorty-sounding
MGB GT, a Riley Special, a Minor Tourer just
restored as part of a wedding hire business,
several Morgan three-wheelers, a Mk1 Cortina,
an XK150, a Defender, Bentleys Mulsanne and
Arnage You get the idea. As for the packed
moderns car park, there was amusement when
someone called out Does anyone here have a
Continental GT? and several hands went up.
The big draw of the morning, though, was
the chance to see behind the scenes at the
Medcalf facility. Nothing was out of bounds,
including the restoration areas, the engine
shop, the stores and the new mezzanine, where
the recently discovered 1928 Le Mans Bentley
chassis nestles alongside the Medcalf family
Minor van and Williams racing Mini.
The company holds 1100 lines of stock
for vintage Bentleys. Complete gasket sets?
No problem. New, stronger differential and
halfshafts? Yes perfect for rallying, which
tends to destroy the standard items.
With all this over, William put out an
attention paddock notice over the PA for
everyone to return to their cars for a convoy to
Brooklands, to view the newly revealed start-
finish straight (see page 27).
Wish you hadnt missed out? The Medcalf
open showroom mornings will take place every
Saturday, from 9am to noon.
IGNITION / Events Diary
COMING UP
A selection of highlights to make the
bleak midwinter seem a little less so
Three Legs of Man, 16-18 March
Image: HERO
3-5 February
Bremen Classic Motor Show
Switching places on the calendar
with Rtromobile this year, the
German show is an inclusive affair,
with all eras and most marques
represented by 650-odd exhibitors.
Special displays this time will
celebrate Zndapp and Karmann.
classicmotorshow.de
8-12 February
Rtromobile
The Porte de Versailles Exhibition
Centre in Paris is filled with top-
notch classic cars, but theres room
for plenty of quirky fare, too; tank
enthusiasts are always catered for
here! Among the key displays at
the 2017 show will be a tribute to
Group B rallying, featuring Audi
Quattros, Lancia 037s, Peugeot
205 T16s and many more mad
machines besides.
retromobile.com
17-19 February
21 Gun Salute
At once a vintage car gathering
and a cultural tour of New Delhi,
21 Gun Salute sees Indias capital
welcome a quality field of cars to
the Red Fort in the centre of the
city for a concours, before they
motor past other historic sites such
Amelia Island Vintage Gran Prix, 16-19 March
Image: SVRA
44
as the Akshardham Temple towards
the Buddh International Circuit.
21gunsaluterally.com
23-26 February
London Classic Car Show
and Historic Motorsport
International
Following the success of last years
inaugural London Classic Car Show
at the ExCeL, the organisers have
announced that the 2017 Show will
be complemented by a motor sport
showcase; entry to both events is
covered by a single ticket. Among
the attractions is a display dedicated
to Cosworths brilliant DFV engine,
which turns 50 this year.
thelondonclassiccarshow.co.uk
24-26 February
Race Retro
The winters traditional historic
motor show will feature an
even noisier Live Rally Stage than
usual, as Group B cars tear around
Stoneleigh Park in Warwickshire.
Inside the venue visitors will enjoy
displays, auction action and live
interviews with racing stars.
raceretro.com
24-26 February
ClassicAuto Madrid
First held in 2010, ClassicAuto has
grown from a purely commercial
event into a bustling show as
The Flying Scotsman, 31 March 2 April. Image: Gerard Brown
Goodwood Members Meeting, 18-19 March. Image: Goodwood
popular with enthusiasts as it
is with the trade; in fact it is
now one of the more important
dates on the calendar for the
many Spanish car clubs.
classicautomadrid.com
2-4 March
WinteRace
A field of 80 pre-1977 cars in six
classes, a 400km route through the
Dolomites and some of Europes
most jaw-droppingly beautiful
mountain scenery, and snow,
snow and more snow.
winterace.it
3-5 March
Antwerp Classic Salon
More than 350 exhibitors from
14 countries are set to attend the
40th Classic Salon, which will
boast a goldmine of parts and
collectables in addition to displays
from clubs, dealers and museums.
siha.de
10-12 March
Amelia Island Concours
dElegance
The winner of the 2016 IHMA
prize for Motoring Event of the Year
will doubtless put on a first-class
show again in 2017, welcoming
some of the best cars in the world
to sun-soaked Florida. Al Unser Sr
has been confirmed as the guest
of honour, and special classes will
include Movie Cars, set to feature
the likes of the Goldfinger Aston
Martin DB5 and Steve McQueens
Porsche 917K from Le Mans.
ameliaconcours.org
16-18 March
Three Legs of Man
Nowhere are classics given a
warmer welcome than on the
Isle of Man, and in mid-March
the motor sport paradise hosts
this two-day, three-leg event
featuring more than 20 tests
and some 15 regularity sections.
heroevents.eu
16-19 March
Amelia Island Vintage Gran Prix
Hot on the heels of the Amelia
Island Concours comes this SVRA-
organised meeting, which should
draw big crowds in its second year.
Fernandina Beach Airport hosts the
action and, if the 2016 list of entries
is anything to go by, there should be
some interesting rarities on show.
svra.com
17-19 March
Phillip Island Classic
The largest Historic meeting in the
Southern Hemisphere, held on
Phillip Island just off Melbourne,
attracts cars from Australia and
New Zealand and much further
afield, too. Grids are organised by
the Victorian Historic Road Racing
Register and cater for Touring Cars,
various single-seaters, sports racers
and pre-war machinery, too.
vhrr.com
18-19 March
Goodwood Members Meeting
Three years on from the revival of
the Members Meeting, we suspect
you know the drill: world-class
Historic racing cars tangle on
Goodwood Circuit in front of
a deliberately limited number
spectators. (No need to sharpen
your elbows to ensure a good
view here.) Were pleased by the
return of the SF Edge Trophy for
spiritedly driven and indecently
quick Edwardian specials, and
a dedicated grid has been added
for Lister sports-racers to honour
the Knobbly (60 this year) and
the late Archie Scott Brown, Lister
pilot extraordinaire.
goodwood.com
19 March
Pioneer Run
As it has done pretty much every
year since 1930, The Sunbeam
Motor Cycle Club will corral almost
400 pre-1915 bikes, tricycles and
Classic Car & Restoration Show, 31 March
2 April. Image: Classic Car & Restoration Show
WinteRace, 2-4 March. Image: Porsche
CLASSIC + MODERN CAR CLASSIC + MODERN BIKE
MULTI VEHICLE COLLECTORS KIT CAR CLASSIC MOTOR TRADE
COMPETITION CAR MOTORSPORT SUPPORT VEHICLE
Pioneer Run, 19 March
Image: David Southcott
sidecars in the Epsom Downs,
before releasing them for a 47-mile
trundle down to Madeira Drive in
Brighton. No other event offers
spectators the chance to see so
many early machines in one place,
so its well worth dragging yourself
out of bed to see the riders off.
The first is flagged away at 08:00.
sunbeam-mcc.co.uk
31 March 2 April
The Flying Scotsman
From the starting point of Slaley
Hall in Northumberland, cars
as early as a 1907 Itala 40 and as
late as a 1948 MG TC will wind
their way along spectacular and
frequently empty roads towards
Gleneagles. Overnight halts at
Edinburgh and Aviemore will
give crews a chance to recharge At FJ we understand every classic vehicle owner is dierent.
their batteries; the hospitality is With FJ+ you can add to your policy from a range of cover
always as good as the driving.
endurorally.com options* including breakdown, agreed value, salvage
retention and spare parts.
31 March 2 April
Classic Car & Restoration Show Call our friendly UK team for a quote.
Birminghams NEC is again the
venue for this spring extravaganza,
which offers displays of pristine
0333 207 6047
restorations and untouched barn or visit: footmanjames.co.uk
finds, an auction, expert advice, and
a trade village packed with parts.
necrestorationshow.com
PROUD PARTNERS OF:
*All cover is subject to insurers terms and conditions, which is available upon request.
Footman James is a trading name of Towergate Underwriting Group Limited. Registered in England
No. 4043759. Registered Address: Towergate House, Eclipse Park, Sittingbourne Road, Maidstone,
Kent ME14 3EN. Authorised and regulated by the Financial Conduct Authority. Telephone calls may
be monitored or recorded. Sign up to our newsletter at footmanjames.co.uk to receive updates on
all the latest news, events, offers and competitions.FP ADGE674.9.16
45
IGNITION / New Cars
Ring master
So confident is Mercedes-AMG of the GT Rs abilities
at a certain track, it named the paint colour after it
Words Kyle Fortune
SAND-BAGGING. Thats what the people at
AMG did when I last experienced the AMG
GT R. I was at the Nrburgring, in the
passenger seat with AMG racer and GT R
development driver Thomas Jger driving me
around. Afterwards I was quietly pulled to one
side and asked if Id timed the lap. No, was my
short answer. Not for want of trying, but Jgers
ferocity behind the wheel left me unable to do
so. It felt quick, though. Very, very quick. Seven
minutes 20 seconds is around the time we
expect, said the PR man from AMG.
I had been used. Fast-forward a couple of
months and it has managed ten seconds less
than that, AMGs rival to the 911 GT3 RS
monstering its most obvious foe around the
benchmark track. So its fast, but then so is the
GT S from which the R is derived.
Here theres some sophistication, lessons
learned from both its AMG GT3 racer relation
and the extensive development work much
46
of which was around the Nrburgring its
Green Hell Magno paint amusingly nods to. All
this creates a sharper, more immersive and
capable AMG. Helping achieve that is the usual
go-faster recipe of less and more, less being
weight, the GT R shedding 15kg over the GT S
via a race engineers exotic material wish-list, while the suspension retains adaptive dampers
the GT R having more carbonfibre, aluminium
and titanium than any of its relatives.
That 15kg might not sound like so much, until
you consider the mores. Obviously theres more
power, AMGs 4.0-litre biturbo V8 re-worked
to produce 577bhp and 516lb ft via revised
breathing, more charge pressure from faster-
spinning turbos, and lighter, stronger internals.
Theres active aerodynamics, an element in the
front splitter adding 2kg of mass, but generating
a more useful 40kg of downforce when its
extended. It contributes to the overall 155kg
of downforce, that number achieved despite
a reduction in drag over the standard car.
Factor in wider tracks front and rear as well
as those wings and its clear that those in the
aerodynamics department have been extremely
busy indeed. That aero work is enhanced by
rear-wheel steering, improving both agility and
stability, again to the benefit of those lap times,
with variable settings, though its now a coil-
over set-up with adjustability. Then theres the
traction control system, the GT R offering nine
yes, nine! settings, all the electronic
thresholds and controls tuned to suit the GT
Rs more focused, hardcore nature.
December means the Nrburgring is out of
the question for seat time, but Portimao in
Portugal is open for business. Bernd Schneider
is suggesting a few laps in Race mode, which
leaves the ESP on. For now. That a five-time
DTM champion is sensationally quick isnt a
surprise; what is, is that its possible to just
about keep up, despite a serious shortfall

ITS NOT THE WAY IT
GATHERS SPEED THAT
SHOCKS SO MUCH,
THOUGH. ITS WHAT
IT CAN DO WITH IT
in talent. The GT R is immediately a friendlier,
easier car to drive than its GT S relation, the
limits significantly higher, but also delivered
with greater clarity.
The responsiveness of the controls helps, the
engines keenness for revs, the automatic
transmissions deftness in selecting ratios
whether left alone or via the paddleshift, and
the sensational soundtrack from the blaring
titanium exhaust thats been added to it,
bringing a racers edge, and wicked pace.
Its not the way it gathers speed that shocks
so much, though. Its what it can do with it. At
the end of the main straight a brief glance at the
speedometer reveals 165mph. Standing on the
optional, but must-have, carbon ceramic brakes
sees the GT R scrub off its speed with a
physicality thats incredible for a road car. Too
much braking for the first couple of laps, the
fast right-hander that follows can be taken
faster, the combination of the sharper turn-in
response, the greater stability and the sheer grip
it generates allowing it to do so. Reach and
breach its high limits and itll move around, but
the way the GT R communicates whats going
on means that, unlike its GT S relation, its
never intimidating, but something that can be
enjoyed, even exploited.
Schneider suggests ESP-off and that nine-
mode traction control setting to be dialled
around to six. That Im even considering it
underlines how impressive the GT R is, and
Left and above
A little lighter than the
GT S on which its
based, and more
powerful too, but
trick aero and traction
control count for more.
that having multiple modes of traction control
is actually useful, rather than merely a
gimmick. Six is fine for the faster stuff, though
wind closer to completely off and the GT R
will arc out of slower bends with wilful
disregard for its rear tyres.
Juvenile stuff, perhaps, but it highlights the
sophistication of the development work on the
GT Rs chassis. On the road it remains
impressive; its suspension is obviously taut, but
not overly compromised given its focus, the
Mercedes losing some of its civility in favour of
a far more involving, interesting drive. Its
worth it; the GT R is a sensational car.
Theres more to come, too, AMG boss Tobias
Moers recently announcing AMGs F1-derived
hypercar, and not quite admitting (though
neither denying) that theres space for a Black
Series above the GT R. On AMGs current
form, and on evidence of the GT R and the
recent E63S, rivals should be worried.
47
IGNITION / New Cars
Torque of the country
Rather like a well-known type of oven, this Bentley burns oil to hugely impressive effect
Words Robert Coucher
BENTLEYS WERE LONG known for their
low-revving, large-capacity, high-torque engines.
And with this latest iteration, the bloody
thump is back. This Bentayga is Bentleys first
diesel and the specifications are astonishing:
429bhp at 3750rpm, 664lbft at 1000rpm,
0-62mph in 4.8 seconds and a top speed of
168mph from a diesel SUV!
But why would you bother with the fastest
diesel SUV on the market when the W12 petrol
version is more than man enough? Set off on a
600-mile tour (walking in Scotland, wine-
tasting in Bordeaux, skiing in Verbier) and
youll do so on just one tank. Thats why.
The secret is the triple-charged 4.0-litre V8
(co-developed with Audi, whose diesels did
rather well at Le Mans). It employs two twin-
scroll turbochargers, plus an electrically
powered supercharger that primes the first
turbo in the mid- range and the second at the
top end good to see a charger back on a
Bentley once again. This set-up offers the full
664lb ft force at just 1000rpm and a claimed
35.8mpg. The CO2 emissions figure of 210g/
km is the lowest ever for a Bentley, too.
The Bentayga has never been an elegant
machine because, well, its an SUV. But it sure
offers presence, even if its a bit bling. The
signature meshed radiator grille, together with
meaty alloys shod with 285/45/R21 Pirelli
48
Scorpion all-season tyres, signal intent and, yes,
the V8-DIESEL badges are a delete option.
Climb up into the high, bolstered chair and
the interior appointment is supreme swathes
of leather, cross stitching, chrome organ-stop
controls, burr walnut and other twinkling
jewellery. Fire the engine and all of a sudden
nothing happens. You cant hear it. Hop out and
stand next to the bonnet and you can just about
make out a slight diesel tickover. Pull the
chunky, eight-speed auto selector back into
Drive and the 2390kg Bentayga wafts off on its
almost instant mountain of torque.
The power delivery is the nearest any internal
combustion (or even pressure combustion)
power unit comes to an instant-torque electric
motor. The thrust is fabulous, near-silent, silken
and refined. While the acceleration could be
described as astonishing, with so little apparent
effort or drama it is more amazing.
On the road the Bentayga is no sports car
(though it does have a Sports mode) yet it
can be hustled thanks to its four-wheel-drive
traction, powerful brakes, sharp-enough
steering and that smooth, instant power Above and below
delivery. As a car enthusiast you might miss an V8 diesel employs two
engine note because this one simply thrums, turbos and a supercharger for
instant massive torque and
but as a capacious gentlemans GT this diesel country-crossing range on a
SUV delivers and will be more than capable of full tank, though there are few
taking you off-road at your next shoot. clues that its an oil-burner.
 AT HISTORICS,
WE DELIVER MORE THAN
YOU BARGAINED FOR
LD LD
SO SO
RICS RICS
TO TO
HIS HIS
BY BY

1954 JAGUAR XK120 DROPHEAD COUP 1989 PORSCHE 930 CABRIOLET

LD 52% over estimate 39% over estimate

LD
SO SO
S S
ORIC TORIC
T
HIS HIS
BY BY

D D
1967 MERCEDES-BENZ 250SL 1991 FERRARI TESTAROSSA

L 75% over estimate 27% over estimate L

SO SO
S S
ORIC TORIC
T
HIS HIS
BY BY

1978 ASTON MARTIN V8 VANTAGE VOLANT 1992 LANCIA DELTA INTEGRALE EVO 1 MARTINI 6
56% over estimate 75% over estimate

WIth sales full to bursting, flourishing results, an average sale rate of over 80%, and many consignments selling at well above their estimate,
Historics delivers an exceptional auction experience for buyers and sellers alike. So when its the time for you to sell or buy your next classic,
and receive honest, impartial and professional guidance from one enthusiast to another, with attractive commission rates, wrapped around good
old-fashioned courtesy and friendship, youll find theres no better place to do business.

ENTRIES ARE NOW INVITED

THE SPRING SALE, BROOKLANDS MUSEUM, SATURDAY, 4 MARCH TH

All sales shown are from Historics 2016 auctions. For full results, visit www.historics.co.uk

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 Passion. Cars. Expertise.
Experience Girardo & Co.
Available Centre:
1963 Ferrari 250 GT/L Berlinetta Lusso by Scaglietti
Chassis no. 5143. Ferrari Classiche certied

Available Foreground:
Lancia D24 Sport
Chassis no. D24R 0001. Four-cam, Twin-plug Lancia V6

Tel: +44 (0)203 621 2923 info@girardo.com The Showroom, London, SW6 UK

Girardo.com
IGNITION / Opinion
JAY LENO
The Collector
T
he other day I started up my 41 Plymouth,
for the first time in over a year. Every collector has
one or two vehicles that dont get driven as often
as the others. My Plymouth is not special, just a
good old girl. Its unrestored, a two-door business
coupe; the Deluxe model with heater, radio and three-
speed column shifter, with a vacuum assist to make
shifting easier, a 201ci six-cylinder flathead engine and
about 87 horsepower.
Even after sitting for over a year, the engine cranked
about half a dozen times and started right up. The reason
it made me smile is that so many modern cars would
be almost inoperable after sitting for so long. If they
are not turned over every week or two, injectors get
clogged from lack of use. And you have to keep them
on a trickle-charger.
I have a 2002 Firebird that I
had to get emissions-tested. The
battery was ten years old so I
THE LAST REAL
MAINTENANCE I WAS
changed it for the exact same
factory-standard battery. And
swapping the battery confused ABLE TO DO ON A
the computer, so they couldnt
get it to pass the emissions test. MODERN CAR AT MY
The technician said, drive it for 50
or 100 miles and see if it re-boots. OWN GARAGE WAS
Im still waiting.
When I called my Porsche ON THE M LAREN F1 c
dealer about getting a part for my
Carrera GT, he said We dont work on any of the really
old stuff. I said its a 2004! He said hed check to see if
any of the old guys are still around who worked on them.
I mean, how old could they be? Forty-five?
I have a warning light on my 2005 Mercedes SLR
McLaren nobody can turn off. It doesnt seem to affect
anything. The car runs beautifully. But nobody knows
how to deal with it. I wanted to put new tyres on it too
and, like many cars, it has a locking lug nut. So I gave the
tyre guy the key for the lug. And he lost it. So we called
Mercedes and McLaren, quoting the serial number, but
we couldnt get one and couldnt make one. So we had to
torch the lug nuts and cut the wheels to get them off.
The last real maintenance I was able to do on a modern
car at my own garage was, surprisingly, on the McLaren
F1. Ironically the F1 comes with a tool kit. A tool roll,
actually, which contains wrenches, pliers and
screwdrivers, all made of titanium. Was there ever an F1
owner whose car broke down on the motorway, pulled
out his trusty tool roll and got it going again?
Anyway, we had to replace the Vanos unit, which
controls the cam timing. Taking the engine out was
pretty straightforward. And we did it without using a
single tool from the toolroll! As sophisticated as the F1s
powerplant is, its still a car. Its a V12 and compared to
modern cars its pretty straightforward. A good mechanic
can look at that engine and pretty much figure out
what they have to do. Would I try this with my McLaren
P1 or a 918? Not on your life.
Remember the Ray Bradbury book Fahrenheit 451?
Where all the books are destroyed and so each person
needs to memorise one book, and become an expert
on it. Thats what seems to be happening with
supercars. Theres only a few Veyron guys and a handful JAY LENO
of P1 guys. I dont know many Porsche dealerships that Comedian and talk show
could actually work on a 918; there legend Jay Leno is one of the
most famous entertainers in
cant be many.
I feel that the days of the
general mechanic who can work
the USA. He is also a true
petrolhead, with a massive
collection of cars and bikes
on anything are just about over. (see www.jaylenosgarage.
Those lucky enough to be trained com). Jay was speaking
mechanics on machines like the with Jeremy Hart.
McLaren P1 and LaFerrari pretty
much have jobs for life, travelling
the world, re-booting computers on
10-to-20-year-old supercars, many
with very low mileage.
The way technology is going,
collecting modern cars will be
extremely hard. The fun part about working on old cars
is that, if you dont have the proper tools, you can
measure up what you need, go to the lathe, and make
one. On modern cars, if the manufacturer decides to
lock you out of their code then thats it, youre pretty
much done. Unless you have the Ferrari code-reader, for
instance which someone told me is $25,000 youre
not going to get to work on the car. Thats it. So any
work on these cars in the future will probably mean
having to go back to manufacturers. How much is that
going to cost?
Thats fine for rich guys, who will always be able to
have somebody take care of their car. Its the little guy
whos going to get screwed. Unless they stick to analogue
cars from the 1970s and earlier.
In 100 years from now, after my garage has been
buried under some massive earthquake, and some
automotive archaeologist will find my stash and dig it
up, Im guessing the only one theyll be able to drive
away is the 41 Plymouth!
51
 M A X T E D -PAG E
HISTOR IC R ACI NG POR SCH E

Brun Motorsport / Repsol 1990 Porsche 962C | Chassis # 962-163

We are delighted to offer this genuine factory-built Porsche 962 which was supplied new to Brun Motorsport for the 1990 World Championship and liveried in the famous
Repsol sponsorship. Chassis 962-163 was built by Porsche in July 1990, being one of the final 962s constructed at the factory with carbon tub and fully water-cooled
3.0 litre Turbo engine with Bosch MP 1.78 ignition and fuel system.
Raced only twice, its debut at Montreal in 1990 resulted in retirement after just 22 laps, chassis 163 then completed a further 56 race laps in Mexico, before a broken
drive-shaft forced retirement at this, the final round of the World Sportscar Championship. As such and having been in storage ever since, the present condition of this car
is similar to that of an ultra low-mileage road car and is Possibly the lowest mileage and most original 962 in existence - to quote from the book of John Starkey & Ian Briggs
- The Golden Era - The History of Group C and IMSA GTP.
An outstanding, factory-built Porsche 962 with excellent provenance and outstanding investment-grade potential. This car is waiting to be prepared as a highly competitive entry
for the new Peter Auto / Group C Racing series and future historic Le Mans races.

Richard Lloyd Racing

1988 Porsche 962C | Chassis # RLR-200
We are delighted to offer for sale another famous Richard Lloyd Racing Team Porsche - this superbly presented and fabulously documented RLR Porsche 962C,
built for the 1988 season for Derek Bell to lead the World Championship assault for the RLR team. The car went on to compete in the 1989 World Championship season,
also with Richard Lloyd Racing Team, in the sponsorship liveries of Porsche Cars Great Britain and CABIN.
This famous Richard Lloyd Racing Porsche 962 has been in the hands of some great drivers and comes with a superbly documented history file which includes its original,
1988 and 1989 F.I.A., Technical Passports, plus a multitude of original RLR team correspondence and Porsche Customer Racing Services invoices for engine supply and parts, etc.
In 2007, X-Tech Engineering rebuilt the engine and the car once again proved highly competitive in the Group C GTP series, this time in the hands of Andrew Purdie.
Since this time, the car has been beautifully re-painted back into its 1989 Le Mans CABIN livery. The recent amalgamation of the Peter Auto - Group C Racing series,
including a new 2016 Le Mans Classic Group C grid, makes this an exciting time for the historic racer and / or Porsche collector to acquire one of these iconic, yet user-friendly,
racing cars from the golden era of modern sportscar racing - and for less than the cost of a 2.7 Carrera RS Lightweight!

P.O. Box 7039 Halstead Essex CO9 2WL United Kingdom

Tel: +44 (0) 1787 477749 Mob: +44 (0) 7771 922433 (7 Days) Email: enquiries@maxted-page.com

w w w. m a x t e d - p a g e . c o m
IGNITION / Opinion
DEREK BELL
The Legend
L
ooking back, my itinerary in 2016 was of the
eye-watering variety. I may be a former racing
driver, but I seemed to be busier than ever. It was
a wonderful year, though, full of great experiences
that I wont forget in a hurry. I saved the best til
last, too, an eight-day trip to New Zealand with
McLaren Automotive shortly before Christmas,
promising an epic drive. It was all that and more, and
on so many levels.
I used to love racing in the Tasman series back in the
late 60s. I have written about it before, so wont re-tread
familiar ground, save to say that we were always made
to feel welcome when racing Down Under, whether in
Australia or New Zealand. People would often say
that they had been reading about us all year so to
have us in town for a weekend
was pretty special. In-between
cocktail parties, barbecues and the
like, we would often try to
WHAT IMPRESSES
ME ABOUT M LAREN
reciprocate; to give something
back. We would earn our keep by
visiting schools and hospitals. IS THAT IT HONOURS
That sort of thing mattered to a lot
of people, even if I didnt fully ITS HERITAGE
appreciate it at the time.
Its funny how memories WITHOUT BLUSTER
come back unbidden and in
Technicolor and this was AND FANFARE
certainly the case on my first
visit to New Zealand in decades. It is just the most
amazing country and one that I recommend everyone
should visit at least once during their lifetime. Close on
30 McLaren owners took part in the event, which
covered around 2000km of driving on some of the
most amazing roads imaginable, accompanied by scenic
vistas that took your breath away.
As time went by, I started to recall experiences from
when I raced in Tasman; the sort of thing that made me
feel a little wistful. I also thought about Bruce McLaren
who, quite aside from being a superb driver and team
principal, was also a lovely chap. He was that rarest of
things: a natural leader for whom nobody ever had a bad
word to say. I drove for him once, even if my outing in
the 1969 British Grand Prix aboard the four-wheel-drive
M9 remains something of a career footnote.
One thing that impresses me about McLaren, the
marque, all these years later is that it honours its heritage
without bluster and fanfare. It isnt just a case of leeching
off the accomplishments of something that happened
years ago; of marketing opportunities. Its all about
making new heritage, if you will, but not forgetting
where you came from.
As such, our road trip incorporated a special dinner
in association with the Bruce McLaren Scholarship
scheme, his daughter Amanda attending alongside her
husband Stephen. Scroll back to the late 50s and into the
1960s, and several Kiwis came over to the UK on
scholarship deals to become drivers. Whats more, they
were annoyingly talented, with Bruce being very much
to the fore. And thats before you factor in the many
engineers, mechanics and fabricators who set sail for
Blighty and entered into motor racing lore. This mass-
migration of talent ended a long time ago, but this DEREK BELL
programme aims to send a student to Europe to become Derek took up racing in 1964
immersed in racing car design and in a Lotus 7, won two World
Sportscar Championships
engineering. Who knows, the lucky
recipient may end up becoming
equally legendary.
(1985 and 1986), the 24
Hours of Daytona three
times in 1986, 1987 and
c Sadly, New Zealand has had more 1989, and Le Mans five
than its fair share of heartbreak of times in 1975, 1981,
late, our arrival following soon after 1982, 1986 and 1987.
He was speaking with
the earthquake, which left a trail of
devastation in its wake. I will admit
Richard Heseltine.
to being a bit nervous about our
party rocking up in town with a load
of supercars; that it would somehow
appear disrespectful. Those fears
were soon assuaged, though.
McLaren owners are hugely enthusiastic, but not at all
showy. Whats more, they are not wary of letting others
play with their toys. Wherever we stopped, crowds
assembled and people were genuinely pleased to see us.
It was almost like the Tasman years all over again. Kids in
particular were drawn to us like a moth to a flame. They
would sit in the cars and beam from ear to ear. You didnt
need to be psychic to know what they were imagining.
I wouldnt have missed that for anything.
On a personal note, being helicoptered onto a glacier
left me open-mouthed, and the gala do in Auckland
was riotously enjoyable. I was joined on stage by
Bruno Senna and my old mate Stefan Johansson. Weve
all been around the block a few times, and I think the
audience enjoyed us telling tall tales and ripping the
mickey out of each other. But, most of all, what I took
away from that magical eight days was a rekindled love
of a country that is quite unlike any other. That, and a
reinforced appreciation of Bruce McLaren. He left
behind quite a legacy, thats for sure.
53
7 Editio
IGNITION / Opinion

STEPHEN BAYLEY
The Aesthete

T
here are years when more happens than usual.
Caused by climacteric oscillations, who can say,
but 1848 was, for example, a year of remarkable
revolutions in all of Europe. So much happened
in 1913 that Florian Illies recently wrote a whole
book about it with lots of Viennese angst, but only after
Liliane Brion-Guerry had devoted three entire volumes
to the same 12 months with lots of Parisian lan.
Personally, I have always been fascinated by 1957. It
was when the last Jaguar D-type won at Le Mans, the
Space Age began with the launch of the Soviet Sputnik 1,
while Bill Haley and his earthbound Comets landed at
Southampton, introducing Britain to rock n roll. Plus
the Chevrolet Bel-Air, Detroit Baroque at its outrageous
peak. Goodness, what a busy year. Then there was 1967.
One of the most boring tropes
is: All cars nowadays look the
same. I actually never mind when
people are hostile in this way.
ONE OF THE MOST
different artistic expressions for these gloriously different
engines. All cars look the same. Are you mad?
It is tempting to think of 1967 as a miracle year for car
design. Will such variety ever be repeated? Certainly
1977 had less to offer: the year of the Daewoo Maepsy (a
kimchi-flavoured Opel Kadett) and the Peugeot 305, a
car that marks the beginning of that manufacturers
descent from principled ingenuity to anhedonic market-
led banality. We will pass over the Triumph TR7, whose
strange, scalloped lateral panels made Giugiaro say:
Dear me, have they done that on the other side as well?
Yet two 1977 cars demonstrated mans perverse genius
in finding idiosyncratic answers to questions not asked.
Each a big 2+2 with ample power and luxury, offered by STEPHEN BAYLEY
manufacturers with reputations for engineering integrity. Author, critic, consultant,
Winking at each other like Gustav broadcaster, debater and
curator, Stephen co-created
and Hermann in a north European
gay sauna, I give you the Volvo 262C
and the Porsche 928. If I ever
the Boilerhouse Project at
Londons V&A, was chief

Theres no doubt that the
automobile offers only limited
evidence of mans ingenuity
and artistry, while providing
irrefutable proof of his selfishness,
SHOCKINGLY ILL-
become disenchanted with looking
at cars, I will return here to refresh
PROPORTIONED CARS my sense of awe at the superhuman
EVER MADE: ARCTIC curiosity of these machines.
The only explanation for the
executive of The Design
Museum, and fell out with
Peter Mandelson when he
told him the Millennium
Dome could turn out
to be crap.

brutality, venality, stupidity and

general inclination to destroy the SNOW-SHOES WITH
planet and its occupants. Still, its
true that all artefacts created in ARMANI DETAILS!
a common era exemplify the
Zeitgeist or Spirit of the Age, and why should they not?
To be sure, shared circumstances often lead to similar
solutions to shared problems. But 1967 confounds that.
Its the year that gave us the Alfa Romeo Montreal:
Marcello Gandini asserting himself at Bertone. Claus
Luthes NSU Ro80? Still a technical and aesthetic
achievement that astonishes. Dino 206? The most
beautiful Ferrari ever. By contrast, the Fiat 125 was an
Italian Lotus-Cortina, but with better seats and superior
reliability. The quirky Saab 99 was a Mini designed by
aerospace engineers. So that was a good thing.
Or the Citron Dyane, a de luxe 2cv. One version was
called Weekend because, the joke went, it was so slow
that it took two whole days to get anywhere. I had one.
Beige with brown perforated vinyl trim. It took me all
over Europe and I once mended the throttle linkage with
a wire coathanger. So thats a V8, a twin-rotor Wankel, a
V6, a twin-cam four, a single-overhead-cam four that
would eventually birth the first popular turbo, and an air-
cooled flat-twin. And the designers found satisfyingly
Volvo is that, while they were
discussing a personal car for the US
market, someone slipped magic
mushrooms into the lingonberry
compote, promptly called Bertone
in Turin and asked him to turn the cumbersome six-
cylinder 164 into a coup. The result was one of the most
shockingly ill-proportioned, maladroit and odd cars
ever made. Arctic snow-shoes with Armani details!
Superlatively ugly, thus fascinating.
Only slightly less curious impulses gave rise to the
928. Its designer was Wolfgang Mobius, working under
Anatole Lapine who, with or without a knowing
reference to the Hollywood depressive Nathanael West,
told me his education had been at The University of
Hard Knocks. Thus, the company founded by a professor
of daunting academic attainment left the design of its
most ambitious product to an ex-GM Latvian-American
who wanted a German Chevrolet Camaro. Its these
cultural absurdities that make car design so fascinating.
Though the Volvo 262C and Porsche 928 have all but
disappeared, the anthropologists myth of the perpetual
return predicts a comeback. But I am less confident
about 2017s potential for leaving us with future classics.
1967 and 1977? Look back not in anger, but in wonder.

55
IGNITION / Opinion
ROBERT COUCHER
The Driver
B
ritish drivers are generally excellent. You wouldnt
think so from reading the newspapers or watching
television, where driving is reported as a contact
sport with horrendous resulting carnage. Of
course, every road injury or death is a tragedy but
the fact remains that Britain has some of the lowest road
death statistics in Europe, only bettered by Norway and
Sweden. Ukraine is the worst, followed by Portugal,
Italy, France, Germany, then Spain.
Being a small island, Britain suffers terrible traffic
congestion (Londons is the worst in Europe). So it is
remarkable that the vast majority of British drivers are
safe and considerate. I grew up in South Africa (fewer
vehicles, five times the space) where the road death rate
over the Christmas weekend is higher than the annual
UK rate. Driving in Europe is a
pleasure but some of the motorists
are scary. In France, tailgating is
the norm, and in Italy theres no
MY PHILOSOPHY
IS TO HAVE A SINGLE
such thing as forming an orderly
queue, its just a free-for-all. Maybe
thats stereotyping but just try CLASSIC CAR THATS
driving down to the Le Mans 24
Hours or clocking into the READY TO DRIVE TO
regularity sections on the Mille
Miglia! And in America the LE MANS OR THE
undertaking and full lane changes
at 70mph are hair-raising. LOCAL DELI
The one thing that gets a British
driver flustered is infringing their personal space.
Considering the rapidly deteriorating traffic congestion
its a wonder that the drivers here remain so calm and
stoic, but thats the national character on four wheels.
Living in London, one of the greatest cities in the
world, Ive noticed how the traffic conditions have now
reached gridlock in many areas. Figures show London
suffers from 12,776 congestion hotspots, so its no
surprise that in the last year its average traffic speed
has dropped to 7.8mph (down from a less-than-heady
8.1mph the year before). This is slower than a horse and
cart of 100 years ago. And some boffin has determined
that traffic congestion costs the country 4.3 billion a
year. Yet the actual traffic volume has declined and
people are taking fewer bus journeys.
I ride my bicycle nearly every day. It is simply the best
way to get about the city, with no parking problems and
a bit of exercise thrown in without the need to resort to
any Lycra whatsoever. I also use the No 19, 319 and 49
buses, which are rather gentle when not in a hurry, and
56
the Tube is efficient if ghastly at rush hour. It moves
an amazing 4.8 million passengers per day.
Londons problems include a significant rise in
population, economic growth, the cycle superhighway,
mail order deliveries and Uber taxis. Take ex-Mayor
Boris Johnsons cycle lanes. With a worrying number of
cycle deaths in the past, something certainly had to be
done. But reducing the Embankment and other major
arteries down to single lanes cannot be the answer. What
happens during the rush hour is that the Lycra Lads get
annoyed with the Boris Bike plodders, so they cut and
thrust into the traffic lanes, slowing it all down further.
And during the day it is mostly empty. We now learn, just
eight months after the superhighway on the Embankment ROBERT COUCHER
was opened, that a large section of it is to be rerouted. Robert grew up with classic
This causes a knock-on effect for cars, and has owned a
Lancia Aurelia B20GT,
those of us who drive cars, especially
classic cars. Gridlock is taxing for
old vehicles with mechanical cooling
Alfa Romeo Giulietta and
Porsche 356C. He currently
uses his properly sorted
systems and no air conditioning. My 1955 Jaguar XK140 as his
everyday Jaguar XK 140 has been daily driver, and is a founding
upgraded to cope and opening the editor of this magazine.
window does cool things down a bit
inside. The good news is that most
Londoners dont get up early on the
weekend, as a blast across London
along the Strand to the Savoy for
breakfast one Sunday morning
attested. And getting off the
motorways and finding the backroads to Goodwood,
Silverstone or Castle Combe circuits is always a pleasure.
Having cut my classic car fleet down to just the
Jaguar, I feel a sense of relief. My philosophy has always
been to have a single classic car thats in good nick, ready
to drive to Edinburgh, Le Mans, the Alps, or the local
deli multiple cars can become a hassle and a worry in
busy London. Other solutions? Columnist Jay Leno has
a warehouse for his cars in Burbank, California, and if
you have a house in the country with plenty of
weatherproof garaging, then the more classics the better.
Being a denizen of such a large city means adapting.
Im as guilty as any of using belching buses, filling up
trains, relying on home deliveries and the occasional
minicab. Maybe I should find a compact hybrid like
Mark Dixons Honda Insight or borrow Sir Stirlings
Renault Twizy, as I enjoy electric propulsion in town.
In the meantime, Ill enjoy my bicycle (Im trying an
electric one soon) and get up early with the Jaguar,
which now has a sat-nav to help me get lost.
 A Qualifying Round Of The 2017 HERO Cup, In Association With &
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IGNITION / Gearbox

ANT ANSTEAD
Car builder, designer, artist, footballer and TV presenter
Interview and photography Martyn Goddard
1. I carry my life in my Land Rover
Discovery I have always had a workhorse.
I never clean her and have a reputation
for filling her with rubbish. Shes on her
second engine, which was installed to
keep her going for a bit longer.

2. Ive played more than 700 semi-pro

football games at Ryman and Conference
level. I carry my boots in my car just
in case I sniff out a game. The last two
seasons Ive played for Arsenal Legends
team as a Spurs fan!

3. Ive really got into racing and have my

MSA race licence. In 2016 I competed in
2 an Austin A35, VW VR6, Ginetta G50
and the Lotus Elite on Channel 4s For The
Love Of Cars. In fact, I have got the bug to
such an extent that I bought myself a new
Ginetta for the 2017 season
1
4. Im hugely proud of my six-year police
career and these certificates. Being a
member of the Tactical Firearms Unit
3 meant I attended some dangerous
incidents. Being awarded for bravery
twice is something I will never forget.

5. I build loads of unique cars. This new

GT was designed and built from scratch
and inspired by the cars Ive restored over
the years. Although it is unnamed at
present, this one will be available in both
petrol V8 and fully electric form.
4 5
6. Anyone who knows me knows I
ALWAYS wear my rigger boots! I go
through two pairs every year and always
buy the same ones each time. They are
so well-worn they feel like slippers.

7. Travelling is a privilege and in 2016

I made 22 flights around the world. Im
a light traveller so often jump on a plane
in whatever Im wearing plus my passport.

6 7 8 8. My bonkers cockerpoo Teddy Ruxpin.

He causes so much nuisance at home, but
hes also a legend and family member.

9. I am a self-confessed professional cake

eater. I have a strict cake rule for those
attending the workshop and even have
a cake leader board. I eat cake daily.

10. Youre only as good as your tools and

I use the best! I am something of a tool
magpie and a little obsessive. If its
available I need it. I lay them out with
9 10 OCD precision and I get a lot of stick
from the team in the workshop.

58
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IGNITION / Letters

Faster isnt always better

How I agree with Jay Leno in
Octane 164 about how cars have
become too fast. He is in a better
position than most to give his
views on this, given his access to
pretty much all of the latest crop
of cars you cant really use.
Unfortunately, manufacturers
of high-performance cars are in John Bolsters road tests of them.
a constant arms race to provide In all honesty, it has provided
the next ludicrously powerful more fun and driving pleasure
machines, which need massive than anything else I have owned,
Letter amounts of computer technology and it does so without resorting
of the to provide some sort of control to licence-losing speeds. I am now
month for the people who can afford 70 years old and, while I can still
them but do not possess the skills get in and, more importantly, out
to drive them without it. of it, I shall continue to enjoy it.

De Tomasos discovered I have owned some interesting

cars, including a 4.2-litre E-type
Jaguar back in the 1970s which,
The Seven seems to be a car type
missing from Jays collection and
I recommend he rectifies that
THE ARRIVAL OF the latest issue of Octane always guarantees I admit, I drove at reckless speeds situation soon.
an escape from the real world for a few hours. But issue 164, in all over the place. You were much Remember, the paradox of
particular, brought back some fond memories. less likely to get caught then but speed is the faster you go, the
It was back in 1997 when I first visited Modenas motor valley things have changed since in a big less time you have to enjoy it.
Im not even sure it was called this at the time. During a five-day trip way. In more recent times I have Richard Bradbury, Surrey
I visited Lamborghini, Ferrari and a little car manufacturer named driven a Lamborghini Diablo,
De Tomaso. I remember I was pleasantly surprised when I saw the Noble M12 GTO, Honda NSX Action heroes
craftsmanship of this small company. Besides production of the and others, so I am in a position I have subscribed to Octane from
Guara and Bigua there were some historic cars on display. As well as to have some opinion on this. your first year and the standard of
the familiar Pantera there was a single-seater and some engines to be However, my only indulgence photography just gets better. In
seen [bottom right]. as a second car is a 1992 Octane 164 I enjoyed your report
Ever since that visit Ive never forgotten about De Tomaso. Ive Caterham Seven HPC which on the New Atalanta with pics by
even kept both the sales brochures that were given to me during my I bought in 1996 and cherish to Charlie Magee [below].
visit. This young teenager had been infected for life. this day. Back in the 60s I lusted While all the photos are
My love for Italian cars never faded and so we fast-forward to after a Lotus Seven, having read excellent, are they reproduced
2016. In May my partner and I visited the motor valley again, this
time in our own Ferrari yes, dreams can indeed come true. Arriving
in one of their products means you are never short of conversation.
While visiting a classic car dealer in Maranello, I learned that some
of the De Tomaso prototypes had been found and saved.
While talking about cars in general and the fate of De Tomaso,
I was excited to be invited to see the cars! They were undergoing
restoration in a nearby workshop. Seeing the cars in their unrestored
state was painful, as it would be for any car enthusiast, but I knew
they were in good hands, and at last someone was willing to invest
in saving a little piece of De Tomasos heritage.
Reading the article in Octane 164 certainly was a trip down
memory lane: some old memories, some more recent. I hope the CHARLIE MAGEE
story of De Tomaso will never be forgotten and, fingers crossed,
it might even rise from the ashes one day.
Enclosed are some pictures I took of the prototypes during
restoration [Bigua is bottom left, new Pantera at top] and from my
visit in 1997. The readers of Octane may appreciate them.
Maarten-Jan Groenen, The Netherlands The Letter of the Month wins a beautiful Toccata
watch by Raymond Weil, worth 595
This elegant, classically styled mens timepiece features
a quartz movement inside a stainless steel 42mm case,
and a stunning blue galvanic dial with appliqu indexes
and date window, protected by a sapphire crystal.
It is water resistant to 5atm and supplied on a black
calf leather strap with an alligator grain nish.
Raymond Weil is one of a handful of Swiss
watchmakers that remain in family hands. The Toccata
name reects the Weil familys interest in music, which
has led to many of the watch collections bearing
musically themed names. www.raymond-weil.com

61
 IGNITION / Letters
JAMES LIPMAN
direct from the camera or are they
further improved via Photoshop?
Would that be an insult to the
photographer or is it regarded as
a part of the editorial process?
Chris Glasby, Cambridgeshire
Most images will receive a certain
amount of post-production but
action shots like the one pictured on
the previous page are best handled
in camera because its difficult to
add truly convincing motion blur
on a computer. Charlie Magee
confirms that this Atalanta picture
is basically a straight shot taken at
a slow shutter speed on an image-
stabilising lens. He says it helps not
to drink coffee beforehand! MD
Bentleys Boche beater
While I thoroughly enjoyed the
article in Octane 163 about
Bentleys BR1 and BR2 radial
engines in World War One, there
were a couple of errors.
First, the BR1 [top] did not go
into the Avro 504K. That aircraft
used either the 130hp Clerget,
the 100hp Gnome or the 110hp
Le Rhne. The BR1 did go into
the later Avro 504L floatplane but
not many of those were produced.
62
The main recipient of the BR1 was
the Sopwith Camel.
Second, the Sopwith Camel did
not end the Fokker scourge of
1915/16. The aircraft that ended
the Fokker E1-3 monoplanes
superiority were the Nieuport 11
and 16 and the DH2 single-seat
scouts. The Camel did not see
service until 1917, almost a year
after the last Fokker monoplanes
had left the theatre.
John Starkey, Florida, USA
Mystery Midlands XKSS
Reading about the Jaguar XKSS
in Octane 163, I am reminded of
a time in the distant past when
I worked in the offices of the
largest forge in Europe, which
made automotive forgings for all
the car, truck and tractor firms in
the UK and some in Europe.
One day a newly employed and
apparently well-connected young
chap turned up in a very noisy
white vintage sports car (possibly
the White Riley). A while later,
a colleague said Go and see what
so-and-so has turned up in today
and there, parked in front of the
offices, was a bright red, very
modern-looking sports car. I dont
think the E-type was out yet but
the lines suggested Jaguar and I
remember the rivets in the centre
section being very prominent.
The badge said XKSS and the
bright red sports car certainly set
tongues wagging, as it was often
seen being driven enthusiastically
and the squeal of brakes
sometimes announced its arrival
ahead of the exhaust note.
Later we learned that the chap
had wrapped the red Jag around
a concrete column on the newly
opened M5. It had then caught
fire and been destroyed.
Anton Fletcher, Worcestershire
Coincidentally, we also received the
following letter about a red XKSS.
Is it the same car? MD
Vintage red at the Chteau
I loved your article How to build
a new XKSS in Octane 163.
Heres a photo [below] of Bill
Riggs car being driven by his son
Mark at Chteau Impney in 1962.
Im leaning up against the car,
in the yellow sweater.
The Rigg equipe campaigned
this car, which previously was
owned by the chairman of UDT
and registered as UDT 1, at many
meetings but it was spun into the
bank at Becketts, Silverstone,
considerably damaging the
monocoque and front subframe.
After Bill had spoken to Lofty
England at Jaguar I drove their
transporter (the ex-Mike
Hawthorn Green Line bus) to
Browns Lane and picked up the
very last monocoque and front
subframe available after the fire,
according to Lofty England.
The car was rebuilt by Mark,
myself and our mechanic Maurice
Owen, who later became chief
engineer of the Morgan Motor
Company, as a full D-type. It had
always had the works number
XKD 539. The car was raced in
club events until it was sold after
Bill Riggs death in 1964.
Mike Virr, Connecticut, USA
Bentley in bloom
Around three years ago I noticed
an irresistibly beautiful Bentley
parked under a blossom-covered
tree in the car park at a National
Trust property in Cheshire.
As a keen amateur artist, I
decided that I must use the car as
a subject of one of my artworks
and now I would dearly like to
find the owner. Can anyone help?
The cars registration is XK 578.
Philip Johnson, Staffordshire
Fergie in a far-off land
I was astounded to see the
Ferguson TE20 tractor in Gone
But Not Forgotten, Octane 163.
I am a member of our local
historical society and we have just
completed the restoration of such
a machine [below].
Although Im an Aussie, my
family migrated from England in
1948 and I was born in 1941 at
Hitchin, Hertfordshire. I believe
it was very noisy at that time,
something to do with someone
lobbing great lumps of
ironmongery in the direction
of London.
Mike Iverson, Queensland, Australia
Write to
Octane Letters,
Dennis Publishing,
Bedford Technology Park,
Thurleigh, MK44 2YA, UK
letters@octane-magazine.com
Please include your name, address
and a daytime telephone number.
Letters may be edited for clarity,
and views expressed are not
necessarily those of Octane.
 1994 Jaguar XJ220. Sold for (): 275,625

24th - 26th February 2017

Join us at our
Race Retro Sale next sale
Stoneleigh Park, Coventry CV8 2LG

A NEW APPROACH IN AN AGE OLD BUSINESS

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MUNARIS STRATOS

THEY ARE
LEGEND
Sandro Munari and his Lancia Stratos were unassailable on the
1977 Rallye Monte-Carlo. Four decades on, Octane meets both
Words Massimo Delb and Angus Frazer Photography Matthew Howell
Archive images McKlein

64
65
MUNARIS STRATOS

T
he sound comes first, an angry bark all he afforded his rivals as they chased him in vain through
more animal than mechanical that roils the Alpes-Maritimes.
around the Italian countryside. And I love this Stratos, says the Italian. I am fortunate that
then the Lancia Stratos HF that won due to my friendship with the owner, Guido Avandero, I
the 1977 Monte Carlo Rally graces us get to see it and drive it quite often. But it is not really the
with its presence. car itself, more the magical memories it brings back.
The four decades that have passed since that epic When Sandro Munari took the start of the Monte Carlo
victory have dimmed none of the cars brilliance. Even Rally in 1977 he already had three wins in the event under
today its wedge-like shape looks positively futuristic. Its his belt. He rates his first in 1972 as the most important
hard to imagine just what an effect this to borrow a line though, and not just because it was taken in an unfancied,
from The Carpenters interplanetary, most extraordinary understeering, front-wheel-drive Lancia Fulvia 1.6 Coup
craft would have had in a world populated by Ford Escorts HF against the might of the all-conquering, ultra-nimble,
and Vauxhall Chevettes. Harder still to reconcile that, by rear-engined, rear-drive Alpine-Renault A110s.
1977, the Stratos itself was almost something of an The Fulvia Coup was seven years old and not selling
oldtimer, having been unveiled in prototype guise way very well, so at the end of December 1971 Fiat shut down
back in 1971 at the Turin motor show and having gone on the production line and sent 6500 workers home, explains
to secure Lancia a hat-trick of World Rally Championships Munari. But after I won the Monte Carlo people crowded
between 1974 and 1976. into the dealerships to order a Fulvia, the production line
As it spears towards us the Stratos begins to slow, was reopened and the people who had been made
affording us a better chance to pore over it. It is a truly redundant got their jobs back!
imperial sight. There is haughtiness imbedded in those While 1972 was undoubtedly a dream victory, Munari
Bertone-penned lines that, in the Alitalia green, red and knew that after winning the rally in a Stratos in 1975 and
white battle colours, borders on arrogance. 1976, victory in 1977 would give him a hat-trick and
Just as the car pulls tantalisingly level, the driver Monte Carlo immortality. Today, at the age of 76, there is
reapplies the throttle and, with a howl from its Ferrari a slight frailty to the man they called Il Drago and his
Dino V6 engine, the Stratos surges contemptuously away breathing is a little laboured. But he has kept himself in
from us. It almost feels like we have reached out to stroke good shape. He has no problem fitting his slim frame into
a thoroughbred racehorse that has shaken its head his original Alitalia racing overalls and his memory of the
disdainfully and galloped off. drive of four decades ago is as crystal clear as the ice was
As we gaze at the fast-disappearing spoiler, those big, on the Col de Turini in 1977.
round taillights and the oh-so-1970s The Stratos always gave its best on
louvred window, the man standing beside Below and right slippery roads and the 1977 Monte Carlo
us smiles. Perhaps Sandro Munari is Munari (Parmalat overalls) and
co-driver Maiga (moustache)
was absolutely perfect for it because the
recalling that, between 22 and 28 January during the 77 Monte; the car snow did not stop falling, says Munari. The
1977, that particular view of the Stratos was still wears its original livery. car was quite similar to the specification
MCKLEIN IMAGES

66
MUNARIS STRATOS

There is haughtiness in
those Bertone-penned lines
that, in the Alitalia green, red
and white battle colours,
borders on arrogance

68
69
 MUNARIS STRATOS
MCKLEIN IMAGES

of the Stratos I drove to victory in 1976, but Above and right on the brake pedal. I never used the
we adjusted the engine to give a little less In action on the Monte in handbrake to steer the car.
1977; today the car reveals
horsepower and to have better torque at its highly patinated interior
Instead Munari relied on the natural
lower revs for more traction and greater and mechanicals. inertia provided by the mid-mounted
control. We shortened the gear ratios too, engine to create a pendulum effect to set-up
because we were using the 24-valve engine the car for the endless snow-covered
that didnt really pull strongly until 4500rpm and there hairpin bends. As soon as you spot the corner, you start to
were not many very long straights to deal with. turn the steering wheel to move the car around beneath
So Munari had the satisfaction of knowing that his car you. If you understand it, and you are good, then you are
was perfectly honed for the rally. In addition, the Stratos safe and you are fast. If you dont, then the car is in charge.
gave him a huge advantage over the drivers of other, And presumably you are in a snow bank
far less sophisticated cars, as it could very quickly be What a treat it must have been to stand well wrapped-
further modified if the need arose. Removable front up and watch Munari drift the Stratos through the winter
and rear body panels gave easy access to the fully wonderland. And one man had an even better view, at
adjustable suspension, while the ratios of the five-speed least when he wasnt looking down at his roadbook. Silvio
gearbox mounted beneath the engine could also Maiga, now 67, sat just a few inches away from Munari
be quickly changed. guiding him to victory.
With its significantly reworked suspension, where all Sandro is absolutely right in calling it a dance, because
the rubber bushes were replaced with uni-bond joints, I do remember the very same feeling, recalls Maiga. At
Munaris TO N41648 Stratos was far removed from the some points I was able to raise my eyes from my notebook
once-green, 190bhp, 12-valve road car it had been based and find myself captivated by the magic of the moment.
on. With its competition 24-valve engine capable of Snow everywhere around us, the V6 engine singing at its
delivering up to 290bhp, and its chassis sharpened to a best and Sandro mastering the dancing Stratos flat-out in
near-knifepoint, the rally Stratos offered performance and fifth gear. And he made it all look so effortless, he was
handling that few could ever hope to access, never mind always calm, always precise, always master of the situation
master. For Munari, though, it was just perfect. and always, always terribly fast.
I still vividly remember the intense pleasure of piloting From stage three onwards, for mile after mile of snow-
my Stratos by using just the gas pedal to let her dance on covered mountain passes, Munari and Maiga held the lead
the snow always in a controlled drift without any form all the way to the end, keeping 228 rivals behind them.
of roughness, recalls Munari. For me it was easy, steering The huge variety of machinery in their wake included four
with my hands, right foot on the gas pedal and left one works Fiat 131 Abarths plus state-of-the-art Opel Kadett

70
71
MUNARIS STRATOS

Below and right

Stratoss styling is still stunning
even after four decades and more;
Munari and Maiga celebrate their
victory after an eventful rally.

72
73
MCKLEIN IMAGES
MUNARIS STRATOS
Spending time with a Monte Carlo-winning
Lancia Stratos and its crew is very special indeed
GT/Es piloted by the likes of Walter
Rhrl and Jean-Pierre Nicolas.
Not that everything ran
completely smoothly for the crew of
the Number 1 car. As Maiga recalls
with a shudder, disaster struck
almost within sight of the finish.
During the climb from La Turbie to
the Col de la Madone de Gorbio, the
lights, all of them, went out. It was
the last night and there wasnt a light
to show us the road.
Luckily the gremlins struck on a
road section, not a special stage. As
the navigator rummaged in the
fusebox in front of him, the driver
peered desperately up at the top of
the trees to try to determine the
course of the road. The most terrible ten Guido Avandero bought the
minutes ever, is Maigas verdict. Stratos from engineer Claudio
Maglioli Markku Aln had
Luckily a fast-response service team campaigned it after Munari.
headed-up by former British Grand Prix
driver turned principal Stratos development
engineer, Mike Parkes, was able to resolve the problem, at
least partly. With just a few seconds to spare we got to the
start of the Col de Turini, the most important stage in the
most important rally in the world. But we had only two
lights working, not six, remembers Maiga.
For Munari, a man famed for demanding utter
perfection in all machinery, in all people and in all
circumstances, it was not ideal. I do remember very well
these minutes. It prevented me from having a good
perception and view of the side of the road with its walls
of snow. But these are the moments where all the training
work and the testing come into play. I knew the road and
we had a good idea of the conditions we would face. I
simply had to try to go as fast as possible and do my best,
hoping that it would be enough.
And it was. There were a good 25 or 30 cars on the
event capable of winning and we defeated them all, recalls
Maiga proudly. There we were in the Princes Palace of
Monaco with Prince Rainier and his wonderful wife
Princess Grace presenting the trophy. I have only one
regret, that I did not immediately realise how important
that victory would be for us in the future. It was just the
conclusion of a normal, hard-working day.
For us this has been very far from a normal working day.
Even in the occasionally pampered and often access-all-
areas world of motoring journalism, spending time with a
Monte Carlo-winning Lancia Stratos and its crew counts
as something very special indeed. And now things are set
to get even better. It is time to have a ride in the car.
Before we clamber in, though, we take another stroll
around to admire the Stratoss beautiful lines. How did
the cars current owner, Guido Avandero, feel when he
first cast his eyes on it in the early 1970s?
74
I hated it!
What? I hated it, repeats
Avandero with a cheeky twinkle in
his eyes, because it meant the end
for me. Before the Stratos I could
afford to buy a Fulvia and compete
against Sandro on some rallies. OK, I
was never going to beat him, but at
least I could drive a similar car. Then,
after the Stratos came, everything in
rallying changed forever.
The 1977 Monte Carlo-winning
Stratos finally came into Avanderos
care in the early 1990s. Prior to that,
legendary Stratos engineer Claudio
Maglioli owned it, having purchased
it from the factory in 1984. Turn
Above the clock back a little further and
TO N41648s last outing in the World
Championship was in the forests of the UK
on the 1979 Lombard RAC Rally. Sporting
black-and-white Lancia England colours
with Pirelli sponsorship, it was brought
home in fifth place by Markku Aln and Ilkka Kivimki.
The year before that, it carried full black, red and white
Pirelli livery for a second crack at the Monte Carlo Rally
in 1978, this time running with two valves per cylinder,
due to changes in the rules. But the best its crew of Fulvio
Bacchelli and Arnaldo Bernacchini could manage was
tenth place. Today it is fully restored to its 1977 Monte
Carlo Alitalia livery and, of course, the V6 engine runs
once more with the 24-valve cylinder heads.
Unfortunately, not even taking a few moments to recall
all those great names who climbed so elegantly and so
effortlessly into the confined cockpit of the Stratos
guarantees a dignified entry for the novice. Even though
theres no visible rollcage to clamber over (its incorporated
into the monocoque and is therefore hidden by the
bodywork), it still makes for an ungainly experience.
Once nestled in the co-drivers seat, you realise how
very, very close together the crew sat. As Sandro
mentioned to us earlier: The Stratos was a very physical
car to drive; it was very hot inside even in such a cold
environment. I think we were living at about 55 to 60
degrees inside the car. Factor in the extreme length of
rallies in those days and you really would want to make
sure that you and your co-driver exchanged Christmas
gifts of racing-spec endurance sport deodorant.
Such silly daydreams are banished from your mind the
moment the V6 barks into life right behind your ears. Its
visceral cry fills the cabin and your whole world.
Avandero, though, does not embark on a full charge
immediately; instead, he simply lets the Stratos trickle
along at 1000rpm in 3rd gear a task it performs quite
happily. The engine certainly seems to be a little more
tractable now than it must have been in Sandros day.
75
MUNARIS STRATOS

This is a Maglioli engine, he explains proudly, referring
to the previous owner of the car, Claudio Maglioli. If
Sandro Munari was hailed as the man who could always
coax the most from the Stratos from a driving point of
view, then Maglioli is equally lauded as the engineer who
could extract just that little bit more than anyone else
from every single nut and bolt.
A highly successful Lancia racing driver turned
engineer, Maglioli stayed loyal to the Stratos after the
works team withdrew. He worked with the French
importer team and helped Bernard Darniche snatch a late
victory on the 1979 Monte Carlo in the iconic blue
Chardonnet Stratos. The history books recall that, despite
the brilliance of Darniches drive, his slender six-second
victory was ensured only after spectators placed rocks in
the path of Bjrn Waldegrds Ford Escort.
Magliolis workshop was very close to Avanderos home
in Biella, in the Piedmont region of northern Italy. I am
lucky, explains Avandero, there are still some of the
mechanics around who worked on the Stratos in the old
days and they know what to do. As he snaps down through
the crash gearbox and presses hard on the accelerator, its
obvious that those mechanics have not lost their touch
since they kept the Stratos running in the dead of night
four decades ago.
As the V6 howls towards the redline and the Stratos
cuts forwards, again the car seems to exude a sense of
imperialism as if somehow it knows it was put on this
planet purely to win rallies. And you can see how, if you
could master this car, particularly in the snow of Monte
Carlo, that sense of superiority would become infectious
and you would be quite convinced of the peerlessness of
your own abilities.
Its easy to imagine how Sandro Munari might have
thought: Let Ford, Porsche, Opel and even Fiat send
what and whom they want. Ill beat them all. The rally and
the victory will be mine. And thus it proved many times.
Eventually the engine falls silent. We stand and watch
right to the end, until the doors of the lorry the Stratos is
loaded into are closed. And then the interplanetary, most
extraordinary craft is gone from our sight.
Avandero is not sure when he will drive it again. He
takes it out on private roads, tracks and various events
about five times a year. The last big outing was when
Munari drove the car at the three-day Eiffel Rallye Festival
in Germany in 2015. There it was awarded The
Champions Choice by judges including Walter Rhrl,
Hannu Mikkola, Stig Blomqvist and Timo Salonen.
Its reassuring to know that the Stratos casts its spell
on rallyings elite as well as on your average fan. End

1977 Lancia Stratos HF

Engine 2418cc V6, DOHC per bank, Kugelfischer fuel injection Power 270-290bhp @ 8500rpm Torque 188lb ft @ 6500rpm
Transmission Five-speed manual, rear-wheel drive Steering Rack and pinion Suspension Front: double wishbones, coil springs,
telescopic dampers. Rear: MacPherson struts with lower wishbones and radius arms Brakes Discs Weight 960kg
Performance Top speed c130mph. 0-60mph c4.8 sec

76
MUNARIS STRATOS

78
WITHOUT
WHOM
It takes more than a driver and a navigator to win
a rally. These are the men behind Lancias victory
Words Massimo Delb Photography Matthew Howell

SANDRO MUNARI AND SILVIO MAIGA were not Left

solely responsible for the epic rallying success of the Author Massimo Delb
manoeuvres the Stratos
Lancia Stratos. The Lancia Racing Team, managed by with Piero Mario Spriano
Cesare Fiorio, was considered the perfect example of its otherwise known as Piero
type: organised, experienced and full of enthusiasm. The Stratos. Behind them, from left
best engineers and mechanics were part of it, and they all to right, are Sergio Martinetto
(former mechanic with the
have fond memories of that 1977 event. Lancia Corse race team),
Monte Carlo was the greatest event because of the engineer Gianni Tonti, electrical
media coverage all over the world, says Fiorio. We had genius Antonio Scintilla
already won it, with the Fulvia, which was a sort of Giannelli, Sandro Munari and
Elio Cavagnino, also an
miracle, and also with the Stratos. For me, the 1976 rally
ex-Lancia Corse mechanic.
was much more difficult to manage, because when I asked
the drivers to maintain their positons, I had a rebellion
from Bjrn Waldegrd, who was unhappy to be second to
Munari. To convince him not to fight, I had studded tyres
installed on his car before a clear tarmac special stage
In 1977 the biggest topic was the tyres; we had about
800 of them, and to choose the right kind depending on
the changing conditions was not an easy task. I still
remember those tyres, like a sort of porcupine, able to
stop the Stratos in 80 metres on the snow.
Second to that, the main task was to manage the fast
assistance vehicles, which had almost no radio coverage
because of the mountains and piles of snow surrounding
closed roads. We received help in creating radio coverage
from the Italian air force, using a couple of their aeroplanes
as wave bridges.
Engineer Gianni Tonti is one of the fathers of the
Stratos and was dispatched into the field for the 1977
Monte. I remember very well the feeling at the start of the
race, so snowy that the first three special stages from Gap
and Monte Carlo had to be deleted. We knew we had the

79
MUNARIS STRATOS
best car, but we knew too that Fiat was pushing hard to see
its 131 win, so at a political level we felt very vulnerable.
We had three works cars with Pirelli tyres, and a fourth
car with Bernard Darniche, backed by Lancia France
that was the only car equipped with Michelins. We were
very fast from the beginning, and that put us in a strong
position, until Raffaele Pinto lost six minutes plunging
into snow, and Darniche crashed badly. To avoid any
further problems, Fiorio and Daniele Audetto [who was
in charge of Fiat] agreed to keep the team order, and
Andruet, who was fastest in the 131, was not happy at all
with the decision.
I remember helping to prepare some flying assistance
areas, sometimes in such thick fog that it was impossible
to see the nearest white stripe in the road, and, despite
this, the racing guys were achieving times on special
stages similar to those on sunny days.
I was in charge of the assistance where we fixed
Munaris lighting problem, we were waiting for him,
alerted by Parkes. With me I had Scintilla, our best
electrician, and I knew he could fix the problem. What
Sandro did on that snowy Turini with almost no light still
astonishes me. We won, and with only two people in the
technical office, against the 100-plus people of Fiat.
The mechanics obviously played a fundamental role,
and Antonio Giannelli, alias Scintilla, was the star of the
1977 Rallye Monte-Carlo. I was with Tonti in an
assistance area in Peille, just after the Turini. We had been
alerted by Parkes about Sandros problem, so we knew
exactly what to prepare for. It took me no more than four
minutes to dive under the dashboard to check which was
the burnt relay that created the problem, replace it and
change the right fuse. Not very difficult but for the
uncomfortable position I had to work in, upside down
under the dash. Ill never forget the happy faces of Munari
80
We had the best
car, but Fiat was
pushing hard to see
its 131 win, so we
felt very vulnerable
and Maiga when they drove away with working lights. Left
Gianni Tonti led Munaris
Giovanni Gariboldi was the engineer responsible for
support crew for the 1977
Pirelli sport tyres from 1963 to 1981. For the 1977 Monte Monte, and masterminded
Carlo we had the new BS [Battistrada Separato or split the fix when his lights failed.
tread], with a universal-design tread on studded tyres,
allowing us the use of smaller studs, meaning less
unsprung weight. The Stratos was very respectful of the
tyres, but for me it was very easy to see a used set and
recognise who drove it: Munari left them as new; Pinto
was definitely more aggressive.
Monte Carlo was the race, and we prepared the 1977
winter tyres [the 5C], narrower than usual to increase the
specific weight on the tyre for greater penetration in the
hard snow, with 527 studs for each wheel. We prepared a
special CN36 too, a tarmac tyre with studs included in the
tread. The strategy was, when conditions were mixed
usually tarmac, snow, tarmac to have the rubber working
at the start of a hill, then as the rubber was used up the
studs would start working, and then, with the tyres getting
warmer going down, the compound would lose the studs
and we had a tarmac tyre again.
Piero Mario Spriano, known to everybody as Piero
Stratos, was also key to the success of the Stratos. He is
the man who, during the 1976 Monte Carlo, fixed
Munaris gearbox in record time using fresh butter to
speed up his work! He was not a formal employee of
Lancia, but his experience with the car is invaluable.
I grew up as a mechanic at the Maglioli firm in Biella,
and the Stratos was our daily bread. We worked a lot with
the official team, and Mr Tonti really liked me, and when
we were following the Chardonnet Stratos of Darniche, at
the 1977 Monte, we were all mixed together, the works
mechanics and us. I was in the Fiat 242 van with Casarsa,
and I still remember the start from Rome. We had to drive
2000km before the race. To me the best word to define
those days is sleepless.
We were lucky, because the Stratos never breaks, and
we had only to cope with routine emergencies. It is a
simple car, with only an additional condenser, already
used in the Fulvia, to help make sure the platinum-tipped
points do not burn. This device was red in all the other
cars I saw, but in this car it has always been green.
I have only two regrets: that I dont have pictures of the
event, because for us it was just another working day; and
of selling my personal Stratos in England in 1984 for
35,000,000 Lire. Thats about 17,000! End
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 FERRARI 250 GTO

HO W T O B U Y A G T O
Theres a Ferrari 250 GTO available on the open market
right now. What will it take to become its new owner?
Andrew English investigates
Illustration Mark Sommer

PLANNING ON BUYING a car this spring?
Probably not like this one you arent, unless
your butler is reading this article to you on your
private yacht as you lounge in your gold-plated
Jacuzzi. John Collins at Ferrari specialist
Talacrest has on his website an advert for one
of 39 examples of arguably the worlds most
expensive and desirable car: a Ferrari 250 GTO
or Gran Turismo Omologato. If you want it, the
trade reckons youll need to hand over at least
$50 million (US) as he points out, its cheaper
than a Picasso.
Designed by a team that included Giotto
Bizzarrini, the 250 GTO was launched in 1962
with a powerful 3.0-litre V12 and immaculately
honed aerodynamics to go World Sportscar
Championship racing against Jaguar, Aston
Martin and Shelby. All 33 series I, three series II
and three 330 GTO specials were built between
1962 and 1964. Creative use of non-consecutive
chassis numbers and deft vehicle movements
meant Ferrari got the GTO accepted for Group
3 homologation despite the FIAs ostensible
requirement that 100 should be built.
Based on the chassis and a hepped-up version
of the 250 SWB driveline, the GTO was a huge
success. One of the last front-engined GTs, the
GTO won its class in the FIA GT Championship
for three years running as well as countless
endurance races and hillclimbs. As an
investment piece of industrial design, its been
more than superlative, however.
Enzo Ferrari tended to charge private
customers what he thought they could afford,
but in the 250 GTOs pomp of the early 1960s
they sold for about $18,200 (6500 or
125,094 in todays values). In the early
1970s, when their competitiveness had long
disappeared, values fell below $10,000 (4000,
or 51,000 today) and one distinguished motor
sport historian tells of one offered at 2000
with a Dino 196SP thrown in as a sweetener.
Then the investment ramp-up started By
the mid-1970s, Nick Mason was reputed to
have paid $86,000 (43,000, or 222,526 in
todays values). In 1987, Robert Brooks was
working for Christies when he dropped the
hammer on what remained for years the worlds

82
most expensive car, a Bugatti Royale, for $9.7 testing at Monza with Lorenzo Bandini at the And both men concur that theyre also fun.
million US (5.5 million). A few months earlier wheel, it was sold to egregious New York dealer The 250 GTO came at a point in motor-racing
the first GTO to be auctioned had just broken and Ferraris North American distributer Luigi history where successful racing cars could still
the 1 million barrier one fifth of what the Chinetti in March 1962 and raced in the just be raced on a track or a road circuit. Front-
Bugatti made. The classic car boom saw another Sebring 12 Hours later that month by Phil Hill engined and with a conventional layout, they
GTO sold privately in 1990 for 10 million, and Oliver Gendebien. It then sold to Bob have handling benign enough for gifted
before the market collapsed and the same GTO Grossman, who raced it at Le Mans in 62. amateurs to race quite competitively. When
was resold three years later for 2 million. Grossman sold in 63 and it was raced in John Surtees observed that the GTO was quite
Since then theyve recovered spectacularly, various American and Bahamas Speed Week an ordinary car, what he meant was that it had
culminating openly in August 2014, when events for the next decade. It changed hands a no bad habits when it got to its limits and that
Bonhams sold the ex-Fabrizio Violati 250 few times, was crashed, rebuilt in America, allowed an ordinary driver to drive it pretty
GTO chassis number 3851 for $38,115,000 allegedly had a replacement engine and, in quickly. Add in a brilliant power-to-weight
(22,843,633) at its Quail Lodge auction in 1987, was sold by plastic surgeon Dr Ron ratio, a beguiling soundtrack, the magic of the
Carmel, California. This was less than experts Finger to wealthy lawyer Bernard Carl, whom Ferrari name and the breathtaking coachwork,
had predicted, but Violatis collection was being Collins confirms as the vendor. and its small wonder that 250 GTOs have
sold quickly for profit and this was the only What hes not saying is what the arrangement become so valuable.
250 GTO in which its driver was killed; French is between him and Bernie Carl, though it With prices seemingly well on their way to
skiing champion Henri Oreillera died when he doesnt take the soothsaying talents of nine figures, however, as Kidston points out:
crashed into a marshals hut in October 1962 at Nostradamus to glean that this might include There are very few people capable of writing a
the Montlhry autodrome. permission to negotiate around the offer price, cheque in cold blood for that amount of money.
John Collins, like fellow Scot Tom Hartley, is which Collins confirms is $60 million (US) And its unsurprising that the generation of
a breed of granite-hard Granite City used car for the record, in February 1969, 3387 sold to gentlemen drivers who owned them for
dealers specialising at the apogee of the market. Kirk White for the princely sum of $5400. decades are now selling out to the masters of
Based in a fortified headquarters in the Thames Lawks a-mercy, how did GTOs get so the collecting universe.
Valley, hes gruff, to the point and doesnt suffer valuable? Collins says it is because theyre like Fact is, however, most of these deals are
fools gladly. I get the feeling he was a pretty a work of art. If youre a collector, you should leveraged in some way, dependent on time (to
fearless journalist when he worked for The have a GTO. Theyre the holy grail of classics, raise the cash via sales of other cars or assets),
Daily Express. Most of Collinss history and his they put you at the top of the tree.
company, Talacrest, is written by folk employed At the other end of the business spectrum,
by Collins, some of them good writers, some Simon Kidston agrees. Hes the founder of the
not so this Octane commission was not for
the faint-hearted.
eponymous Swiss-based classic-car consultancy
and brokerage, who has orchestrated at least IF YOURE A COLLECTOR,
Collins, though, is also widely respected, three sales of 250 GTOs including the most
liked and trusted by those who knock around
in this weird ber-investment car world, and
recent sale of Hartmuth Ibings car.
Theyve become a billionaires calling card,
YOU SHOULD HAVE A GTO.
when you hear him talking about what it is to
drive a GTO with his faithful German Shepherd
he says. Theres an unequivocal number in
existence and there are not really any GTOs
THEYRE THE HOLY GRAIL
at his side, you can forgive the brusqueness.
Touchingly hes still looking to repurchase his
with horror-story histories. Theyve all been
documented thanks to author Jess Pourrets OF CLASSICS
first-ever car, a 1969 Triumph GT6. painstaking research decades ago.
I got involved in this business because a car
dealer ripped me off in the 1980s, he growls.
I bought my first Ferrari in 1976. I was a highly
paid photojournalist [and] if that car dealer
hadnt ripped me off, I would still be one.
I figured that if he could do it, I could do it
selling, not ripping people off.
And so Talacrest was formed in 1987. Story
goes, Collins begged and borrowed a lot of
money from friends to put down deposits on
some 3-million worth of cars from various
dealers. He then advertised those cars and sold
them for more than the dealers were asking.
Needless to say, they went ballistic, but a
commitment is a commitment and Collins was
in the business. Setting up as a used Ferrari
dealer next door to Maranello Concessionaires
in Egham, Surrey, describes Collinss chutzpah;
you need to get up early in the morning
to out-manoeuvre John.
This car will be the ninth GTO he has sold
In this case its chassis number 3387 GT, the
second GTO to be built. Originally used for

83
 FERRARI 250 GTO
WOULD YOU
SERIOUSLY GO INTO
A $50-MILLION-PLUS
CAR DEAL ON JUST
THE SHAKE OF
A HAND?
or the partial exchange of other not-so-
valuable cars. And that usually involves
brokers, agents, lawyers and time. I ask Collins
what the typical dance between seller, broker,
dealer and lawyer is.
Brokers and agents are a pain in the arse,
he answers. They piss me off; I dont like
to have any dealings with brokers. They dont
have any financial involvement. They want you
to sign all sorts of crap and it just wastes your
time. I would rather a buyer comes to me
direct, deals with me, pays the money and
takes the car away, with no frigging around
in-between.
So there you have it, although would you
seriously go into a $50-million-plus car deal on
just the shake of a hand? Martin Emmison, and
his partner Damen Bennion, whose law firm
Goodman Derrick specialises in car-collecting
and high-value investment transactions, point
out some of the pitfalls.
Title is the most important aspect, Emmison
says. How can you be sure that the person
purporting to be the owner owns 100% of the
car? It could be that person only owns a
proportion of the car and behind the curtain
theres a sleeping partner, often a financier, who
if he doesnt get paid in the deal might have
a crack at title to the car.
Besides the normal checks that the car is
free from encumbrances finance, banks, hire
purchase (which, as Bennion points out, arent
always the easiest to discover) theres always
the risk of an ex-wife, disgruntled family
member or partner who might lay claim to part
of the value, especially when they learn what
the price is.
Theres also the potential problem of the
garagiste, Emmison says. Third parties such
as workshops who might have a workmans
lien over the car, which theyll hold against
all-comers until they get paid for their work.
The idea that someone might come out of
the woodwork and say Oi, thats my car is the
worst problem, he adds, but there are also
provenance issues, which are chiefly economic:
is the car as good as the seller says it is?
84
In most cases this involves painstaking
research and discovery, just as if you were
buying a company or property, but in the case
of Ferrari theres potential salvation in its
own Classiche programme of authentication.
Collins says the Carl car doesnt have this.
Emmison says that while older buyers
tend to rely on innate or long market knowledge,
a new breed of younger and perhaps less
knowledgable buyer likes to have the peace
of mind offered by this process.
Kidston agrees. Its helpful to have, he says,
especially for less experienced buyers, but
there are cars where the history is so well-
known that the inclusion of Classiche
certification is superfluous, time-consuming,
costly and occasionally humiliating, when the
factory, which hasnt been in the restoration
business that long, tells a long-term owner
what it thinks the car needs to make it original.
And you also need to ascertain whether
there is a 250 GTO for sale at all. GTO
transactions in general are notorious for the
number of Walter Mitty characters they attract
from nowhere, says Kidston, telling of hot
air offers to purchase from unlikely agents,
mysterious cars touted on the internet
alongside superyachts and Da Vincis, and
middlemen who dont know one end of a GTO
from another.
You have to kiss a lot of frogs, he says.
Emmison describes a sort of broker frenzy,
which Kidston also recognises. Its a bit like
Brighton antique dealers and the search for the
ultimate grandfather clock. This is where one
broker floats the idea that a GTO is for sale and
another suggests he might have a buyer, when
in reality there is no car and no buyer. Theres a
suspicion in the trade that a bogus dance of this
sort actually did happen to one GTO five years
ago, culminating in media stories that the car
in question had actually been sold at a record
price, which subsequently helped inflate the
value of the other 38 extant 250 GTOs.
Journalists need to have a care not to get
involved in this sort of confabulation.
Like collecting duelling pistols or trophy
wives, owing a Ferrari 250 GTO is mainly a
male thing, a form of chest-beating virility
symbol, but they are also very beautiful pieces
of design, which hold a special place in dealers
hearts. As Kidston observes: If youre in the
business, of course youd be proud to say youve
sold a GTO, but the reality is that barely one
changes hand every year and no deal is ever
straightforward.
So is the GTO safe in its position as Numero
Uno investment Ferrari? Collins admits it isnt
even his favourite. Believe it or not I think
my favourite Ferrari has to be a 330 LMB no,
actually a P4, he says.
But he doesnt reckon the 250 GTO is
about to be blown off its perch anytime soon.
Itll remain at the top of the tree forever,
he says. Its got the looks and the performance
and the exclusivity.
Kidston tends to agree, though he suggests
that, in time, the McLaren F1 could be a
modern contender. For the moment, however,
the GTO is in a different league. Nothing is
recession-proof and no-one should be under
the impression that values only go one way but,
with the 250 GTO, demand is likely to remain
greater than the supply. As the saying goes,
theyre not making them anymore.
So as the pinnacle of the car collectors and
investment market, the GTO looks set to stay
but, if you really have to have one, you need
almost bottomless pockets as well as a
willingness to dance and kiss ponds full of
frogs on the way to being united with your
prince of automobiles. Caveat emptor! End


EAGLE SPYDER GT

J u s t y o u r t y p e ?
This reimagined E-type goes beyond anything Jaguar ever tried to achieve.
Andrew English examines the philosophy behind Eagles Spyder GT
Photography James Lipman

86
87
EAGLE SPYDER GT
P
Above and right urists turn away, sticklers and pedants
Whichever angle you make a brew; theres nothing here for
look at it from, the Eagle you. This car comes from a fantasy land.
Spyder is like a standard
E-type but different in
A far, far-away place where Cilla Black
so many subtle ways. pilots an E-type beyond the rings of
Saturn, while Lofty England runs
Mission Control. Where ageing white male celebs believe
they can recapture the cool of Simon Dee, the 1960s TV
personality, driving up Manchesters Piccadilly Plaza in a
white E-type Jag with an adoring kinky-booted blonde in
the passenger seat. And where an E-type can cost almost a
million quid, and a gran turismo has a soft top.
Actually that last bit of fantasy was started by Jaguar.
The Jaguar E Type G.T. Open Two-Seater, intoned the collected Paul Brace and fellow director Matthew
brochures back in the 1960s. Nor can one accuse Eagle of
pushing the price of E-types through the stratosphere,
not when Jaguar Special Vehicle Operations built six
Lightweight E-types to use up the unused chassis numbers
and sold them for more than 1 million each.
Nevertheless, with a 4.2-litre Series II drophead costing
up to 100,000 on the open market, by any measure the
Eagle Spyder GT is an eye-wateringly expensive E-type.
It costs a basic 695,000 plus VAT, a total of 834,000,
not including the additional options of exclusive-to-Eagle
4.7-litre aluminium cylinder block from Crosthwaite &
Gardiner, tubular driveshafts, and a magnesium-alloy
differential housing for the famous boxed-in E-type rear
suspension, which in my day you bought for 200 from a
scrapper and fitted into an undeserving Vauxhall Firenza
special its as near to a million as makes no difference.
So yer basic, run-of-the-mill Eagle test drive consists of
arriving at Henry Pearmans immaculately haphazard
88
workshops in darkest East Sussex, taking a tour, a tea and
then getting behind the wheel and ejaculating Grouak
noises as it whizzes off so far so good.
Whoa mister. Hold your horses. Eagle? E-type? Whats
going on? We need a history medley, spinning back
through the decades in a whirl of televisual magic. Well,
32 years at least, to when Eagle was founded by Henry
Pearman, car collector/restorer/dealer/driver and all-
round action guy who singlehandedly changed his
E-types rear tyre at the side of the road in the Pirelli
Classic Marathon. Try it sometime, its not easy.
Eagle did nice rebuilds, restorations, fettling and
titivation, moved to the current buildings in 1992,
Dewhurst on the way and, at about the same time, got a
commission to design and build the ultimate E-type.
Hmm. While the ultimate E-type might sound like
something thought up by a mens magazine editor and a
design guru, the car itself, Eagle 1, surpassed its billing,
being impressive enough for Eagle to get a second order,
then a third (theyre now on the 36th Eagle). Problem
was, waiting lists grew to almost four years and the wealthy
arent known for their patience.
Then one man (American, natch) asked for something
a bit different a bit special, says Brace. Hed first met
Pearman when he was rallying a Porsche, so the 356
Speedster was in his mind when they suggested cutting
back the roof, sculpting the rear of the cockpit and
reducing weather protection to a mere tonneau. Brace
even took one of their steel donor cars and cut it about
to make a prototype just to find out whether or not it
would work visually.
FEATURE TAGLINE
EAGLE SPYDER GT

Right
The stance is meatier, the
detailing tidier. What you cant
see here is the difference
wrought by a 330bhp,
4.7-litre straight-six.

E-types are so naturally beautiful, I couldnt take the

chance, he says.
Add a strengthened, deseamed aluminium alloy body
with a lower, more steeply raked windcreen created by RS
Panels and then painstakingly built-up with Eagles own
modifications such as power steering on a rebuilt version
of the existing steering rack, Eagles own five-speed
transmission and differential casing the list goes on.
The result was a machine of rare distinction. Its as much
the detailing as the whole that marks such cars out: the
fasteners, the fit and finish, the feeling that individual
components could be taken off the car and observed as
objects of beauty in their own right. It drove pretty well,
too; the first customer was well pleased.
Then they gave it to TV car bloke Jeremy Clarkson to
test and, while Octane contributor Mark Haless words
(you test the machine, not its owners) are in mind here,
theres little doubt that the great communicators
Stentorian endorsement has been a double-edged sword.
In some ways its been the bane of our lives, says Brace,
explaining that the high-profile association with the
Speedster (of which just five have been built; another is in
build right now) has intimidated people from coming to
see our range of standard steel-bodied cars. Brace stops
himself from saying affordable, for no E-type is cheap
these days, but there are some lovely used Es in Eagles
showrooms priced between 200,000 and 300,000.
Nevertheless, from its website to its photo gallery,
Eagle rejoices in its role as purveyor of Jags to the stars,
so it hasnt done too badly out of Clarkson.
Unassailably priced it might have been, but there was
one democratising drawback with the Speedster: the
weather. Few stayed in England. Eagles 18-strong staff set
out to create a low-drag coup version, based on Jaguars
single quixotic attempt to keep the E-type competitive
in GT racing back in the day.
Weve done a few of those, says Brace, but there was a
missing link. Thats why weve built the Spyder GT. Weve
kept much of the Speedster, but with a high, custom-built
windscreen and a hood.
Its the fourth iteration of Eagles enhanced E-types;
Brace and I stop gassing and get it out of the garage. Ive
crawled all over it and, unlike so many of its rivals, the
build quality is immaculate. Even the steering wheel is
straight, something not all fresh restorations manage.
Theres plenty of love that you dont see, including a
dinky little fusebox that sits behind the instruments, but
what you do see is well-chosen and mostly Jaguar in
origin. The seats are specially bolstered and mounted two
inches lower so you dont sit with your hair above the
windscreen. One contentious point is the central console,
a bespoke item, which is trimmed around a sheet of
Jaguar-style dimpled aluminium and sees the handbrake
hidden under an Austin Powers-style hinged cover.
Press the button and the 4.7-litre snarls into life.
Breathing in through triple two-inch SUs and out
through 2-inch diameter exhausts, the all-ally six is
good for 330bhp at 4800rpm and 340lb ft at 3600rpm and

90
Ive crawled all over it and, unlike
so many of its rivals, the build
quality is immaculate
EAGLE SPYDER GT
Eagle Spyder GT
Engine 4.7-litre straight-
six, DOHC, three 2in SU
carburettors Power 330bhp @
4800rpm Torque 340lb ft @
3600rpm Transmission Five-
speed manual, rear-wheel drive
Steering Rack and pinion,
power-assisted
Suspension Front: double
wishbones, torsion bars,
hlins dampers. Rear: lower
wishbones, fixed-length
driveshafts, coil springs
over hlins dampers
Brakes Discs, inboard at rear
Weight 1029kg
Performance Top speed
170mph+. 0-60mph < 5.0sec
generates performance as well-balanced as those figures
indicate. Top speed for the brave is claimed at more than
170mph and 0-60mph in a believable sub-five seconds. If
youve ever seen an E at over 150mph, the aerodynamic
lift defies description, but Eagle have long countered
this tendency with a deeper front valance on all its
commissions, including the Spyder.
But its torque that wafts this car along and makes it
such a relaxed companion. The gearbox changes
beautifully and has long ratios since the engine is man
enough to pull in top from 1000rpm. Extend it up the
range towards 5000rpm and you fair rocket down the
road. We encourage customers to keep below 5000rpm,
says Brace, but it will go round to almost six.
Big performance is no more than youd expect with a
kerbweight of only 1029kg, but its the way this car travels
along undulating and occasionally potholed Sussex lanes
that is remarkable. hlins coil-overs and revamped
steering geometry with a bit more kingpin inclination and
negative camber for the big Vredesteins (215/60 R16s)
ensure it sits well at speed without the slightly horrifying
92
impression of piloting a runaway train that comes with
a standard E-type.
The ride is comfortable and supple, not crashing over
bumps or through potholes. The E-type tub was always
stiff, but the modifications imbue almost modern levels
of rigidity, which in turn give the hlins set-up something
to work with. There isnt enough wheel travel for the
damping to have the light and shade of a modern car,
though it also doesnt have that rolling-onto-the-outside-
front-tyre-before-all-hell-lets-loose characteristic of a
standard E, and, despite efforts to improve the suspension
geometry, the steering isnt the most communicative,
though it is well-weighted and precise. Perhaps losing the
power assistance would help; after all, the car weighs over
200kg less than a standard E and most of that is out of the
front end. Still, the dynamics feel sound and big vented
AP four-pot calipers provide lovely, progressive stopping,
pulling the car up all-square.
And everything works. Theres neer a sticky switch nor
a wobbly needle, it doesnt rattle, doors close without
a slam and it doesnt smell of hot oil, or fuel, just leather
and the countryside.
Its just an observation, but the Jaguar marque seems to
attract superlatives of restoration like no other marque.
Eagle makes some big and, in most cases, justifiable
claims, and it seems like almost a guilty reaction to the
radical changes they have wrought. This car isnt
particularly like an E-type to drive; its much, much better
than that and you can throw it into situations where
a standard car would be more than happy to kill you.
Think of the Spyder GT as a magnificent piece of post-
production engineering, enough to render disheartened
anyone who has lain under their Jag in a freezing garage
with numb fingers and a chilling mug of tea. I find myself
profoundly respectful and admiring although, just as pulled
pork is roast meat for those who cant carve, an Eagle
special is for drivers who dont wish to wield a spanner.
And so I sneak back into Eagles packed showroom
before leaving, where Henry Pearmans steel-bodied
E-types sit slumbering gently in all their glorious,
patinated authenticity. With due deference to the
extravagant and exotic Eagle specials, it is, I guess, a case
of each to their own. End
RALLY OF THE INCAS

THE DEEPEST SOUTH

What happens when 48 classic and vintage cars attempt a 27-day,
6000-mile rally from Buenos Aires to Lima via Patagonia, the
Andes and the Atacama desert? Read on for the highlights
Words and photography Gerard Brown

Right
Serge and Jacqueline Berthiers 1973 Jensen Interceptor
Series III was perhaps an unlikely rally car but it turned
heads wherever it went. Here it is on Day 5, in the
Sierra de Languineo en route to Esquel in Argentina.

94
WITH THREE CROSSINGS of the Andes
mountain range, a tour of the Atacama Desert,
a drive over the Altiplano and dramatic runs
alongside both the Atlantic and Pacific oceans,
the Endurance Rally Associations first Rally of
The Incas was an incredible adventure.
After being flagged off from Buenos Aires,
48 cars (divided into classes for vintage and
classic) took on the most thrilling roads and
epic scenery that South America had to offer,
on a 6000-mile, 28-day odyssey through
Argentina, Chile and Peru, to finish at Lima.
This was a rally of extremes that, at times,
pushed the cars and their crews to the limits of
endurance. The topography en route forced a
maximum altitude of almost 4600m and
plunged to 53m below sea level, with a total
ascent of 66,311m in temperatures ranging
from a sweltering 41C down to a chilly and
damp 5C.
At times, both men and machines suffered
with the altitude and it was hard to decide who
was working hardest to get the necessary air in.
While engines were tweaked to run better in
the thin atmosphere, some of the crews had to
resort to bottled oxygen.
Of course, it wasnt all work and no play. The
drivers needed respite at times as much as the
machinery, and South America offers some of
the best places to recharge. Crews enjoyed a
day at the luxurious Llao Llao resort amid the
lakeland splendour of Bariloche, and a visit to
the incredible Inca citadel of Machu Picchu.
There was also a Welsh welcome in an
Argentinian valley. Initially settled in the
1800s as part of the post-industrial emigration
from Wales, the village of Ty Gwyn-Gaiman
laid on a magnificent spread of sandwiches,
cakes and tarts served by waitresses in
traditional Welsh costumes.
This foray into South America has been a
great one, said rally director Fred Gallagher.
The landscapes have been amazing and the
competition was excellent.
A second rally is being planned for 2017,
details of which will soon be available at
www.endurorally.com. For now, feast your eyes
on the majesty of this years event.
95
RALLY OF THE INCAS

96
 Far left
Leon and Hester Bothmas
1947 Bentley MkVI suffered
a blown differential, forcing
their withdrawal on day 25
although they then carried
on to the finish in a hire
car, fixed the problem and
continued to drive to Rio.

Far left and above

Clemens and Agneta Lansing
push their 1959 Mercedes-
Benz 219 Ponton over the
4560m Alto Chorillo on the
road to San Pedro de Atacama;
Barry Nash and Malcolm
Lister in 1969 Rover P5B.

97
RALLY OF THE INCAS

Below and bottom

The world-famous Llao Llao resort
in Bariloche was just one of the
top-class hotels stayed in along the
route; Richard Everingham and
Seonaid Beningfields 1953 Bentley
R-Type makes a splash through one
of hundreds of water crossings.

Above and far right

In a beautifully prepared 1965
Porsche 911, Gavin and Diana
Henderson find themselves
under Chiles Llaima volcano;
Anton Gonnissen and Inge
Willemen take on the Los
Alerces National Park in their
1929 Bentley Special Speed 8.

98
99
RALLY OF THE INCAS

Right
Dominique Vananty and
Daniel Spadinis 1966 Citron
DS21 scrabbles for grip on
the Passo de Crdoba.

Below
Layne and Len Treeters
enormous 1960 Chevrolet
Impala is nicknamed
The Cowboy Cadillac.

100
 1925
3 LITRE BENTLEY
Chassis No. 990
Delivered new to Australia
and now registered
in the UK for the rst time
in over 90 years.

SHOWROOM
NOW OPEN
Saturday mornings
9am to 1pm

www.themedcalfcollection.com
more@themedcalfcollection.com +44 (0)1730 893992

A P A S S I O N R E A L I S E D
RALLY OF THE INCAS

Right and below

The Juan Manuel Fangio
tribute in Buenos Aires;
winners of the Vintageant
category, Chuck and Pamela
Lyford, in their 1938 Chevrolet
Fangio Coupe cars like this
have long-distance rallying
stamped into their DNA.

Left and above

Philip and Laurette Macwhirters 1969 Morgan
Plus 8 has visited 32 different countries and
finished in 12th place in Lima sideways through
the mud a speciality; the Lyfords savour their
well-deserved victory in Lima. End

102
LOLA GT

104
 LONG
TIME
COMING
Its more than 50 years since its
owner saw the Lola GT prototype
in Eric Broadleys workshop and
bought it. Finally, it runs again
Words Preston Lerner Photography Evan Klein

105
LOLA GT

I n 1965, while walking through the Lola Cars shop

in Slough, Allen Grant spotted a forlorn race car in
the corner. It had no engine, no gearbox, minimal
race history. But hed been obsessed by the car
officially the Lola Mk6, but generally known as the
Lola GT ever since seeing photos of its dramatic
debut at the London Racing Car Show in 1963:
I thought it was the most beautiful car Id ever seen.
So Grant a Shelby American employee who was in
Europe racing a Cobra Daytona Coupe asked Lola
works manager Rob Rushbrook if company founder Eric
Broadley might consider selling it. The Lola GT was the
progenitor of the Ford GT40, and it had spawned a
revolution in sports-prototype design. But Broadley was
focused on getting the Lola GTs new-and-improved
successor, the T70, into production.
Well, if ever, he would now, Rushbook told Grant.
I need the space, we could use the money. Make me an
offer. Grant offered $3000 $2400 in cash, with $600
to come when he could raise the money. Sold!
Grant intended to race the prototype back in the States.
But while he worked on other projects, the Lola sat in the
Beverly Hills garage of the parents of Grants roommate,
Shelby American photographer Dave Friedman. Then it
sat in the garage of Grants parents in his hometown of
Modesto, California. Later, it sat at friends places and in
various garages that Grant himself owned in the Central
Valley, up in Washington and Oregon, and down in Palm
Springs. Grant desperately wanted to restore the car, and
he worked on it in fits and starts. But, mostly, the Lola GT
sat. And sat. And sat. For more than half a century.
Its still sitting but no longer in pieces in yet another
garage. Last August, it won the Octane Editors Choice
Award at The Quail during the Pebble Beach weekend.
After returning to Southern California for a brief low-
speed track outing, it was displayed at the Petersen
Automotive Museum in Los Angeles. Although the car
looks like an artefact of an older and less sophisticated
era, it pointed the way to the enormously influential and
far more successful GT40 that followed. The Lola GT,
says curator Leslie Kendall, is the missing link.
The stories of the Lola GT and Allen Grant follow
oddly parallel paths. In 1957, while working as a quality
surveyor in the construction business, Broadley built

106

a road-racing special. It was so successful that he created
Lola Cars the next year, and by 1962 hed designed his
first Formula 1 car, which John Surtees drove to victory in
a non-championship race at Mallory Park. For his next
trick, Broadley tackled FIAs new grand touring prototype
category with blue-sky design that could also be put into
production as a roadgoing GT car.
The Lola GT was conceived as a mid-engined machine
built around a steel central monocoque to which a tubular
subframe was attached at the front. The engine was a
4.2-litre Ford Fairlane V8 that had been hot-rodded by
Shelby American and mated to a four-speed Colotti Tipo
37 transaxle. The suspension followed standard F1
practice, and the running gear was conventional. What
made the car the breakout star of the Racing Car Show
was the glassfibre bodywork, styled by John Frayling, who
had been responsible for the sexy Lotus Elite.
To modern eyes, the Lola GT looks like a first draft for
the iconic GT40 not by then on Fords drawing board
so its hard to appreciate the impact it had on contemporary
viewers. It makes the [Ferrari] Berlinetta look like a lorry,
one observer said as the car was rolled into Olympia.
Left, far left and above
No wonder theres a smile
on Allen Grants face.
Sitting in the calm
turquoise interior of the
exquisite Lola GT racer
marks the culmination
of a 51-year odyssey.
Autocar reported: It arrived late, and jury-rigged with
wooden blocks, but the public reaction to this new shape
was tremendous. Everything about the car looked right
and its apparent potential left one breathless.
The Lola GT ran its first race at Silverstone in May
1963. Ferrari refused to allow Surtees, by then a factory
driver, to race it, so Tony Maggs whod never even sat in
the car took over at the last minute, started last on the
grid and finished ninth behind a bevy of Cooper Monacos
and Lotus 19s and 23s. The next week, the car was at the
Nrburgring, where it DNFd after being outclassed
by the Ferrari 250P prototypes.
But Broadley was already building two new cars
featuring lightweight aluminium chassis. The first was
finished so late that drivers David Hobbs and Richard
Attwood were dispatched to Le Mans without the race
car. Broadley himself then drove the Lola GT from his
original shop in Bromley to France, where the team barely
made it through scrutineering. In the race, the car ran as
high as eighth until the Colotti transaxle which had
been developed for the Lotus 29 Indy car and wasnt
designed for road racing predictably failed. When they
107
LOLA GT

Right and below

Followng a restoration that involved long
days through a very short summer, the Lola
was finished just in time for the Jet Center
Party in Monterey last August. Only now
does it get the chance to sing on the track.

THE LOLA GT LOOKS

108
LIKE A FIRST DRAFT FOR THE ICONIC FORD GT40
LOLA GT

1963 Lola Mk6

Engine 289ci (4736cc) 90 Ford V8, OHV, four-barrel Autolite carburettor Power 271bhp @ 6000rpm
Torque 312lb ft @ 3400rpm Transmission Colotti Tipo 37 four-speed manual, rear-wheel drive Steering Rack and pinion
Suspension Front and rear: double wishbones, coil springs over dampers, anti-roll bar Brakes Discs
Weight c770kg Performance Top speed c180mph. 0-60mph c4sec

110
re-installed the gearbox, it had only three speeds instead
of four, Hobbs recalls. Then I managed to get it jammed
into neutral and crashed in the Esses. Eric was practically
in tears after the race.
But there was a silver lining. Thanks to the cars
performance, Broadley came to the attention of Ford,
which had decided to build a Le Mans prototype based on
a mid-engined monocoque housing a big Ford V8 the
precise template pioneered by the Lola GT. So Broadley
was hired to design what would be known as the GT40.
Ford Advanced Vehicles was set up in a spacious, brand-
new shop in Slough Trading Estate, near Heathrow
Airport, and the prototype and first production Lola GT
were bought by Ford to serve as test mules.
(The third and last Lola GT was sold to Texas oilman
John Mecom Jr. The irrepressible Augie Pabst gave the
Chevrolet-powered car its only two victories, in Nassau,
where he outran Mecoms Corvette Grand Sports. I
wasnt supposed to win, so I guess you could call me a
naughty boy, Pabst says with a laugh. He destroyed the
car a year later when the throttle stuck open at Riverside.)
Broadley himself strongly refuted the popular myth
that the GT40 was nothing more than a warmed-over
Lola GT. In fact, he later described his work for Ford as a
horrendous experience. Broadley left the project in 1964
after a year of fighting the corporate bureaucracy. As part
of the settlement with Ford, he received the Lola GT
prototype and relocated Lola Cars to a new shop adjacent
to FAV. The lessons he learned with the GT40 were
incorporated into the T70, which would become the most
succesful Lola ever built.
Meanwhile, in the States, Allen Grant was following a Above and far left
different route to Slough. In 1962, while attending college, The Thermal Club racetrack
near Palm Springs,
he successfully campaigned an AC Bristol in SCCA races California, was the venue
in California. When he heard that Carroll Shelby was for Allen Grants first
shakedown test something
stuffing Ford V8s into ACs, he hightailed it down to Los hed waited five decades for.
Angeles and applied for a job racing Cobras. Well, I dont
need drivers right now, Shelby drawled. Can you weld?
He could. Grant was hired to work on production cars,
then race-cars, and was promoted upstairs to a sales
position. In 1963, he sold a used Cobra to a car dealership
with a canny proviso that he be allowed to race it. Grant
won enough races to earn a ride the following year in Bill
Thomass fast-but-wayward Cheetah. The year after that,
Shelby hired Grant to race the Cobra Daytona Coupe.
Grant was third in the GT class at both Daytona and
Sebring, then scored a class win with fellow Californian
Bob Bondurant at Monza. With Le Mans coming up and
the GT40s scheduled to run several European races in the
interim, Shelby kept Grant in England, where he worked
as a mechanic at FAV. It was while spending time in
Slough that Grant walked next door into the Lola shop
and noticed the Lola GT beckoning in the shadows.
When plans to race in Can-Am in 1966 fell through,
Grant returned to college in California and eventually
went into business building houses (he used his Lola GT
as collateral to finance his first project). He always planned
to give the car the restoration it deserved. But when he
had the money to work on the project, he didnt have the
time, and when he had the time, he didnt have the money.
The good news was that the Lola had never been
wrecked or modified and, although Broadleys engineering
111
LOLA GT

112
I THOUGHT IT WAS THE MOST
BEAUTIFUL CAR ID EVER SEEN

113
LOLA GT

had been ahead of its time, the car was a handbuilt relic running. Turned out that the replacement Metalastic
of the early 1960s so the restoration didnt seem doughnuts on the driveshaft which Grant got with the
complicated. 99% of the pieces were original, Grant says. car were too brittle. But after a star turn at Quail Lodge,
Early on, he was able to acquire one of the major Grant finally got the car operational. He even managed to
components he didnt have a Tipo 37 Colotti transaxle. turn a few laps at The Thermal Club racetrack near Palm
Fabricator Scott Merrell began deconstructing the car Springs, though the rock-hard Dunlop tyres which had
in 2005. Then, Grant brought over Rob Senekal from been on the Lola when he bought it curtailed his speed.
South Africa, where hed worked for Superformance. The I cannot describe the euphoria I felt when I got in that
chassis was taken down to the tub and mounted on a car and started it up and shifted from first into second,
rotisserie. Grant commissioned Denny Aldridge to build Grant says. It was all I could do not to mash the throttle.
a 4.7-litre Ford V8 to 1963 specifications four-barrel Theres a well-known photo (below) of Grant beaming
Autolite carburettor, period-correct distributor, valve from the drivers seat of a Cobra after winning a race at
covers with no breathers, and so on. Bare-metal pieces Santa Barbara in 1963. Next to him, sporting a huge
were cadmium-plated. The seats were reupholstered in a pompadour, is his boyhood friend, George Lucas, who
mod aquamarine fabric that screams Swinging Sixties. used Grant as the inspiration for the John Milner character
Then came the 2008 recession and the project stalled. in the movie American Grafitti. Grants mop of blond hair
Grant moved to Palm Springs with the unfinished car. It has been replaced by a shaved head, and he now wears a
wasnt until May 2016, when he was invited to show the closely trimmed white goatee, but his big, affable grin still
car at the Jet Center Party, a centrepiece of the Monterey looks exactly the same as it did 50-odd years ago. And so,
Car Week, that work resumed. But with the invitation thanks to Grant, does the Lola GT prototype. End
came a deadline a mere three months away. The
calendar was not friendly, John Hill, a local enthusiast
who joined the restoration team, says drily.
Senekal returned from South Africa when the thrash
began. Grant obsessed over details ranging from paint
colours to the authenticity of fasteners. The internet was
scoured for missing parts, headlight covers fashioned and
cured in Hills kitchen oven. Twelve- and 14-hour days
werent uncommon. Nor was scorching summer heat. The
car wasnt finished until 24 hours before the Jet Center
Party, and it didnt reach Monterey until eight minutes
before the doors were scheduled to close.
Just as had been the case when the car was revealed at
the London Racing Car Show, the Lola GT wasnt

Above, inset
Allen Grant raced an AC Cobra
in the 1960s; his passenger
here is childhood friend turned
film-maker George Lucas.

114
 PAUL HARMER
THE ICONIC 205 GTI
HISTORIC RALLYINGS NEW ARRIVAL

SVP MOTORSPORT, AT THE FOREFRONT OF HISTORIC

PEUGEOT 205 GTI COMPETITION CARS
FIA and MSA Historic specication turn key cars available
1.6 group A car from 45,000 ready to rally
Gravel, Tarmac, Regularity or Endurance events
Parts supply, car build and arrive-and-drive packages available
Engine and transmission builds to Historic specication
1.3, 1.6 and 1.9 versions available. Group N or Group A

svp-motorsport.co.uk | dominic@svpmotorsport.co.uk
Inkberrow, Worcestershire, UK. Tel: +44 (0)1386 793138
PEUGEOT 205 RALLY CAR

R I S E N F R O M

116
T H E G R A V E L
Fate is key to Dominic Delaney and his Group A Peugeot 205 rally car,
now back competing in his hands after disappearing for 25 years
Words Jim Blackstock Photography Paul Harmer

117
PEUGEOT 205 RALLY CAR

118
F ate is a divisive concept. But regardless of your own
personal stance, there is an air of fate surrounding
Dominic Delaneys Peugeot 205 rally car. Dominic
bought the car brand new on New Years Eve 1986 his
19th birthday and then bought it again 25 years later,
after it had been sat in a pair of sheds for the entire
interim period. It seems clear that this 205 was meant
to be Doms all along.
Motor sport has been a key part of his life for as long
as he can remember some of his first memories are of watching the RAC
Rally in the early 70s with his father, himself a keen road rally competitor.
So it was no surprise that Doms professional career would follow a similar
route. And having put himself through a two-year college course, he
walked into the TWR Racing headquarters and asked for a job, which was
an acceptable way of doing things in the 1980s, the decade of opportunity.
So it was that Dom found himself building engines for TWR Racing,
at the end of the Bastos Rover project and the beginning of the Jaguar
Group C programme. As such, he was earning reasonable money for an
18-year-old and, keen to start his own motor sport activity, he treated
himself to a brand new Peugeot 206 1.6 GTi. He collected the car from
the dealer on New Years Eve 1986, for two reasons: first, the dealer
was shut on 1 January, the date the car was registered, and second,
31 December is Doms birthday. And that year, he turned 19.
The original plan was to do some road rallies and the first he could get
an entry for was the Bath Festival, the next round of the then-Motoring
News Championship. Dom takes up the story: When youre 19, youre
going to win everything, arent you? We got an entry and sat on the start
line for the first selective essentially the same as a stage nowadays and
I had a sudden What am I doing? moment.
Then it was 3-2-1-GO! and we were off. A hundred yards into the
selective, there was a long, tightening right-hander covered in gravel and
I lifted. The car swapped ends and we went into the hedge backwards.
There was no damage, apart from a few marks but, by that point, it was
scratched and I didnt worry anymore. And so, at 19, did he win the first
event? No, we got hopelessly lost and if we even recorded a finish, which
Im not sure we did, it was around last.
After more road rallies, Dom converted the car to stage rally spec,
since it was clear the road rally series was on borrowed time. He bought a
proper Group A bolt-in rollcage from Peugeot Sport, along with the
genuine sump and tank guards, and before long the car was ready to
tackle stage rallies. Dom wanted to enjoy his motor sport and, instead
of single-venue rallies, driving 30 miles around an airfield in and out
of cones, he went out and did a series on gravel.
He suffered the inevitable engine failures, gearbox failures and class
wins until he got to the point where he and his co-driver(s) either retired
from the event or won their class, winning more often than retiring.
Then, one day, he was driving the Peugeot on the road: I was doing
30mph in fifth gear when the engine coughed and dropped onto three
cylinders. I pulled over, left it running and opened the bonnet. There was
a rod through the block and I could see the crankshaft still going round.
I had no money nothing left whatsoever. I pulled the engine out,
stripped it down and put it in the boot in boxes. It stayed like that for
Top and left
a month or so before I decided to sell it. I got 3000 for it not bad Owner Dominic
for an 18-month-old Peugeot that had been abused and that was the Delaney bought back
end of that. his GpA Peugeot
Dom then embarked on a career that saw him travelling the world for 25 years after he sold
it with a blown-up
some 20 years, working for various World Rally Championship and engine; stripped and
Formula 1 teams, including being part of the four world titles that caged interior is to full
Tommi Mkinen won with Mitsubishi. Eventually, he started a family Group A specification.
PEUGEOT 205 RALLY CAR
Below and right
Correct livery was eventually
sourced, from the 1987 RAC
Rally; this engine threw a rod in
1988, then lived in a box in the
boot until reunited with Dom
now its good for 8000rpm.
and set up his own independent Porsche specialist garage, servicing and
repairing Porsches and preparing them for various forms of motor sport.
A few times over the coming years he wondered whatever became
of his 205 and even went so far as checking online to see if it was on the
road, but he found the last time it had been taxed for road use was actually
the last time he had done it, back in 1988.
Fast-forward to 2013 and Dom was, as we all have been, sitting on the
sofa on a Sunday evening, idly surfing through eBay, when a pop-up
appeared, flagged Things you might like. He wasnt looking for anything
in particular but clicked to see more and realised that this Peugeot 205
rally car had stripes like his had, back in the day. The welding in some of
the photos looked a bit familiar but the penny didnt finally drop until
he saw the corner of the numberplate. It was his old car.
Not only was it his old car for sale, but it was in exactly the same state
as when he had sold it almost a quarter of a century earlier. There were 20
minutes left on the auction, the bidding was up to 200 and Dom decided
he wanted no, needed the car, even though he had no idea what he
would do with it. He put a maximum bid of 2500 on it and, 20 minutes
later, it was his for just 250.
When he went to collect it, Dom didnt have the heart to tell the seller
he had owned it 25 years earlier but was very pleasantly surprised by
the condition it was in. In fact, he reckons its one of the straightest 205
shells around. It was just as I had sold it the engine, still in bits, still
in the same boxes I chucked it in, still in the boot. The guy I bought
it from had bought it from the guy I sold it to originally and it had been
in barns ever since.
They werent proper storage facilities but the car was protected from
the elements and there was plenty of air movement around, so it was in
remarkably good condition. I got it home and it still had a few dents and
120
dings in it from when I competed, and I decided to build it into a proper
Group A specification car. I got my sons to strip it for me, ready to build
it to FIA Historic spec for the Roger Albert Clark Rally in 2014.
However, as is the way with so many labours of love, things didnt go
quite to plan. Because Dom would only do things right, building a 205
to Group A spec using proper parts was a very time-consuming business.
Brakes, for example. He contacted Alcon to see if the company would
re-manufacture the components it made for the original cars back in the
1980s. Yes, it would, if he would order 30 sets, otherwise they would not
be economically viable. AP Racing took a look and helped out, including
swapping the rears to the original set-up.
The 1.6 road cars used drums on the back but, for Group A use, these
were machined down and used as carriers for discs, with a corresponding
caliper on the hub carrier. So that is what Dom did. He also had the
bodies for the Bilstein dampers remade, using the originals instead of
more modern versions. And so his 205 will have the notorious double-
bounce on landings and the rear-end kick that 205 drivers are so fond of.
The engine uses the original crankshaft but, once balanced, this is good
for 8000rpm. The Group A regulations allowed forged pistons, as well as
a fair bit of cylinder head work, while the homologation papers specify
the details for allowable camshafts, one of which Dom also had made
from scratch. The gearbox is fitted with a close-ratio gearset and several
final drives are permitted, along with several styles of limited-slip
differential. Dom prefers the ZF plated style but others like the Quaife
torque-biasing version, and both are allowed.
Throughout the build process, there were numerous reminders that
this car was always meant to be Doms. As we were building it, I came
across holes in the dashboard that I remembered drilling for switches
when I first owned the car. There was also a dent in the roof, that was
 GETTING BACK INTO THE CAR WAS A BIT
LIKE PUTTING ON A PAIR OF REALLY
OLD TRAINERS AND FINDING THAT
THEY ARE STILL VERY COMFORTABLE

caused by a rear-end bounce that Dom thought would 1987 Group A Peugeot is no drama this is moving and doing something all
end in a roll but luckily didnt. When the car went 205 GTi 1.6 the time and, while it might not be the fastest way
to the paint shop, he specifically told them to leave the Engine 1598cc four-cylinder, through a stage, it certainly is the most fun.
OHC, balanced crankshaft,
dent. I went along to check it before they started From the passenger seat, that much is obvious.
forged pistons, GpA-spec camshaft,
painting it and they had filled the dent in. I told them Bosch L-Jetronic fuel injection Dom takes me for a few laps of the test venue, which
to get the filler out. That was part of its history. Power 150bhp @ 7600rpm is complete with jumps, a water splash, long climbs
The livery was, surprisingly, one of the harder Torque 130lb ft @ 4500rpm with drop-offs, hairpins and fast, downhill sections,
aspects to get right. Youd think just googling Louise Transmission Five-speed manual, and not once do I jab the imaginary brake pedal. Its
front-wheel drive, limited-slip differential
Aitken-Walker or Mikael Sundstrm would throw Steering Rack and pinion busy very busy inside and, because the car is so
up loads of pictures, but try it! There are plenty of Suspension Front: MacPherson struts, small, the co-driver feels every little movement just
pictures of Colin McRae or Richard Burns in the 205 coil springs, adjustable Bilstein dampers, as much as the driver. They also bang elbows a few
Challenge cars [a toned-down version for a UK one- rose-jointed mounts. Rear: trailing arms, times but, again, thats part of the attraction of this
solid-mounted torsion beam,
make series] but not many of the works cars. We adjustable Bilstein dampers
pocket rocket.
found this one in the end, which Im sure is for the Brakes Discs Weight 780kg We get out of the car and Dom is red-faced and
1987 RAC Rally, and it suits the car well. Performance Top speed 103mph. smiling. My face is its usual colour but I am also
Since Dom put the car back together as a genuine 0-60mph 5.5sec (on gravel) smiling. And thats what this car is all about. Its
works Group A car, the day we meet at the Sweet covered in slime, with the distinctive smell of mud
Lamb complex in Wales for the photos is the first time he has been in it burning on hot exhaust, but everyone Dom, myself, the technicians and
for 25 years, other than for a three-mile shakedown the day before it was Doms 15-year-old rally-driving son Tom is smiling. And the smile is
loaded onto the trailer. all-important.
Typically, the Welsh winter weather is appalling but its a more-than- As far as Im concerned, its a tool, not a jewel, says Dom. Im not
appropriate debut for his car in its current guise. It is, as Dom explains, one for building showpiece cars they are to be used, pure and simple.
a fitting reunion: Getting back into the car at Sweet Lamb was a bit I love the old Escorts but there are so many around now that I wanted
like putting on a pair of really old trainers and finding that they are still something different. When people visit the workshop, they walk past the
very comfortable. Porsches and head straight for the Peugeot. Im lucky enough to have a
As Id only been up the road in the car, I was steady away to start couple of other cars a Porsche GT3 and a Lancia Delta Integrale thats
with but it soon started coming back to me. You really have to work the car in the period colours. But of them all, the Peugeot is the keeper.
to get the best from it. You chuck it around and you can feel it moving If I had to sell everything tomorrow, then I would never let this
under you and its so easy to control. Its not like modern cars, where there one go. Not again, not ever. End

121
A DV E R T I S I N G F E AT U R E

2016 PORSCHE CLASSIC

RESTORATION COMPETITION
MECHANICAL AWARD WINNER: PORSCHE 924 CARRERA GT

FEW TRANSAXLE PORSCHES are rarer or more

desirable than the 924 Carrera GT. So when Porsche GB
announced that the 2016 Porsche Classic Restoration
Competition would be themed around front-engined,
rear-wheel-drive models, for Porsche Centre Bolton and
its Porsche recommended repairer, Road and Race
Restorations Ltd, the iconic turbocharged coup was top
of the list of restoration candidates.
The timing of the competition was fortuitous: Road
and Races CEO, John Bradshaw, had recently acquired a
924 Carrera GT. Its a 1981 example that Bradshaw had
previously sold to a customer who had part-dissembled it
with restoration plans of his own. Eventually realising he
would never complete that restoration, the customer then
sold it back to Bradshaw.
That some of the work on the Carrera GT had already
started didnt make the project any easier, as Lee
Wibberley, Porsche Centre Boltons workshop controller,
explains: Although the car was partially stripped, most
of the removed components were just piled into a couple
of big boxes, so we werent sure which bits worked.
And, as it turned out, some key parts were missing. We
had to have new oil coolers and the rear section of the
exhaust made for us, and also had to hunt down some
new fuel injectors. The turbocharger required full
reconditioning and we decided to fit new bearings in the
engine. It was gratifying that, after wed reassembled the
car, the engine sparked up first time.
Although the Carrera GTs bodyshell was essentially
in excellent condition, restoring it wasnt without its
challenges, as John Bradshaw reveals. The car had been
stored underneath some heaters, and the effect of them
warming up and then cooling down time after time was
that the GTs polyurethane front wings and rear
wheelarch extensions had distorted.
You cant really use filler on polyurethane, so we had
to manipulate the panels back into shape using heat and
patience. Once the shell was completely stripped we sent
it away for dipping and electrophoretic coating its an
expensive process but the optimum way of making the
car rustproof for many years to come.
The Carrera GT was then meticulously painted in its
original black, for which flatting and polishing the paint
between coats took 75 hours. I wouldnt necessarily say it
was fun, confesses Bradshaw, but it was definitely
worthwhile. And it was a real pleasure to preserve one of
Porsches all-time greats.
Road and Race Restorations Ltd Porsche Centre Bolton
Tel: +44 (0)161 703 8427 Tel: +44 (0)1204 555330
www.road-and-race.com Email: info@porschebolton.co.uk
www.porschebolton.co.uk

www.porsche.co.uk/classic
 FERRARI DAYTONA PROTOTYPE

THE ROAD
TO DAYTONA
That road started here, with the prototype for what
became the 365 GTB/4. Jeroen Booij plots its journey
Photography Pieter E Kamp

124
125
 FERRARI DAYTONA PROTOTYPE
S
everal years ago I spoke to Leonardo Fioravanti the
man who, while working for Pininfarina, styled the
Ferrari Daytona. It proved to be his flagship design, and
the great designer set off on an anthology about the car
from the moment we sat down.
The Daytona was more or less born by chance. I saw
some 275 GTB chassis arriving at the workshop on a lorry. One day one
of those bodies was one step ahead in its building process. It came with
wheels, an engine, seats and a steering wheel, but it was otherwise naked.
On seeing it I thought to myself: we are doing it all wrong. I started
sketching and came up with a proposal for a new car. Farina told me it
was impossible to replace the 275 already, it was still too new. But he
liked what he saw. And so we showed it to Enzo Ferrari, who fell for its
profile but not so much for the front.
I had taken account of the 275s very long wheelbase, which had
made the design rather overbodied. We altered the front and asked
Ferrari once more for his opinion which was most unusual but
it was good. He liked it.
And so the 275s replacement arrived after just over 800 had been
built. There had been six prototypes too, the very first of which had a
completely different nose from the car we came to know as the Daytona
something Fioravanti hadnt told me. And though I knew nothing
about it at the time, that very car was in the process of getting restored
not far from my home in The Netherlands.
Gerard van Bergen bought this unique Ferrari in 2003 without
knowing what it was. As a hobby, he has restored several classics together
with a friend, mostly Mercedes-Benzes: We did a 300SL Roadster, a
Gullwing, a Pagoda and a 190SL, which we turned into an SLR. But
slowly I became more interested in Ferraris, he says. I bought a
Testarossa, an F512M and I restored a crashed F40. But I wanted to find
a 1960s GT, and then I came across this car in Switzerland. It was in a sad
state but I managed to get it running and took part in a club rally in 2003.
Some of the older club members asked me: Do you have any idea what
that car is? And I would reply that it was something that needed an
awful lot of work. But I found out that it really was a very special car and
I became desperate to find out all of its history. A long hunt ensued.
During his research, Van Bergen was in touch with Ferrari historian
Marcel Massini, who was adamant that it was indeed a prototype.
With chassis number 10287, it turned out to be the first one of those six,
based on a 275 GTB and which came to life at Scagliettis workshop in
the spring of 1967, under the codename Study 109. It was used for
testing at Modena Aerodrome, and sold before the 365 GTB/4 was
unveiled in 1968, changing hands for 8,000,000 Lire (about the same
as a new 275 GTB) and registered in Rome.
The next owner, Gian Paolo Salgarella of Bologna, paid 3,000,000 Lire
in 1972, at which point the car was said to have been damaged. Shortly
Under that long bonnet
is an experimental dry-
sump engine, with twin
spark plugs and three
valves per cylinder
126
Right and below right
Interior looks rather more 275
GTB than Daytona, unlike the
bodywork though the denitive
nose treatment was yet to come.
after, it was exported to the US, where it found new homes in
Georgia, Mississippi, Illinois and finally southern California. Somewhere
in-between, the car underwent a bit of a facelift, being fitted with
headlights from a 275 GTB, and it changed in colour from grigio to
rosso. Van Bergen believes that must have been to make the car more
attractive for sale.
A prototype didnt mean much to many people in those days in
America, he says. 275 GTBs had been rising in value for some time,
which must have had something to do with it.
The prototype found a new owner in Dutchman Henk van de Meene
in 1988. He stored it in his Swiss garage and sold it again in the early
1990s to Carlo Perego, also in Switzerland. Another ten years passed
before Van Bergen became its ninth owner. He soon set about a
ground-up restoration.
While Van Bergens first thought was to carry out the work himself,
together with his restoration friend, it soon became clear that the job
was really meant for specialists. We were doing an inlet manifold when
a Ferrari club member came over to take a look. What on Earth are you
doing there? I know you like Mercedes, but this is way too heavy. It
needs to be lighter, he said. And so we started all over again.
With just a few photographs on which to base the work, it became
clear that the body had been modified, too. Says Van Bergen: The rear
wings were pretty bad, and needed lots of new metal. Meanwhile, he
began a search for light units of the right type. Not easy. The Fiat 850
Coup has very similar headlights, but the glass on these is ribbed. We
could only just see on the pictures that the Ferraris were not. It took me
two years to find out what they were, Carello number this and that. Then
I found a pair in the US and the guy wanted $1250 for them. Yes, I could
have had new lights made, but I wanted the real thing. I always thought
it would be worth it in the end.
Judging by the photographic report he keeps with the car, much work
was carried on that basis. The leather-clad aluminium dashboard; the
factory paper thats been used behind the door plates; seat frames that
have been restored and re-coated; the paint primer that was applied to
the cars body a year before it went to the spray booth, so it was perfectly
hardened; the cellulose paint that was made to original specification
And then theres the engine. Under that long bonnet youll stumble
upon the worlds only 243-type Lampredi V12 engine. Its an
experimental dry-sump unit, with twin spark plugs and three valves per
cylinder. The block is based on the 330 GTs 4.0-litre, bored out to
4380cc, but Alex Jansen of Forza Service in Oss, who rebuilt it, believes
 FERRARI DAYTONA PROTOTYPE

1967 Ferrari
Daytona prototype
Engine 4380cc dry-sump V12,
DOHC per bank, 36-valve, twin-plug,
six Weber 40 DCN carburettors
Power 352bhp @ 7500rpm
Torque 221lb ft @ 5000rpm (approx)
Transmission Five-speed manual,
rear-wheel drive Steering Worm
and roller Suspension Front and
rear: double wishbones, coil springs,
telescopic dampers, anti-roll bar
Brakes Dunlop discs Weight 1350kg
Performance Top speed c175mph.
0-60mph c6.5sec

Above and right

At rst glance, its any
Daytona, though the tail is
quite different in detail;
36-valve V12 is unlike any
other Daytona engine.

the cylinder heads were specially cast by Ferrari. They

are totally flat, which means the combustion chambers
are formed by the hollowed-out tops of the pistons.
These flat heads also mean that the camshafts, two per
cylinder bank, fit under a single cover. This means
there was ample space for the twin spark plugs.
What did remain unchanged was the location of the
six Weber 40 DCN carburettors on top, although the
characteristic crackle-black air-filter box had to make
way for paired open trumpets, as on Ferraris
competition cars. There may even be a little more
competition thinking in this unique engine: Ferraris
P4 racers had a similar spark plug layout, plus double
inlet valves with one exhaust valve per cylinder.
Theres no doubt it gives a spirited sound, too. Van
Bergen switches on the petrol pump and turns the
little key. The starter rotates slowly and it takes a few revolutions before the restoration was completed. It has travelled, though, notably to the
all 12 cylinders catch and the engine fires with its characteristic metallic manicured lawns of the Concorso dEleganza Villa dEste and back via a
rasp. This is not the ideal car for twisty B-roads, says its caretaker above little detour to Maranello, to show the car to Marco Arrighi of Ferrari
the noise of the rumbling V12. It needs revs and runs at its finest when Classiche all that had been missing was the coveted Classiche certificate.
you shift gear at 7000rpm. But before getting even close to that, he warms That turned out to be quite the final hurdle, as Arrighi, together with
the engine gently. Once the gauge reaches 90C, he floors it and the Marcel Massini, found sketchy pictures of the car, just clear enough to
prototype dances from one roundabout to the next leaving the everyday show that it had left Maranello with triple tail-lights rather than twin
traffic behind and drivers looking puzzled. pairs. And so Van Bergen had to take a hacksaw to the tail of his just-
At lower revs the engine sputters and coughs now and then thats restored car; Ferrari, in an unusual gesture, granted Van Bergens team the
thanks to the cam timing, says engine builder Jansen but, as soon as a opportunity to make the change, rather than insisting on carrying out the
straight turns up and the revs rise, it breathes properly and its then, when work itself. That was fantastic, he says. Even though it was Ferrari
the revcounter needle jumps like the frequency needle-gauge on an Classiche, it would have felt to me as if I was handing over one of my
amplifier, that the goosebumps break out. children to an unknown surgeon.
In comparison with any modern sports car or GT, you sit high in the And so, despite ups, downs and the near-impossibility of tracing the
leather-clad bucket seats, and the consequent clear view ahead is aided correct parts during a process that took almost ten years, the man is
by slim windscreen pillars. The long nose stretches out in front while, extremely pleased with the result. And so is Ferrari, which rewarded the
immediately ahead, the instruments are recognisably those of a 275 restoration with a prominent display in its Maranello museum.
GTB, though the dashboard itself is calmer than that of Daytona Does Gerard van Bergen still dream of any other car? He takes just a
production cars. second or two before suggesting a Daytona Competizione. It needs to
The odometer reads 32,400km the restorers have resisted the be something extravagant, he says. An ordinary Daytona is just too
temptation to put it back to zero and Van Bergen has added few since common for me now. End

128
LANCIA AURELIA OUTLAW

OU T L AW
E N F ORC E M E N T
The sublime Lancia Aurelia B20 GT is a hard act to follow.
So how to make it better? Make it an outlaw!
Words Paul Hardiman Photography Paul Harmer

130
131
131
LANCIA AURELIA OUTLAW
N
obody chops up Ferrari
250 GTEs any more to
make GTO replicas
but Lancia specialist
Thornley Kelham had the
conviction to create the
worlds first outlaw Lancia Aurelia.
Outlaw? Its a term applied to cars outside
the mainstream series, and translates as the
Italian fuorilegge hence Thornley Kelhams
website, www.fuorilegge.co.uk. Though it had
never been done before, the seeds had been
sown with the factorys chop-top racers of
the 50s. Taking a stock B20 GT coup, TK
started with a clean sheet and went the full
Monty provoking reactions polarised from
mesmerisingly gorgeous to be careful with
that gas axe, Eugene. Tellingly, the owners
have track records that encompass dalliances
with top-end collector cars as well as hot rods.
This car bridges the gap. Seamlessly.
Having restored more than a dozen Aurelias
and, emboldened by the popularity of outlaw
(or hot-rodded) Porsche 356s, plus experience
gained resurrecting the ex-Mille Miglia,
ex-Le Mans, ex-Carrera PanAmericana chop-
top Bracco racer (see Octane 147), arguably
the granddaddy of them all, the men at TK
couldnt help muse What if?
What if they were to create the coolest
bad-boy B20 GT, its coup styling some
say by Boano at Ghia already sleek and
low but subtly altered and re-engineered
while remaining undeniably Aurelia. And
132
what if they were to find an owner with
that same vision? The owners
As it happened, there was a candidate, a
well-known California-based car collector, as
have track
TK co-founder Simon Thornley explains: He
came to us and said Would you be offended
records that
if I asked you to do an outlaw Aurelia? He encompass
had pictures of a lowered S2, in 1953 by that
time they were messing with aerodynamics top-end
and wed earned our stripes doing the Bracco
car. So we said, yes, wed love to do an outlaw, collector cars
but we want to keep it all Lancia.
Finding a donor wasnt difficult, as TK
as well as hot
always has a couple in restoration and a couple
in the pipeline, but it was decided to base the
rods. This car
build on a Series 6 so as not to offend the bridges the gap
cognoscenti; the earlier series are the most
collectable and deemed the most precious, so
it was as well not to start with one of those.
Thornley: The Series 5 is the least loved
but we didnt have one.
So the focus turned to a 1957 Series 6
B20 GT that Thornley Kelham had in stock
and, though its recognisably, undeniably
Aurelia, just about every square foot of sheet
metal was changed representing 1400 hours
of work. All four wings have a gentle swell,
made from scratch by hand, while the rear
quarters are completely new and hug their
contents tightly as on a Ferrari 250 SWB. The
door frames are bespoke and there are no
rain gutters and a minimum of bright trim
shaved, nosed and decked in hot rod speak
along with no front indicators or bumper
Clockwise from far left
Lowered roof is a contentious aspect,
shaved door handles perhaps less so;
gorgeous Aniline leather bucket seats will
patinate quickly; trumpeted carburettors sit
within aluminium air-scoop; beautiful Monza
fuel filler and Tilton pedal assembly with brake
bias adjustment are further competition-style
tweaks; full set of custom Dunlop wheels
includes a spare; exquisite Jaeger instruments
have been given semi-matt black faces.

133
LANCIA AURELIA OUTLAW

134
apertures. Even the fuel filler aperture took two
days to create. For the Aurelia, only floorpans are
available pre-stamped. We make the rest, says
Wayne Kelham, who oversees the workshop.
The work was by Matt Tupman, whod been
with TK for 3 years. The recessed Marchal
driving lights are simply fantastic, and any
brightwork is nickel-plated, not chromed, for a
more subtle shine. It rides on custom-centred
Jaguar D-type-style Dunlop alloys shod in
Avon ZZs, beloved of racers, underlining that
this car was created for driving. The front screen
is custom-made but the rear is original, still
with the factory dimples near the edges. The
door handles have been cut down, following
Nardi practice on competition Aurelias back in
the day, and there are Ferrari competition-style
bonnet catches. It wears 2.0-litre tail-lights
(from the first two series of coups) because
theyre just cool, says Thornley.
Theres no CAD/CAM in it, adds Kelham.
It was all drawn out full-size on sheets of brown
paper. Seeing the finished body in the metal
in 2014, I felt it would be a crime to paint it.
I would have taken mine in clearcoat please,
forever to display the art wrought underneath.
Black was the next obvious shade, the most
unflattering colour for bodywork because any
flaws or ripples become immediately obvious.
Inside, it goes a little more hot rod with a
practical, minimalist look: quilted leather,
Porsche Speedster seats and Tilton pedals with
brake bias-adjust. They should look out of place Seeing the
but they catch the tone perfectly.
The wheel is Nardi, of course, the Jaeger dials finished body
in the metal, I
standard but with the inner bezels painted
black. The headlining is Alcantara, all trimmed
by Gary Wright. We used Aniline all-weather
Connolly leather, which will wear-in fast and felt it would be a
look patinated quickly, says Thornley. The seat
lever buttons are turned out of aluminium, and
theres a period Clayton heater. The rollcage,
crime to paint it
painted the same gloss black as the body and
dashboard, is so subtle you dont notice it at
first, as it runs right through the dash.
The motor is a 2.5-litre Flaminia V6, which
has larger bores and shorter stroke than the
Aurelia unit, bored to 2.8 with three twin-
choke Webers, beautiful headers and fabricated
engine mounts, and even the plug-lead conduits
are crackle-plated. With skimmed and ported
heads and slightly more compression and
cam it makes 170bhp-plus. Red crackle-finish
cam covers are the only conceit and theres
some very racer-esque open bellmouth and
aluminium air scoop treatment up top. The
Flaminia transaxle fits on the original mounts,
though inside theres a hydraulic centre-thrust
bearing, just one of the modern touches that
have been integrated where you cant see them.
Even underneath there are delightful little
details, such as the bronze drain plug in the
135
LANCIA AURELIA OUTLAW

You dont have to work hard

to get places rapidly, so you
wonder why the factory never
offered the larger engine

136
137
LANCIA AURELIA OUTLAW
transaxle. As well as the subtly reworked
body and extra power there are disc brakes all
round, operated by modern Tilton hardware
which you will find elsewhere on some
vintage Bentleys.
It drives just like an Aurelia only more
so, as a 911 Club Sport is to a 3.2 Carrera.
All of the Aurelias hallmarks are there
stable platform, flowing chassis that exploits
momentum rather than sheer power, slightly
railway-points gearchange and occasionally
ponderous steering when in roll just with
the best bits accentuated. So the 2.8 V6 is
notably harder-edged than the 2.0-litre or 2.5
and wants to rev, pulling more strongly with
a harder bark, and the brakes bite sharply but
are quite progressive.
The steering still loads up in corners thanks
to the sliding-pillar front suspension, but the
gearchange is as sweet as a transaxle cars can
possibly get, and the view over the jewel-like
instruments remains super-cool, taking you
straight to the Carrera PanAmericana. Though
it sounds like a Dino when you extend it to the
full chainsaw howl, this is an Aurelia that you
dont have to work hard to get places rapidly,
and you find yourself wondering why the
factory never offered the larger engine.
Even before the first car was finished there
was another planned, for a friend of the owner,
whod sampled it before it left England. Danny
138
Sullivan had a 13-year oval racing career,
winning 17 Indycar races including the 1985 A combination
Indy 500 (having spun after overtaking Mario
Andretti for the lead!) and the 1988 CART
of hot rod,
Championship, following an F1 season with
Tyrrell. And hes a fully paid-up, box-ticked
custom, Monte
petrolhead of the highest order too. Carlo Rally and
As well as past ownership of a DB4,
Mercedes Gullwing and a 911 RS 2.7 race influence,
Lightweight (which he sold to buy a Tuthill
911 rally car), he keeps a Porsche 356A as yet gentlemanly
well as a Vincent Black Shadow and he likes
to drive his cars, having just completed a
in presentation
1200-mile road trip in his smallblock-engined
32 Ford hot rod. I tend to keep one, enjoy it
for a couple of years and then move on to
something else, he explains.
So one of these was an obvious candidate
for next on the list, especially as my wife says I
cant leave anything alone. Hed seen pictures
of his friends car and on a visit to England
went and tried it.
I went out with Wayne and he showed me
how it all worked. Id driven an Aurelia and a
Flaminia before with [dealer] Lukas Hni,
after a DB MkIII and a Bentley R-Type, and
thought they were fantastic. But I had so much
more fun driving this one not mega-powerful
but it had just that little bit more sex appeal,
and I felt that we could have comfortably
carried on to Edinburgh. The Flaminia engine
LANCIA AURELIA OUTLAW
in an Aurelia would have made a fantastic
factory hot rod.
Sullivans Outlaw should be ready by
summer, with a few detail changes: Were using
Ferrari seats to keep it all Italian, and Im
looking forward to touring it as far as Sicily
with some friends while its still in Europe.
Hes acutely aware that not everyone will
approve. Every car is restorable, at a price. The
car that I bought was a runner but I traded it for
an incomplete car, basically a shell, which will
take about six weeks less metalwork.
The first Outlaw, now residing in California
as Sullivans will, made a huge impact at
Monterey Car Week in August 2016, stopping
the show at the Quail Lodge Concours and at
the Monterey Jet Center party, and led directly
to a third commission, also from a Californian:
Tex Otto was mesmerised.
Ive had several hot rods and have been
conflicted with cutting an unmolested car, he
says. I had a super-nice 32 Ford three-window
coupe but I couldnt bear to have it chopped,
so I sold it to the next guy who did just
that without remorse. Coming from vintage
Ferraris, where modifications detract from
provenance, resurrecting an abandoned Lancia
of which a few thousand were made looked
like an opportunity to have classic Pinin Farina
coachwork and a finely engineered chassis and
drivetrainalongwithoptionsforpersonalisation
in a contemporary grand tourer.
140
Over the past few years Ive been looking at 1957 Lancia Aurelia
Outlaw Porsche 356s of varying levels, from B20 GT Outlaw
extensive Emory creations to more basic stock- Engine 2775cc Lancia Flaminia
V6, OHV, triple twin-choke
looking coups with updated mechanicals.
Weber carburettors
Though they have a very sporting character to Power 170bhp @ 5100rpm
which I gravitate, Ive been thinking of a more Torque 189lb ft @ 3800rpm
stately car with substance and refinement. A Transmission Four-speed
combination of hot rod, custom, Monte Carlo manual, rear-wheel drive
Steering Worm and sector
Rally and race influence, yet gentlemanly in Suspension Front: sliding
presentation. When I saw Simon and Waynes pillars with integrated hydraulic
creation, it all came together. dampers, coil springs.
My foundation car is a neglected castaway Rear: de Dion axle, leaf
springs, telescopic dampers
that requires a lot of love to bring back, and this Brakes Discs, inboard at rear
is a way in which some cars will be saved. Weight 1209kg
It would be sacrilegious to modify a nice, Performance Top speed c125mph.
original car to this extent, but there are 0-60mph c11sec
numerous Aurelias for those who seek a period
car. A long-neglected body that needs major
restoration and re-creation opens up the
possibility of creating a modern interpretation.
The Outlaw has certainly captured
imaginations since its first public outing at
Salon Priv in 2015. If twos company, is three
a crowd? How many can you build before the
cars uniqueness becomes diluted? Six, says
Thornley. Thats our stated maximum.
The ultimate endorsement comes from
Giovanni de Virgilio, son of Francesco who
designed that V6 engine and was one of the
Aurelias key creators. He told Thornley: Its a
very purposeful and realistic car that Gianni
Lancia could have built for a friend. End
 WE ARE GINETTA
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 THE OCTANE
INTERVIEW

JIMMY McRAE
Theres more than one McRae in the rally star firmament.
We meet a 1970s hero and the car that made his name
Words and photography Mark Dixon Archive pictures Vauxhall

WE HOPE youll look at the photo opposite and think
nice picture. What may not come across is the Force 10
gale that was blowing in this particular part of County
Kerry, Ireland, as we desperately struggled to prevent
Jimmy McRae from disappearing off the side of the
mountain. Not for nothing does Jimmy have his foot
braced against that rock.
So it helps that Jimmy McRae is a genuinely nice guy
who doesnt mind (too much) getting frozen to the
marrow for just one more photograph. And it probably
helps that Jimmy is a hardy Scot, born and bred in the
farmlands of Lanarkshire, south of Glasgow. Were across
the water today for the homage to the Circuit of Ireland,
known as Circuit Dj Vu and run for the first time in
2016 on some of the countys finest rallying roads. Jimmy
has been lent a genuine Chevette HSR for the event, and
were keen to hear more about his experiences back in
the day with this silk-purse-from-sows-ear that elevated
Vauxhall into International rallyings premier league.
So, time to head to the haven of the caf at Molls Gap,
itself a part of Circuit folklore.
Id never so much as sat in a rally car until I was 30
years old, says Jimmy as he nurses a cup of coffee in the
warm fug of the caf. Before that, it was always bikes:
motocross and scramblers. As with rallying, its all about
balance, the balance between throttle and brake, keeping
the flow going. When I got started in rallying and won
my class in the Scottish Championship, people were
asking where Id come from, and the answer was bikes.
Jimmys decision to become a rally driver may have
happened a little late in life (his day job was in plumbing
and heating) but it was kickstarted by a memorable
midnight run in a friends Mk1 Lotus Cortina: I was out
with Alan [ONeill] for a run in the lanes up
the back of Hamilton and East Kilbride, because he
wanted me to co-drive for him, but I quickly came to the
conclusion No way! It was really scary and I knew that
if I was going to go rallying, there was only one seat
Id be in, and that was the drivers.
Soon afterwards, his mate Alan rolled the Cortina into
a ball but the engine was rescued and put into a four-door
shell, which Jimmy bought as his first rally car. Within just
a couple of events, he was doing well enough to consider
upgrading, and duly bought ONeills Mk1 Escort Twin
Cam, very much the rally car du jour. Competing in that
brought him into contact with David Porter of Perth
Vauxhall dealer SMT, and hence into the world of Dealer
Team Vauxhall and rally history was about to be made.
This was in the early 1970s, when Vauxhall was very
much the underdog in motor sport, particularly rallying,
where arch-rival Ford ruled the roost. Obviously it wanted
to change that situation but the bosses at General Motors
werent willing to stump up the necessary moolah. Hence
the creation of Dealer Team Vauxhall, whereby dealerships
would pool their resources to fund what were effectively
works-approved but not works-financed entries.
For every car a dealer sold, a pound I think it was up
to three pounds at one point went into the kitty, says
Jimmy. Later on, the rally cars would end up being sold
on. I remember Gerry Johnstone of DTV saying at the
end of the Manx one year, Ill need to be on the phone to
Ireland on Monday morning this ones advertised!
Thanks to Porter, Jimmy was able to buy a Magnum
Coup at cost, which SMT converted to Group 1 rally
spec. It was a big bus compared to a Mk1 Escort and
everyone went Whoah! Why have you done that? but
my answer was that everyone drove Escorts and I wanted
something different, explains Jimmy. It paid off, because
within a year I had a sponsored drive.
With his new Magnum, Jimmy went straight out and
won the Arbroath Stages, but further success was initially
denied by the fragility of the Magnums torque-tube rear
axle. Once that problem had been overcome, he finished
second in Group 1 on the 1975 Lindisfarne Rally, beating
official DTV drivers Will Sparrow and Paul Faulkner.
Reputedly, Jimmy drove like a man possessed because
hed been denied support to do the RAC Rally; it did the
job and he was signed up for a fully supported DTV drive

142
143
JIMMY Mc RAE

144
 Pentti Airikkala
wasnt one of my
favourite drivers.
He was something
of a law unto himself
in 1976. He was still rallying the slightly cumbersome
Magnum, but a big change was afoot
In September 1976, motor sport specialist Bill
Blydenstein started building the first of the new Chevette
HS rally cars, homologated to Group 4 spec, each with
Lotus twin-cam cylinder head, ZF five-speed gearbox and
a bespoke rear end that incorporated Opel Kadett chassis
parts and a Jaguar 340/Salisbury rear axle. And for 1977,
Vauxhall signed-up a promising Finnish rally driver called
Pentti Airikkala, alongside the British driver Chris Sclater.
Theres no doubt tht Airikkala put the HS on the map in
its first full season, his most spectacular performance
being a duel with fellow Finn, Ari Vanaten, in an Escort
RS throughout the Welsh Rally. Airikkala took the lead on
the last afternoon and won by 57 seconds.
During 1977, Jimmy had been soldiering on in his
Magnum, but for 1978 he was brought in to partner
Airikkala in a pair of HSs now fitted with Vauxhall
cylinder heads after it had been discovered that the car
was not homologated with the Lotus one! Its fair to say
that Jimmy and Pentti did not become bosom buddies
He wasnt one of my favourite drivers, confesses an epic battle with Russell Brookes in an Escort 1800 RS.
Jimmy, clearly uncomfortable at being put on the spot.
He was something of a law unto himself, so we didnt
get on great. It was just his personality. I got on fine with
other drivers, for example Russell Brookes. It was put
about that Russell and I didnt see eye-to-eye but we
respected each others driving and after a rally or a recce
wed go and have a pie and a pint together.
If Jimmy wasnt enamoured of his Finnish team-mate,
then he loved his new Vauxhall on tarmac, at least:
Because Pentti was Pentti and he was from Finland, the
cars were set-up to his style of driving on gravel, and I
couldnt get the best out of them. I could tweak the
settings a bit, but I couldnt make major changes. For me, Clockwise from top left
the HS was a chuck-it-into-corners sideways Finnish car, McRae behind the wheel of
Mervyn Johnstons genuine
and I like to think I was more refined than that. privateer HSR; on the Circuit
When you were pushing hard on tarmac, however, of Ireland in an Ascona 400;
an HS was slightly more reliable than an Escort. Early on accelerating his HSR to first
we had a few issues with gearboxes and halfshafts, until overall on the 1980 Donegal;
at speed in 2016; towards the
they made them out of proper metal, but normally the
end of his GM days on the
suspension only broke if you hit something! Lombard RAC in a Manta.
Its fair to say that Airikkala had the lions share of good
luck during the 1978/79 seasons, McRae often struggling
with mechanical difficulties beyond his control, but the
situation was reversed on the 1979 Manx when Airikkala
crashed out early on, and Jimmy took second overall after
Over the 15 stages, the two drivers each claimed seven
fastest times, Terry Kabys TR7 V8 accounting for the
remaining one.
Even greater things were to come. For 1980, Vauxhall
unveiled a new, improved HS, dubbed HSR and Jimmy
promptly won the Circuit of Ireland.
The HS had been a road car turned into a rally car,
while the HSR was more a proper rally car that happened
to be based on a road car, explains Jimmy. This time I had
more input into the testing for the tarmac set-up, and it
had better traction, handling and braking. The car sat a bit
lower and the aerodynamics helped. (You can instantly
145
JIMMY Mc RAE
Above
McRae found the HSR
a perfect tarmac car, thanks
to better aerodynamics and
revised rear suspension.
146
distinguish an HSR, like the car loaned to Jimmy by
Mervyn Johnston, above, by its fully flared arches, running
boards, humped bonnet and faired-in headlights. Under
the glassfibre is a completely revised rear suspension, with
four-link location, and a more powerful, 245bhp engine.)
Jimmys win on the Circuit of Ireland is one of his most
memorable drives. My co-driver was Mike Nicholson
and over five days we were never more than half-a-minute
apart from Ari Vatanen and Dave Richards in the
Rothmans Escort. On the Monday night we had a big
moment and I turned to Mike and said Look, lets settle
for second; were going to crash if we carry on at this
speed. Then we pulled into the next Control and found
we were right behind Vatanen, having started two minutes
behind. Mike said Weve just taken a minute-and-a-bit
off him! It turned out that where wed had our moment,
Ari had had a major off and the back of the Escort was
badly damaged. Suddenly we were in the lead and we just
cruised the last three stages to the finish.
Jimmy notched up several other fine results that year,
including firsts on the Donegal and Cork 20 Rallies, and
third on the Manx. That secured him the Irish Tarmac
Championship, and he was third in the British Open
Championship. So it must have been a bitter pill to
swallow when DTV announced that, due to lack of
funding, it was dropping Jimmy from its driver line-up.
Aye, Jimmy agrees, but what really annoyed me was
that everyone apart from bloody Dealer Team Vauxhall
knew that Pentti had already signed for Rothmans Ford.
But it worked out for the best, because as soon as Dealer
Opel heard about it they were on the phone to me, and
I was able to get to grips with the Ascona, in charge
of testing for the British side of the team.
It did indeed work out well for Jimmy. Driving the
Ascona 400, he won two successive British Opens in 1981
and 1982, with third and then second in the European
Championship, too. What must have been particularly
sweet was to beat Airikkala and his Escort in 1981.
He went on to put up a valiant opposition to the new
Audi Quattros in a Manta 400, including a brilliant third
on the RAC Rally. When the GM support dried up, he
scored a Metro 6R4 for 1986 four-wheel drive was
always the better option, whether on tarmac or gravel
and followed that with a rear-drive Sierra Cosworth for
1987 and 88. After the 6R4, it felt like a road car with lots
of power and lots of turbo lag, but we managed to tame it.
He certainly did: those two seasons brought him his
fourth and fifth British Open Championships.
As his son Colins career started to accelerate, Jimmy
took a metaphorical back seat and by 1990 his
professional career was over. With hindsight, I regret not
starting earlier but, to be honest, when I set out, I never
expected to do what Ive done. Thats been a bonus.
To Vauxhall enthusiasts in particular, hell always be a
hero and the good news is that he can still be seen out
today rallying a Magnum or Firenza Coup, with the
support of Vauxhalls Network Q. He may be well into his
70s now but, as our day on a bare mountain has proven,
hes lost none of his inner fire. End
THANKS TO Jimmy McRae; Mervyn Johnston; Andrew Duerden;
Vauxhall & VX Heritage; Tourism Ireland; Opel Ireland.
PRESIDENTIAL CITRON

FRENCH
DRESSING
This rather special Citron DS was
commissioned for General de Gaulle at
great expense. So why was it rarely used?
Words Jon Pressnell Photography Daniel Denis
Archive renderings Citron Communication

GENERAL DE GAULLE liked his Citrons. During his wilderness

years out of power, between 1946 and 1958, he was often to be seen
extracting his lanky frame from the rear of a Traction Avant. As President
of the newly constituted Fifth Republic, he felt that he had escaped
death in the famous assassination attempt of 1962 largely thanks to the
hydropneumatics of his chauffeur-driven DS, which had allowed the car
to continue at speed after one of its tyres had been shot to bits. An attempt
to persuade him to adopt a Chapron-modified version of the Belgian-
assembled Rambler-Renault apparently met with Gaullian disdain.
But Frances head of state could hardly continue forever to use the two
special-bodied ceremonial 15-Six Traction Avants that had been inherited
from the previous rgime. So it was that, in late 1968, the very twilight of
de Gaulles presidency, the Elyse Palace took delivery of the most
extravagant DS ever to be made.
In fact, according to Henri Dargent, who was then assistant to Citron
stylist Flaminio Bertoni, the project goes back to 1960 or thereabouts,
when the Elyse first intimated to Citron that a new presidential vehicle
was required. Work began astonishingly enough based around 15-Six
mechanicals, despite the fact that the six-cylinder Traction Avant had
ceased production in 1956 but soon ground to a halt.
Not surprisingly, Dargent says it was difficult
finding 15-Six components, and this might have Top and right
De Gaulle, driven in a DS
been a factor; one can only assume that the this special version was
seemingly bizarre decision to use Traction Avant intended to replace his
components might have been prompted by the 15-Six Traction Avants.

148
PRESIDENTIAL CITRON
long wheelbase of the Familiale version of
the older Citron. Some sketches by Legend has it that
Bertoni survive (top right), and show an
angular design with a reverse flick to the de Gaulle stipulated
front wing recalling that of the Ami 6. The
car was intended to have a folding metal
rear section to the roof, and as a result there
only that the car had
was a long flat boot to accommodate this.
In 1965 the project was revived, on the
to be longer than the
initiative of the Elyse, and under the
direction of new Citron styling chief
US Presidents
Robert Opron, who had taken over
following Bertonis death in February 1964. Legend has it that the only
stipulation from de Gaulle himself was that the car had to be longer than
the US Presidents stretched Lincoln. His staff, however, drew up a huge
list of requirements, without consulting the General himself. These
included the ability to climb the hill at the Mont-Valrien war memorial
at walking pace in the full heat of the summer, and to crawl at 3-4mph for
several hours without cooling problems. Despite its size, the Citron also
had to have a turning circle tight enough to allow it to enter the Elyse
courtyard from the rue du Faubourg Saint-Honor and then pull up at the
steps in a single manoeuvre.
Extrapolating from Dargents memories, it seems that the design work
took about a year. Carried over at first from the earlier venture was the
idea of a folding metal section to the roof, and the long rear deck of the
Opron design reflects this although the folding roof was ultimately
abandoned. The proportions of the vehicle were determined by the
mechanism that we were going to make, says Dargent. It was because of
that that the boot was so long because we wanted the rear of the roof
to fold into the boot, in two parts. The slightly recessed headlamps,
meanwhile, echo Bertonis proposals for a facelifted DS, as subsequently
150
developed under Opron and launched for
the 1968 model year. Opron himself is
dismissive of the project. It was routine
stuff I didnt have a particular enthusiasm
for it. We didnt have the time to do a proper
study, or to develop the folding roof. That
was a shame, as it would have made it easier
to enter and leave the car.
If the long tail was wasteful of space, this
was clawed back when it came to designing
the interior, according to Dargent. We did
an interior mock-up and, when the two
Elyse chauffeurs arrived, they positioned themselves right against the
steering wheel. They said they always drove like that, to allow the
maximum amount of room in the back. So we went along with it.
Dargent was responsible for supervising the vehicles construction at
Chapron, a process that took nearly two years. Chapron was starting to
get old. His wife, who was a good manager, looked after the workshop and
there was an excellent foreman, who brought in the metalworkers, the
trimmers, and so on, he recalls. All the elements of the body were formed
at Chapron, by hand. They had extraordinary metalworkers.
Despite the prestige associated with building a car for the President of
the Republic, the project was apparently undertaken through gritted
teeth by the Levallois-based coachbuilder. He followed to the letter what
we gave him, but he wasnt happy about it, says Opron. Chapron was
a pretentious sort of person. I didnt like him much.
For Henri Dargent, it was a demanding time in his life. I shudder to
think of the acrobatics I went through, he sighs. It was really a one-off
handbuilt vehicle. In particular he recalls a windscreen moulding that
refused to stay in position, the painstaking lamination of the dashboard
woodwork and when he got the French colours the wrong way
Left, below and bottom
Early styling proposal
by Flaminio Bertoni was
superseded by Robert
Oprons; unique dash and
wheel in exquisite interior.
PRESIDENTIAL CITRON

152
 Above
round on the acrylic emblem for the bonnet. Light units, Truly epic lounging space batteries. Power-assistance and braking were also uprated, as
door handles, badging: all the detailing was created by hand. back here because was the cooling, but the engine remained a standard DS21
There was also the small question of colour. front seat occupants unit, matched to a regular manual gearbox.
We chose two-tone metallic grey, in agreement with were crushed up against Despite what might be suggested by the cars huge weight,
the dashboard.
Opron dark grey below and light grey above. Then we had interestingly it was not armour-plated. De Gaulle disapproved
a note from the Elyse saying that Mme de Gaulle wanted a green. Theyd of the idea. If a head of state had to travel in a bulletproof car, he said,
asked the director of French TV at the time what colour looked best on it showed that there was a problem with the publics opinion of him.
the television and hed said green. I had an idea because we didnt want The Generals chauffeur, Paul Fontenil, tried the car at La Fert-Vidame
to change the colour. Wed do some samples on a domed bit of metal, before the Elyse took delivery, and before its first official function he
because how a colour is seen depends on the surface. On a domed surface practised parking manoeuvres so he could draw up and pull away in one
a grey with a bit of green in it would look green-ish. So thats what we did, movement rather than the three that the US chauffeurs were obliged to
and we sent that to the Elyse and they said OK use. Despite the DS being longer than the Americans cars, he astonished
Eventually the car was completed, and given a shakedown at Citrons onlookers by extricating it with barely a cigarette papers clearance.
La Fert-Vidame test track. Things didnt quite go as planned, remembers The cost of all this? The equivalent of some 700,000 or so, in Citrons
Dargent. Opron wanted chrome embellishers for the closing faces of the time and money, according to Dargent. That was a theoretical figure
doors. I hadnt allowed for that in my drawings, and of course it added rather than one that was actually invoiced, but it roughly amounts to an
some thickness to the doors. We did our best, with recessed screws and so eyebrow-raising 5.5m in todays money. This was a considerable budget
on, and it looked beautiful. We took the car for a test run at La Fert, and over-shoot now theres a surprise as the original estimate, says
all of a sudden we found that we couldnt get in all the doors were stuck Dargent, had been for 400,000. Doubtless for this reason as much as any
shut. Because the car was very long, the body had distorted slightly. At other, the notion of making replicas for tin-pot Third World heads of state
the Vlizy design centre a whole team worked for hours to get the doors was quietly shelved.
to open and shut with the chromed trims in place. Alas, other than its exorbitant cost, there was one (rather
The end result was a mastodon of a car, weighing 2280kg (almost twice fundamental) snag with the Presidents super-DS: despite earlier
the 1300kg of a regular DS) and measuring 21ft 6in long and 7ft 10in remonstrations by Fontenil, the rear division was fixed, with no sliding
wide. This made the Citron 5in longer than the US presidents Lincoln, glass. De Gaulle was not pleased, as he particularly appreciated being
and 4in wider than a Cadillac. Equipment included a curved division able to talk to his chauffeur, and had no intention of using the
incorporating a jump-seat for an interpreter, as well as a bar and a telephone-set intercom. Grouchily demanding why nobody bothered
refrigerator. With the electrics having to cope with rather more than to consult him about what was, after all, his car, he returned to the
normal, the system was doubled-up, with two alternators and two Franay-bodied 15-Six. Or so the story goes.

153
PRESIDENTIAL CITRON

Left
Disproportionately long
tail was a legacy of
an earlier plan to fit a
two-part folding roof,
which would stow away
inside the boot space.

One wonders whether de As it transpired, the DS was brought out for only two functions during
the final days of the de Gaulle presidency, which came to an end in April

Gaulle felt uneasy flaunting 1969. Indeed, the car represents an apparent disconnect: despite his
notions of the grandeur of France, and of his office, de Gaulle was a man

such an extravagance of modest tastes. The same could be said of his wife Yvonne, who motored
around in an Ami 6. The DS might have corresponded to the demands of
State, but one wonders whether de Gaulles personal disposition
in front of taxpayers especially after the events of May 1968 made him feel uneasy about
flaunting such an extravagance in front of taxpayers.
As for the new president, Georges Pompidou, he made only limited use
of the DS and eventually turned to a brace of special four-door Chapron
SM convertibles. Perhaps in cars as in politics, Pompidou an enthusiast
who had previously owned a Bristol and at least one Porsche was
determined to show he was independent of de Gaulle, whose Prime
Minister he had been.
So, after barely being used, the most extraordinary of all Citrons
passed to a private collector reputedly for a sum of around 20,000.
Today it has fewer than 4000 miles on the clock. Rare have been its
sorties, but French photographer Daniel Denis managed to secure
permission for the photo-shoot
1968 Citron DS within the Elyse that you see on
presidential limousine these pages. You have to admit that
Engine 2175cc four-cylinder, OHV,
single Weber twin-choke carburettor the stately DS and stately is surely
Power 115bhp @ 5750rpm Torque the right word looks more at home
122lb ft @ 3500rpm (approx) there than Franois Hollandes black
Transmission Four-speed manual, Citron C6, however politically
front-wheel drive Steering Rack
and pinion, powered Suspension correct such presidential transport
Front: twin leading arms, self-levelling might be. All this prompts a parting
hydropneumatic units, anti-roll bar. thought. Maybe, had he stayed in
Rear: trailing arms, self-levelling office a little longer, de Gaulle would
hydropneumatic units, anti-roll
bar Brakes Inboard discs front,
eventually have come around to the
outboard drums rear Weight 2280kg idea of using his new limousine
Performance Not disclosed more often. End

154
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Octane Cars
BY OCTANE STAFF AND CONTRIBUTORS
Farewell, my lovely
1970 LAMBORGHINI
ESPADA
MARK DIXON
ITS GONE. The beautiful
Lamborghini that good mate
Richard Heseltine and I bought
together, about two-and-a-half
years ago, has a new owner. And
since he already has a number of
classic Lotuses, hes the perfect guy
to take on the responsibility of
running an old Lambo.
Not that the Espada was ever
unreliable. It always irked me when
acquaintances, on hearing of what
wed bought, would shake their
heads sadly and make comments
158
along the lines of Youre a braver
man than I am! Fact is, the Espada
is not temperamental, unlike some
exotics. Dont forget that Ferruccio
started out making tractors.
No, if Richard and I have any
regrets, its simply that we didnt
get to use the car enough. The
Espada spent ages waiting for work
to be done at Cheshire Classic
Cars and, to be fair, I didnt hassle
them, because it was quite handy
having it in their nice dry storage
unit and then, just when it was all
ready to go, someone came along
and made a decent offer Bugger.
Even so, we put enough miles on
the car to prove its usability,
particularly on a road trip to Le
Mans Classic in 2014. Despite
some horrendous traffic jams en
route when will I ever learn to
avoid Rouen? it never overheated,
and the only problem we had was
with a couple of wheel spinners
working loose. Le Mans winner
Andy Wallace lent us the jack from
his daily-driver Audi so that we
could get home safely.
After 27 years as a classic car
journalist, I was regularly surprised
at how much attention the Espada
attracted on the road. Stuck in
three lanes of gridlock on the M40
one evening, I was distracted by a
young American woman who
dodged through the lines of
stationary traffic to knock on the
drivers window and ask What is
this car? I just have to know! Its
so beautiful! And, to my slight
embarrassment, I was once
approached at a petrol station by a
schoolgirl who said she had a
passion for Lamborghinis Such
is the Espada owners lot.
What sweetened the pill of the
Espadas sale was that Richard and
I roughly doubled our investment
in just two years. Now, we didnt
buy it to make money, we bought it
because we loved (and still love)
the car but it did vindicate the
gamble I made in extending my
mortgage to do so. At about that
time, a Government minister
made a quip about people cashing
in their pensions to buy
Lamborghinis; maybe that wasnt
such a daft idea after all.
 OCTANES FLEET
These are the cars
and motorbikes
run by the magazines
staff and contributors

DAVID LILLYWHITE
Editor
1971 MGB GT
1971 Saab 96
1973 Citron SM
1976 Zip Shadow Kart
1995 Range Rover 4.6 HSE
1996 Subaru Prodrive Impreza

ROBERT COUCHER
International editor
1937 Bentley 4
1955 Jaguar XK140
1988 Mercedes-Benz 560 SEC
1991 Range Rover Vogue

MARK DIXON
Deputy editor
1955 Land Rover Series I 107in
1963 Ford Galaxie Country Sedan
1964 Chevrolet Greenbrier
1970 Lamborghini Espada
1989/91 Land Rover Discoverys
2001 Honda Insight

SANJAY SEETANAH
Advertising director
1981 BMW 323i Top Cabrio
1998 Aston Martin DB7 Volante

Left, above GLEN WADDINGTON

and right Associate editor
Few cars can
match an Espada in 1983 Porsche 944
full flight for drama; 1989 BMW 320i Convertible
its new owner
having his tentative
first drive off the
delivery truck; Mark, MARK SOMMER
Richard and Andy Art Director
Wallace (pointing) 1968 Alfa Romeo Giulia
in Le Mans car park 1300 Saloon
wheel-tightening
episode.

JOHN SIMISTER
Contributor
1934 Singer Nine Le Mans
1961 Saab 96
1968 Sunbeam Stiletto

TONY DRON
Test driver
1932 Austin Seven

159
Octane Cars
BY OCTANE STAFF AND CONTRIBUTORS

OCTANES FLEET
More cars and motorbikes
(and a boat) run by the
magazines staff and
contributors

ANDREW ENGLISH
Contributor
1960 Triumph TR3A
1965 Aston Martin DB5

DAVID BURGESS-WISE
Contributor
1903 De Dion-Bouton
1911 Pilain 16/20
1926 Delage DISS

MARTYN GODDARD
Photographer
Triggers Subaru
1963 Triumph TR6SS Trophy the front crankshaft oil seal, with
1965 Austin-Healey 3000 MkIII the cam covers still weeping in
1996 PRODRIVE sympathy, despite new gaskets a
DELWYN MALLETT SUBARU IMPREZA few months back. So the radiator
Contributor DAVID LILLYWHITE had to come out for access to the
1936 Cord 810 Beverly seal, and mechanic Veidas, who
1946 Tatra T87 knows his way around Subaru
1950 Ford Club Coupe THE MILES are racking up engines, recommended that we
1952 Porsche 356 on the Prodrive Impreza. Fifty change the camshaft seals too
1955 Mercedes-Benz 300SL thousand of them in less than two theyd be just as age-hardened as
1957 Porsche Speedster
1957 Fiat Abarth
years. And, touch wood, utterly the crank seal.
Sperimentale reliable and trouble-free. So that was fine. But the original
1963 Abarth-Simca But low-maintenance? Not radiator turned out to be in a state,
1963 Tatra T603 lately. Its still highly original, the lower casing rusted badly and
of course except that a good the bottom two inches of fins
number of parts have been falling apart. Great. New radiator
SARAH BRADLEY changed in the last month, needed (90).
Contributor
prompted by an ever-increasing Oh, and there was added mess
1929 Ford Model A hot rod
1952 Studebaker Champion
drip of oil onto the drive, the office caused by split CV joint gaiters,
1956 Chevrolet 3100 pick-up car park and wherever else I which I had been keeping an eye
1969 Plymouth Roadrunner choose to abandon my beloved on because theyd looked dodgy
Various motorbikes everyday car. for a while. New gaiters? Yes,
So, with QPrep in Oundle added to the list. Of course, to Above and middle
temporarily out of operation change these the driveshafts Imprezas cambelt had to be removed
MASSIMO DELB for workshop refurbishment, I would need to be pulled out, and to access the leaking oil seals; it also
Contributor seemed a good time to replace brake
thought Id better investigate the my idea, this time the tired discs and clean up rusty backplates.
1967 Mercedes-Benz 230
1972 Fiat 500L garages closer to our new offices front discs and rusty calipers
1979/80 Range Rovers in Bedfordshire, and it wasnt swapped for the slightly larger course, remained highly original.
1982 Mercedes-Benz 500SL long before I was asking local car versions from the 1997-on Except for the clutch (a year ago),
1985 Mercedes-Benz 240TD sage Neil Godwin-Stubbert for Impreza Turbo (Id bought those all the brakes, suspension struts
advice. It helps that hes a fellow a few weeks earlier). (Bilstein/Eibach, best investment
Subaru owner. Once the driveshafts were out it Ive ever made) and three sets of
DAVE SELBY The result was a visit to Meerkat was clear that the CV joints were tyres. I hadnt mentioned the
Contributor
Garage on the A6, five minutes past their best. New driveshafts, tyres? Well, this time I went for the
1978 Sailsh 18
from Octane Towers, where the complete, are 80 each, and that new Avon ZV7s: quieter than the
first job was to pressure-wash all didnt seem too bad, so You get worn Dunlops, proving to have
KEEP UP TO DATE the oil and gunk from the engine the idea. And did I mention that plenty of grip, and immune to the
Follow the progress of the Octane
and the drip tray below. Argh! I fitted new rear discs and pads tramlining that some makes are
eet via Facebook and Twitter Glad it wasnt me doing that. recently? prone to on Impreza Classics.
www.facebook.com/octanemagazine Next job, identify the leak. So there we go. In the last The cost of all this? Well over
@octane_magazine Seems that most was coming from 22 months the Impreza has, of 1000. Such is (car) life

160
Anyone
for golf?
1978 SAILFISH 18
DAVE SELBY
IVE DONE some daft things in
my time but this Marlins Mission
stunt had to be the stupidest of all.
What kind of nutter dreamed up
the idea of sailing a small boat
340 miles round the coast to the
Southampton Boat Show to prove
how much fun you can have on a
modest budget? Its all lies.
Golf would make more sense.
Id got beaten up bad as I turned
right into the entrance of the
Medway, as the stiff wind and
tide that had flushed me down
The Thames like a crazy bobsled
joy-ride started working against
me. It was an explosive situation
literally. I was bearing down
backwards on the wreck of the
munitions ship Montgomery,
sunk in 1944 and still with 1400
tonnes of live TNT.
Sails down, 4hp outboard
thrashing away; when I throttled
up, the boat slammed and crashed
and the outboard was either half
submerged or racing in thin air.
When I throttled back I was being
sucked down to the Montgomery.
Yikes, Im going to end up in one
of those gruesome learning from
experience articles that yachting
mags love so much. But to do that
Id have to live.
There were any number of
simple things I could have done to
avoid the situation or get out of it
they teach them on courses but
I was utterly fixated on getting into
Queenborough. In the end, it was
the slackening ebb that allowed
me to inch my way in.
I secured Marlin to the pontoon
with every line and fender I
possessed, and didnt sleep a wink
as she snatched and thumped. All
morning brought was a wan, sickly
daylight to illuminate the horror.
I trudged the empty, wind-lashed
streets of Queenborough cursing
the East Coast Pilot. Like all sailing
guides it omits the one bit of
information all sailors need: the
precise lat and long of the nearest
golf pro shop. There isnt one.
There was nothing for it. Id
have to carry on to Ramsgate.
Forty miles in seven hours in a
Sailfish, averaging nearly six knots;
that really is spectacular. It was
one of the best day sails of my life
and put paid to notions of golf and
life in Pringle. Phew, it was close.
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1967 Ginetta G12
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1940 Ford Tudor
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1980 BMW M1
Unrestored, original, and immaculate,
this phenomenally preserved E26 has
only 8,441 miles, and is the nest M1
we have ever had on offer. Concours
prepared. Complete with tools,
manuals, spare and jack.
1989 Lamborghini Countach
Only 9,429 original miles on this
stunning example of the 25th
Anniversary model. Only 658 ever
built. Fitted with a 449hp 5167 cc
V12. Fully serviced and concours-
level detailed.
1997 Porsche 993 Turbo
1,091 miles on this one-owner,
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1965 Shelby GT350
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161
Octane Cars
BY OCTANE STAFF AND CONTRIBUTORS
Never judge a book
1991 RANGE
ROVER CLASSIC
ROBERT COUCHER
TOOK MY LOVELY old Ranger
up to specialist Bishops Heritage
(www.bishopsheritage.co.uk) in
Peterborough with a view to
having some work done. Chris
Bishop came highly recommended
by Patrick Cruywagen on sister
magazine Land Rover Monthly.
My Vogue EFI always looks
smart in its clean Ardennes Green
paintwork and the gutsy, low-
mileage 3.9-litre engine pulls well;
Chris liked the look of it when I
arrived. Then he put it up on a
ramp. Oh dear. Rust, and lots of it.
He had a very good look
around, sat me down with a coffee
and explained what had to be
done. New A-posts, front inner
arches and rear arches, rear door
shuts, sills, floors, rear cross
section and probably a new
bulkhead. All eminently possible
but at what price?
It was clear that Chris really
wanted to restore the Ranger and
he did his best to chip away at the
162
costs. He could also see my battle
between head and heart. So he
suggested I go home and cogitate.
With a heavy heart I left the
Ranger behind and took the train
back to London.
After a few days it became clear
that it just wasnt worth it.
Obviously, once the Ranger was
opened up with a hacksaw, the
rust would only be worse. He
reluctantly agreed so I sold him
the car and now it is gone.
What a shame. I have always
thought Classic Range Rovers are
superb 4x4s and I absolutely loved
driving mine, especially up steep
Alpine passes in deep snow where
it proved incredibly adept, unlike
other modern soft-roaders, often
seen sliding backwards down the
icy mountain roads.
But sometimes we have to know
when to stop chasing the dream
and accept the reality check. Oh
well, I do have an Artillery Green
Land Rover Series I Sport in the
shape of the Jaguar XK 140 to play
with, so I will throw the Range
Rover lucre at that instead.
Top and right
Range Rovers arent rare in London, but
Couchers Vogue was on borrowed time.
Inspection revealed much hidden rot
Octane Cars
BY OCTANE STAFF AND CONTRIBUTORS
Back in for final fettling
1981 BMW 323i
TOP CABRIO
SANJAY SEETANAH
I HAVE BEEN rather down in
the dumps about my Baur during
the last couple of months. Initial
forecasts were that its restoration
would have been finished last May,
but work was delayed on several
occasions due to parts being very
difficult to source. As we edged
towards the end of summer I
knew all hope of enjoying the
warm sunshine with the roof down
was out of the question.
But finally, and to my delight,
the call came and I collected the
finished car in October, with just
enough pre-winter weather left to
enjoy a few topless drives. And
thats when I discovered all was
not as it should be.
The car looked absolutely
gorgeous but, to my horror, it
drove nothing like as well as it
looked. Clearly it would have to go
back for some further mechanical
164
work; as things stood, it was hard gearshift was extremely stiff and it to be driving the car again before
to believe this was the same car Id stank of fuel. Quite a long list of the coming spring.
delivered for a paint job 12 months snags, then, and the car was duly Still, although I was gutted that
before. Sometimes you have to be returned to Automo to carry out I would need to wait much longer
careful what you wish for. further checks. for the finished result, I was
Id bought the car largely Automos proprietor Chedeen confident that the problems could
because it drove beautifully and Battick was horrified that the car be solved by Chedeen and his
was mechanically sound. Before had been returned to me without team. I hope my patience will
the restoration it became my daily proper shakedown testing, and finally be rewarded and that the
driver and it seemed completely at assured me that all the problems BMW will drive as well as it looks.
home in busy traffic, quiet and could and would be fixed. With
very comfortable despite being 35 winter now upon us, and the first THANKS TO Chedeen Battick at
years old. All that was required dusting of salt having hit the roads Automo (www.automo.co); Katrin
was bodywork to match. in November, I resigned myself Mlle and Benjamin Voss at BMW
Naturally I expected a few to the fact that I was unlikely Group Classic (www.realoem.com).
snags; when you have an engine-
out, ground-up restoration, it
takes a while for all the
components (and there were
many new ones, including
suspension parts) to bed-in and
work together, but this felt rather
more serious. The back end of the
car swung out when cornering at
35mph, it stopped poorly, and the
differential and gearbox whined. It
would also stall in low gears, the
Below and right
New hood and shiny red paintwork look
resplendent, though more work is needed
to solve the BMWs mechanical issues.
 HALL & HALL

1969 Matra MS640 V12 Coupe.

1983 Arrows A3 DFV Ex-Jochen Mass. 1974 BRM P201 V12 Ex-Beltoise. 2nd in
1974 S.African GP.

Wouter Melissen

Alfa Romeo P3. Shown in 2 seater trim for touring, also 1975 Shadow DN3/5A Ex-Tom Pryce.
supplied with Monoposto body for competition. Prepared to a high standard.

Sales Rick Hall

Mobile: +44 (0)7973 338752 Tel no: 01778 392562
E-mail: historiccars@gmail.com Mobile: 07710 971277
www.hallandhall.net E-mail: info@hallandhall.net
Octane Cars
BY OCTANE STAFF AND CONTRIBUTORS

Rallying
round
1968 ROVER
2000TC RALLY CAR
MARK DIXON

NEARLY 20 YEARS AGO,

David Lillywhite and I did the
1997 Lige-Istanbul-Lige classic
rally in my Rover 2000TC. It was
one of the most ambitious
adventures weve ever had, a 4000-
mile thrash around Europe that
took in many of the gravel tracks
used on the tough 1960s Lige
rallies, and we were amazed to
finish seventh overall against the
likes of full-house 911s.
I had bought the Rover as a low-
mileage, low-owners and rust-free
2000 back in 1993 and developed
it into an endurance rally machine,
with Holbay-tuned twin-carb
engine, uprated suspension, full
Safety Devices rollcage and much
more. My usual parlous financial
situation meant that I had to sell it
in 1999 but its new owner, a
retired bank manager called Jan
Pearce, took up the mantle and
continued to rally it in long-
distance events that included the
Above and right
2002 Rally to the Nile. Marks old Rover on the 1997 Lige
I was saddened to receive an classic rally, and as it is today.
email recently from Jans wife
Jenny, explaining that Jan had After Id added a couple of
passed away and that she needed gallons of fresh petrol, the Rover
to dispose of the car. Rally cars roared into life and I went for a
are notoriously difficult to value tentative test drive. The brakes felt
so I suggested she enter it in a bit wooden after their lack of use
Silverstone Auctions competition but the engine pulled strongly and
car sale at Race Retro on 24 sounded superb. With its beefed-
February. I offered to help with up suspension I remember
the catalogue description and fitting 50% uprated 3500 rear
asked if I could pop over to see the springs to the front, to kill the
car, which had recently been Rovers natural understeer the
exhumed from storage and MoTd. car still felt nimble and pointy, and
Opening the Rovers door gave before long I was pushing that bit
me an instant Pavlovian response harder into corners and reliving
as its unique smell of old vinyl and those memories of 20 years ago.
metal hit me I was going to say At an estimate of 5000-8000
leather, but I noticed that Jan had and no reserve, my old Rover is
replaced the original front seats, one of the cheapest ways to get
and Id already removed the rears into Historic rallying. It would
back in 1992. It seems, however, make a superb daily driver, too,
that theyre still safely stored in and if you dont bid for it at the
the Pearce family loft. auction, then I just might.

166
 The Imperial War Museum Duxford Auction
An Auction of Selected Classic Cars

1964 Ferrari 330GT Nembo Spider | Oered without reserve to benet the East Anglian Air Ambulance

ACCEPTING ENTRIES FOR 2017 | CONSIGN TODAY

The Imperial War Museum Duxford has established itself as the companys most successful
venue and witnessed the setting of numerous world record auction prices over the last ten years.

H&H will be holding auctions of Selected Classic Cars at The Imperial War Museum Duxford on
29th March, 26th July and 15th November 2017. Contact us today to consign your classic to one
of these prestigious sales.

HEAD OFFICE
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 Gone but not forgotten
WORDS GILES CHAPMAN
JOEL BAKER
PAULE MARROT
Artist who revolutionised car designers attitudes to colour
PAINTWORK COLOUR, at least for those
not commissioning a bespoke car, seemed of
little consequence to the car industry in the
1930s. Which was surprising, really, because
General Motors established its Art & Color
Section as long ago as 1928, with the ebullient
Harley Earl as its overlord. Engineer colleagues
often derided its work calling its staff the
pretty picture boys, working in the beauty
parlor and in 1937 the name was changed to
the Styling Section.
Although Earl advanced colour choice from
the sombre and near-universal black that
hailed from the Ford Model T, alternatives were
generally limited to such sober hues as maroon,
dark green, brown or blue, with only cream,
fawn or grey for light relief. GMs rivals were
little brighter, and after the Second World
War the palette offered by mass-producers was
as gloomy as the prevailing mood of austerity.
It was a point that GM president Charles
Wilson, visiting Renault in France in 1950,
barked at its chairman Pierre Lefaucheux. And
it stung. A year later, when Lefaucheux and his
team began planning a new small car, the
exchange must have come back to him. Renault
170
had taken the novel step of using market
research to formulate what would become the
Dauphine; one key finding was about womens
influence on buying decisions. The clipboard
jockeys concluded that ladies tended to have
stronger views on colour than their menfolk.
Coincidentally, Lefaucheux had received a
provocative letter from a fabric designer called
Paule Marrot saying how dreary she found the
colours of cars on Paris streets, and suggesting
that she could make a difference. So in 1953, a
place was created for her within the Dauphine
development team, putting her in charge of
co-ordinating body colours and interior trim
a unique position in the car industry.
Marrot cut a Bohemian character in the
steely world of car-making. She was born in
1902 in Bordeaux to musician parents, and the
family moved to Paris when she was four.
Drawing was her passion. At 14, she enrolled
at lEcole Des Arts Decoratifs in Paris, where
her teachers included Renoirs cousin Eugene
Morand. Rather than university, the talented
17-year-old painter and printmaker opted for
an apprenticeship in engraving and textile-
printing with artist Pierre-Lon Dusouchet.
Although Art Deco was the prevailing trend
in the 1920s, Marrots work was more
influenced by symbolist painters such as
Maurice Denis. She made her living by teaching
and by selling textile designs, one of which,
produced using linocuts, clinched the Prix
Blumenthal at the Salon des Artistes
Decorateurs in 1928. Marrot married her
childhood friend Paul Angelloz in 1924; he
later became her business manager.
Marrots acclaim soared after she worked
with leading fashion designer Paul Poiret. But
her longest collaboration was with Alsace
textile mill Steiner de Ribeauville and its
director Jean Schlumberger, lasting 31 years
from 1932, with more than 320 designs for
fabrics and table linen. Having Margaret Owen
representing her in New York led to a Paule
Marrot design for an entire living room for
Jackie Kennedy. And while her pretty, graphic
patterns are not what adorn most man-caves,
her mid-20th Century influence was global.
During her stint at Renault, Marrot selected
a palette for the Dauphine bursting with
uplifting pastels that put paid to the blacks and
greys that draped staidness over the older 4CV.
The vivid colour cards handed out by dealers
offered such vibrant terms as Rouge Montijo,
Jaune Bahamas, Bleu Hoggar and Blanc Rja,
and they mixed with complementary interior
fabrics for seats and door panels, often sourced
from textile mills around Paris. She even
designed the Dauphines emblem, featuring
three dolphins leaping over a crown.
Just as important, from an industrial
viewpoint, Marrots four-strong team set-up
test labs for Renault that could measure
projected wear to fabrics and analyse paintwork
for long-lasting lustre. The Dauphine was
lauded everywhere as an attractive, pretty
package (one was presented as a gift to Queen
Elizabeth), even though its rear-engined layout
could make it a handful.
Marrots approach was widely copied across
the European car industry. She forever changed
the way carmakers regarded paint colours, or at
least until Germanys sleek, scowling silver
exerted its firm monotony on everyday models.
After her brief but brilliant dalliance with the
car world ended in 1965, Paule Marrot returned
to her world of fabric patterns, collaborating
with artistic luminaries such as Fauvist painter
Raoul Dufy. Although she died in 1987,
Marrots much-admired work lives on through
reissues, and periodically billows in and out of
fashion with exhibitions and retrospectives,
and unexpected homages paid by modern
brands, including Nike.
You may never want to own a Renault
Dauphine. But thanks to Paule Marrots
influence, youll see it in a dazzling new light.
 VI
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Icon
WORDS DELWYN MALLETT
PRIMUS STOVE
Roadside or mountainside, hail the hero of campsite cooking
IT JOURNEYED TO the North Pole and the
South Pole, George Mallory brewed up with
one on his ill-fated 1924 Everest expedition, as
did Hillary and Tenzing on their successful
1953 ascent. It has made millions of campers
happy, and countless motoring mums and dads
have pulled over into a layby for a quick cuppa
brought to the boil on a Primus stove.
Invented in Sweden in 1892 by Frans
Wilhelm Lindqvist, the Primus was the first
wickless pressurised paraffin stove, and so
successful that Primus soon became the
generic term for its many copies.
172
For 200,000 years or so, mankinds food was
cooked by burning wood, charcoal, peat, manure,
animal fat or coal it was the discovery in the
mid-19th Century of how to synthesise coal
into paraffin (kerosene in the USA) that gave
impetus to the invention of the Primus stove.
The process was discovered in the 1840s by
Scottish chemist James Young and Canadian
geologist Abraham Gesner, but Young was
quicker off the mark, patenting the process in
Britain and the USA in 1852. The patents were
eventually rendered redundant when the oil
was refined from petroleum rather than coal.
Left
Like a jet engine you can cook with, and instant
success meant half a million sales per year.
In Britain, well-off Victorians developed a
picnic fever, seeking ever-odder places to dine
al fresco. The most celebrated chef of the day,
ex-patriot Frenchman Alexis Soyer, was also a
prodigious inventor of cooking aids (his field
stove remained the British Army standard
from the Crimea War until the 1980s) and in
1849 he introduced his miniature, paraffin-
fuelled Magic Stove to the public. Much more
efficient at generating heat than a charcoal-
burner, the Magic Stove was a smash hit the
eccentric Marquess of Normanby used one to
cook for his picnicking guests atop the Great
Pyramid in Cairo!
Other portable stoves soon proliferated
but they all used the wick method of the
paraffin lantern to produce a flame. It was the
invention in Sweden in 1882 of the pressure-
fed, handheld blowtorch that led directly to the
creation of the Primus stove. The USA was
simultaneously developing its own, petrol-
fuelled, blowtorches.
Instead of a wick, Nybergs device
incorporated a hand-pump to pressurise the
reservoir and force paraffin up a vaporisation
tube into a gun-like shielded funnel, where it
would mix with air to produce a flame when
lit. No wick equals no soot plus intense heat.
Initial start-up requires pre-heating the
vaporisation tube by burning methylated spirits
in a small external reservoir surrounding it
and waiting. After a couple of minutes the
meths burns off, pressure in the main tank is
increased, its valve is opened, forcing the
paraffin into the hot tube, and a light applied.
The result is a proto-jet engine.
It was only a short step to visualising a device
with the flame directed vertically and presto!
the Primus. It was the mechanical adaptation
to the vertical that Lindqvist patented. Success
came quickly and by the early 20th Century
Lindqvists Stockholm factory was turning out
over half-a-million stoves a year.
In the wild, or anywhere, wild or not, without
a supply of electricity, the simple and reliable
Primus rapidly became the Kalashnikov of
cooking. Although not quite a flat pack, the
Primus 96, when disassembled, occupied a tin
of only 5 by 4 by 2 inches. The world fell
in love with the Primus stove all, that is,
except Mahatma Ghandi. In contrast with his
enthusiastic support for the Singer sewing
machine (Octane 149), he was a vociferous
campaigner against the Primus, objecting to its
use on the grounds that too many Gujarati
women were dying from burns received as a
result of their flowing saris igniting as they
brushed against its naked flame.
Chrono
WORDS NICK FOULKES
THE IMMORTALITY OF OMEGA
A trip to Omegas musuem provides an insight into the watchmakers signicance
TOWARDS THE END of 2016 I travelled to
Bienne (or Biel, depending on your linguistic
leanings) to visit Omega. I was in town to catch
up with the new CEO. Omega is a well-run
machine and, since my friend Stephen Urquhart
stepped down after 17 years doing so,
succession to Raynald Aeschlimann, who has
spent two decades at Omega, has been seamless.
Omega is an important brand; immortality
was achieved when its Speedmaster (the first
watch to boast a tachymetric scale around
the bezel) was adopted by NASA and went
to the Moon. And, like the 600,000 or so
watches it makes each year, the brand has
proved remarkably robust. Even though, in
Aeschlimanns own words, much of what the
brand was selling during the 1980s was, as Mr
Ratner might have put it, crap, it had written its
name in horological history using indelible ink.
My relationship with Omega has tended to
be that of interested observer rather than
enthusiastic participant. I have applauded
much that the brand has done over the years.
Product placement in the James Bond franchise
has been so effective that an entire generation
of filmgoers knows 007 as an Omega man
(things have moved on a bit since the early days
174
when, so it is said, Cubby Broccoli had to lend
Sean Connery his own Rolex for filming). The
adoption of the George Daniels-designed
coaxial escapement and its subsequent
industrialisation has been a remarkable
commitment from a brand that makes hundreds
of thousands of watches a year (Omega is the
nearest thing that Rolex has to a competitor).
There have also been judicious revivals of old
models: the idiosyncratic Ploprof divers watch
and the Bullhead chronograph, the former
distinguished by a large orange pushpiece, the
latter owing its name to a traditional stopwatch
configuration with the two push pieces
providing horns and the shield-shaped case
supplying the skull. What is more, the brand is
a persistent performer at auction; after Patek
and Rolex, I would hazard that it is the third
most sought-after brand in the salerooms.
However, while I appreciated and respected
the brand, it never really captured my
imagination until I visited its museum. I was
over only for a couple of days and I had
workshops to tour, testing facilities to visit and
new models to inspect, but I could quite
happily have spent all my time in the museum.
Perhaps divining my enthusiasm for the vintage
FROM SPACE
TRAVEL TO
SURREALISM,
OMEGA SEEMS
TO HAVE BEEN
INVOLVED
INVOLVED IN
MUCH OF
THE 20TH
CENTURY
stuff, clever Mr Aeschlimann served me lunch
in the museum and, had they had a spare
campbed, I would have been quite happy to bed
down there for the night as well.
There is just so much great stuff here:
enough NASA kit for you to mount your own
space programme; JFKs watch; Speedmasters
presented to Nixon and Spiro Agnew; some of
the beautiful pieces made for Omega by
Andrew Grima; timing devices for the
Olympics; movie cameras; even an Omega
clock designed by Dali from space travel to
sports and Watergate to Surrealism, Omega
seems to have been involved in much of the
20th Century.
It was only on seeing so much history all in
one place that I experienced some of the
emotion felt by Omega collectors, and I began
to understand the pleasure they derive from the
brand. There is enough in the way of variety to
form a specialist collection: chronographs, dive
watches, chronometers, dressy Constellations
on gold bracelets, sturdy anti-magnetic
Railmasters, and timepieces with beautiful
enamel dials. Whether you are wearing a dinner
jacket or a diving suit, there is an appropriate
vintage Omega and usually for considerably
less money than the equivalent Rolex.
Happily, Aeschlimann respects the past but
is also adept at that tightrope walk between
toppling into an orgy of retrospection and
dismissing the past as irrelevant. Incredibly, it
has been said that there were once plans to
discontinue the famous Moon Watch (the
latest all-black Speedmaster Moon Watch is
pictured here). Such a solecism is unlikely to
occur under Aeschlimanns tenure, and he uses
an automotive analogy to explain his approach.
You dont touch the basics but you adapt to the
newest technology. As with the 911, you have
to keep it technically relevant and innovative,
he says. But you must never forget that it is the
one that created the myth in the first place that
is responsible for success.
Read more from
Octanes watch
experts in Chrono
magazine, available
free from iTunes.
Places to go
WORDS AND PHOTOGRAPHY BARRY WISEMAN
J&R VINTAGE AUTO MUSEUM
Amid the high desert of New Mexico, USA, nestles an oasis of pre-war classics
NEW MEXICO is known as The Land of
Enchantment. It says so on the vehicle index
plates and it is no exaggeration. The high desert
state has a wonderful, timeless atmosphere and
its people truly love it. This is exquisite driving
country and the trip north of Santa Fe through
Taos and Angel Fire must be one of the best in
the world, with every kind of terrain from
desert to thick forests, and altitudes ranging
from 2000 to 13,000 feet.
One person who loved his State and his cars
was Gab Joiner. A few years ago, on Labor Day
holiday weekend, I pulled into the car park of
J&R Vintage Auto Museum, to find it closed.
I wrote a note, telling the owner that I would
call back the following day, when a 1930s Ford
drove alongside the building and stopped
nearby. The driver asked if he could help and
I explained the situation.
OK, he said. Then he emerged from his car,
opened up the museum (just for me!) and sat
in his shop, while I scooted around the cars,
taking photographs. That kindly man was Gab
Joiner, the museums owner. He is no longer
with us, but his family is devoted to maintaining
the car collection that Gab loved.
The building is a simple unit on a light
industrial estate and, once inside the door, you
find yourself in a 2000sq ft gift shop selling
176
models and a great array of motoring books,
signs and other memorabilia. Beyond is the
museum, with 60 or so cars.
Gabs first old car was a Ford Model T
coupe, bought in 1959, infecting him with the
collectors passion. He bought and restored a
series of cars and trucks and it was in 1995 that
the family ran out of room at their home and
established the collection we see today.
Gab and Evonna Joiner became enthused
with the Great Race (www.greatrace.com), an
event running all kinds of old cars between
distant points in the continent. In 1988, Evonna
and a friend became the first all-woman team
to complete the race and Gab won his class
in the 1995 race, from Ottawa to Mexico City,
Left and below
The museum collection is on constant rotation,
with a display of around 60 cars, mainly
featuring pre-war American marques, including
many that have taken part in The Great Race.
in a 1917 Marmon, which was on show at the
museum, along with a number of other cars
that have taken part.
The display varies, as many of the cars are for
sale, or on loan, so the collection changes a little
from time to time. The visitor can be assured of
being able to inspect all sorts of marques,
mainly American, including such top makes as
Peerless, Chalmers, Marmon, White (they
didnt just do steamers), Rickenbacker, De
Vaux, Rio, Hupmobile (with early Raymond
Loewy styling influences) and Wills Sainte
Claire, along with the more recognisable makes.
Rickenbackers were made for only five years,
De Vaux for one year and the Wills Sainte
Claire for six years, so we dont often see them
in Europe. Nicely written individual
information boards make the cars even more
interesting. Like many American car museums,
the place is immaculate, with gleaming floors.
Near the back of the building is a large
restoration workshop, where work in progress
can often be viewed by the visitor. One more
tip: while youre in the area, try the Unser
Racing Museum, 1776 Montano NW,
Albuquerque, for a collection of cars and
memorabilia of the Unser racing family.
The bright, lively J&R Vintage Auto Museum &
Bookstore is located at 3650 NM Highway 528,
on the outskirts of Albuquerque, a fine, old Route
66 town. Admission charges ($6 per adult) and
opening hours are available on the museum website,
www.jrvintageautos.com. The family warns that
GPS and Google have the museum in the wrong
place! It is next to the Stagecoach Stop RV Resort.
Books
REVIEWED BY OCTANE STAFF AND CONTRIBUTORS
WAFT 4
LIES DE MOL & BART LENAERTS, 40 from www.waft.be
How do you describe the WAFT series of books?
Produced by the Belgian husband-and-wife team
of Bart Lenaerts (writer) and Lies de Mol
(photographer), theyre like nothing else in
motoring publishing. The best analogy is that theyre
a style magazine in book form: think Wallpaper or
Ramp in hard covers. Whether you like or loathe
the result, it is certainly different.
Part of WAFTs unique character is the Belgian-
accented nature of the text (which is all in English).
Lenaerts writes in a poetic, at times Kerouac-ian
style that, to a British ear, often verges on parody.
Random quote from a review of the Audi R8 V10
Quattro: The first R8 was sexy weird, like Emerson
Fittipaldi. This one got his sideburns shaved.
But dont worry: if you find this more excruciating
than entertaining, there is plenty of meat beneath
the garnish. Among the miscellany of subjects, two
interviews stand out: recently retired GM head of
design, Ed Welburn, being reunited with his
childhood dream car, the 1959 Cadillac Cyclone
XP-74 concept, pictured above; and car designer
Paolo Martin, perhaps most famous for the Ferrari
Modulo (see Octane 123). The latter comes up with
some authentically off-beat quotes: Michelotti asked
me for two spheres of 20 centimetres. I found them
at the local bowling alley; Nuccio [Bertone]
couldnt draw. He was a manager Sergio
Pininfarina couldnt draw, either. But he was
a grande signore with a magnificent company.
Perhaps our favourite feature, however, is the
interview with Rainer Buchmann, who founded
1980s car modifying company B&B. His creations
178
Book
of the
month
included a Porsche Targa Turbo, pictured top in a
period publicity shot that could have come straight
from a sketch in TVs The Fast Show. (Those colours!
Those legs! That porn star tache!) Buchmann was
also responsible for a one-off crib of the Mercedes
C111, which he dubbed CW311 and adorned with
a prominent three-pointed star; Stuttgart was so
gobsmacked by his audacity that it gave its blessing
provided he didnt make any more.
The WAFT team like their road trips and other
articles in this edition include taking a D-type on a
tour of Coventry, and a new Mustang through
Michigan. Given that almost all the photography is
the work of one person, Lies de Mol, its consistently
impressive and imaginative, and the books layout
matches it for ingenuity. Its clearly a labour of love.
WAFT has built up something of a cult following,
just like the style magazines it apes, and we can see
why. Try it you might like it.
Dino
Il Coup Dino Fiat
OVERTOOM/SMIT/VAN ROIJ
49.95 from www.autolit.eu
ISBN 978 94 6228 777 8
You may have read in the News
pages about the vinyl-record-
like resurgence in boutique
books. Heres a case in point:
a 500-off limited edition to
celebrate the Fiat Dinos 50th
anniversary. That its a remake
of a 50-year-old Style Auto
original means that its peculiar
mix of factory photography,
cutaways and an explanation of
the HVAC system thats longer
than the text given over to
Ferraris delicious V6 is perhaps
a bit less baffling. Beautifully
designed, if slim, and destined
for collectors shelves. GW
The BMW Century
TONY LEWIN
Motorbooks, 35
ISBN 978 0 7603 5017 1
BMW spent much of 2016
telling the world it was more
interested in looking forward
MD than back, though this book
is proof of how proud BMW
should be of its century in
existence. For many its a
familiar tale: Austin 7-alikes,
stretched too far upmarket
in the 1950s, rescued to a
minimalist pinnacle with the
Neue Klasse, domination since.
Its comprehensive, attractively
laid out and a perfect reference
source, at its best discussing
controversy (Rover, Bangle)
and the modern expansion to
encompass Mini and Rolls. GW
 w w w.hortonsbooks.co.uk

Move over! Collectors

BROCKBANK,
Temple Press, 1962,
book
value today 40

Ferrari 250 GTO Roger Nathan

The Autobiography
of #4153 GT
KEITH BLUEMEL
Porter Press International, 60
ISBN 978 1 907085 27 7
The 24th 250 GTO is given
the now familiar Great Cars
treatment, but the predictable
format of Keith Bluemels
book does not make it any less
absorbing. Chassis 4153 GT
has led a full life (a decorated
racing career, concours outings,
several run-ins with the Spanish
police) and its story is neatly
knitted together with that of the
GTOs development to produce
a volume that, given the surfeit
of writing about the model,
feels surprisingly essential. CB
An Adventurous Life
ROGER NATHAN and
STPHANE GUTZWILLER
Stphane Gutzwiller, 19.99
ISBN 978 0 9553934 0 2
Its your classic 1960s tale of
derring-do. Boy likes cars. Boy
grows up, buys Healey, decides
to race it, despite knowing
nothing about racing. And so
Roger Nathans career was set,
as he continued to build and
race a motley selection of cars
throughout the 60s, working
with one B Ecclestone, at times
racing against Clark, Surtees,
McLaren, Salvadori, Gurney
et al. Eventually he even built
his own brand of race car. Its a
gentle read, slightly amateurish
but enjoyable with it. DL
Russell Brockbank was a
motoring cartoonist whose
For some reason his books
are still particularly popular in
work appeared in Punch for Germany and France, where
over 30 years, and also in they must appreciate his very
Motor. I remember being British style of humour.
fascinated as a child by With their original and
Brockbank, when looking attractive period dust-jackets,
through my fathers book most Brockbanks can still be
collection, and his cartoons found for 35-45, although
are still as witty and as The Brockbank Omnibus
relevant today as when (1958) is scarcer and is worth
they were drawn. about 55. Ben Horton
Brockbank published nine
books of his work between
1948 and 1962, and there
were further compilations
issued during the 1970s. He
also undertook commissions
from oil companies and other
motor industry businesses.

The Ultimate Book of the Air-Cooled Porsche 911

BRIAN LONG, 175 (clothbound) or 295 (leatherbound) from www.ultimate911.veloce.co.uk, ISBN 978 84 608 5703 7

Lola T70
JOHN STARKEY
Veloce, 35
ISBN 978 1 787110 51 9
For all its period photographs,
Lola T70 is unfortunately not
an attractive book, but the
fact that our review copy is a
(paperback) reprint of a fourth
edition should indicate that
it has other qualities to
recommend it. Indeed, 24 years
since its first publication, John
Starkeys reference which
includes race reports and
competition and ownership
histories for every T70
remains unsurpassed in
usefulness. If you want bedtime
reading, seek it elsewhere; if
youre after information,
look no further. CB
So many books on the 911, pre-history (in this case the 356 and friends) and
so little time to read them all. interesting excursions into motor sport, stillborn
Which to choose then? Could prototypes, other models produced in parallel
it be this one, a new release (including 912, 914 and the transaxle cars) and
from Veloce, and written by the later, madder GT1 and GT2 variants.
the ever-reliable Brian Long, Its comprehensive and interesting and, though it
author of 70 books? Or The couldnt be called entertaining, thats only because
Porsche 911 Story by the late Paul Frre and updated its not really meant to be.
by Tony Dron, now on its ninth edition? Or Karl The author lacks the been there, done that
Ludwigsens Porsche: Excellence was Expected? Or authority of veteran historian Ludwigsen or racer/
one of the many, many more on the market? engineer/journalist (and Porsche expert) Frre but
Thats hot competition. But Veloce hasnt tagged this is a more readable, accessible publication than
this ultimate without reason. Its not a coffee table either of theirs. Its not cheap, though: there are only
book, not simply because its more than just pretty 101 leather-bound editions and 810 cloth-bound
pictures but because it would be in danger of versions, at 295 and 175 respectively. DL
breaking said table were it to be placed carelessly.
My goodness its heavy, with its chunky 25cm x
25cm dimensions, hefty outer slipcase, thick
hardback cover and 592 luxurious art-paper pages.
Its quite a tome.
Inside, its all publicity shots and factory archive
pics, an impressive 1250 of them; some familiar,
some rarely seen (and some hilariously period, with
the cheesiest poses from unlikely-looking models).
The format is fairly standard stuff, a year-by-year
account of all the air-cooled models, plus the usual

179
Gear
COMPILED BY CHRIS BIETZK

PORSCHE 356 DOOR

ART BY TODD COOK
You might not immediately
recognise the door, but youd
almost certainly recognise
the bonnet: Todd Cooks
latest artwork is based on the
much-photographed car driven
by actress Jacqueline Evans on
the 1953 Carrera Panamericana,
a Porsche 356 adorned with a
giant portrait of Eva Pern, who
had died the previous year. The
paint is Cooks but the fabulous
patina is all Father Times.
$1500. petrol-emotion.com

WATERLESS WASH & WAX

BY SMART POLISH PRO
If you go to great lengths to ensure that your classic
never encounters the wet stuff (we have heard of
particularly pampered cars going unwashed, in the
normal sense, for years), this waterless product is likely
to become a fast favourite. Its obviously pretty useless
on its own for a car caked in muck, but does a nice job
of more routine cleaning, emulsifying dirt that can then
simply be wiped away with a cloth. The potion contains
wax, too, so a quick buff post-cleaning will produce a
pleasing shine.
From 15.99. smartpolishpro.com

722 T-SHIRT SERVIZIO NUVOLARI SIGN

BY ICONIC CLOTH
The most famous racing
number in history looks as
good on the front of this
limited-edition T-shirt as
it did on the Mercedes-
Benz 300 SLR in which
a stupefyingly fast Stirling
Moss and co-driver Denis
Jenkinson laid waste to
the 1955 Mille Miglia.
30. iconiccloth.co.uk
BY TODD FELL
Anybody familiar with Tazio Nuvolaris career will chuckle
at this enamel sign (20x17in) for a ctional repair shop;
The Flying Mantuan had even less regard for his cars
health than he did for his own, often thrashing them
to breaking point. (In the 1948 Mille Miglia he was
eventually forced to retire having lost bonnet, brakes,
suspension and seat. He spent much of the race sitting
on a sack of lemons and oranges.) Its a wonderfully
whimsical piece of automobilia, and happily just the rst
of a series of signs planned by Mexico-based Todd Fell.
$289. dejavusigns.com

180
 XXXXXXXXXX XXXX
XXXXXXXXXXXX
A deafening, 700bhp four-rotor
Wankel engine; that memorable
green and orange Argyle sweater
livery; a race-clinching double stint
by an exhausted, Pot Noodle-
poweon this shirt and orange.
16.95. petrolthreads.co.uk
BELL & ROSS WW1 GUYNEMER
A century ago this year, French ace Georges Guynemer
went missing ying a mission for Escadrille 3, the
fearsome ghter squadron whose emblem inspired the
stork hood ornaments of Hispano-Suiza. This limited-
edition version of the 45mm WW1 is a neat reminder
of Guynemers heroism not that it has ever been
forgotten across the Channel.
2300. www.bellross.com
BELSTAFF JUBILEE
TRIALMASTER JACKET
Its nominally a motorcycle jacket, but Belstaffs waxed cotton
Jubilee Trialmaster will serve fans of four-wheeled machines
equally well this winter, and for many more winters to come.
Its the sort of coat, in fact, that with an occasional dab
of re-proong wax will probably outlast its owner.
525. holden.co.uk
ARCHIE SCOTT BROWN
BRONZE BY GARY SMITH
This beautiful sculpture captures
Archie in his Lister-Jaguar at the
height of his powers, but minutes
from disaster. The gutsy Scot met
his end in the 1958 Sports Car GP
at Spa but not before making a
permanent impression on the
racing world, overcoming physical
disabilities to record 71 victories.
3400. historiccarart.net
181
Models
REVIEWS AND PHOTOGRAPHY MARK DIXON

1:18 scale

1:12 scale 1984 Le Mans Porsche 956B

2. 1973 Citron DS23 Pallas

1. By Norev Price 69.95

By TrueScale Miniatures Price 299.95 Material Resincast
The 1984 Le Mans 24 Hours was not so much a
walk-over for Porsche as a steamroller. All but one of
the top nine nishers were 956s or 956Bs, although
none of them was a Porsche works entry because the
manufacturer was boycotting the race that year due
to a dispute over fuel regulations.
The winning car was the Joest Racing 956B driven
by Henry Pescarolo and Klaus Ludwig, as modelled
here by TrueScale Miniatures. In 1:12 scale, its an
impressively large or should we say long model
with no opening panels or other fripperies. You do get
a fully detailed interior but its coal-black nature means
youll need a ashlight to inspect it.
Barring a couple of decal aws on our sample, this
handsome piece is immaculately nished and would
be a stand-out focal point in any collection.
Material Diecast
With opening bonnet and doors, plus
a fully detailed engine and interior, this
diecast has fewer scale compromises
than most and is reasonably priced.
3. 1934 Mercedes SSK Count
Trossi By Truescale Miniatures
Price 229.95 Material Resincast
Yes, its three times the price of the
Citron (above) and has no opening
panels, but this model of Count Trossis
famous roadster is simply exquisite.

1:43 scale
4. 1973 Chevron B26 Kylami 9 Hours
1 By Grand Prix Models Price 204.50
Material Resin handbuilt
Made exclusively for GPM in South
Africa and limited to ten examples, this
is a stunning handbuilt of Ian Scheckter
and John Watsons Kyalami entry.

5. 1957 Ford Fairlane Convertible

3 By Neo Price 70.95 Material Resincast
2 The 57 Fords arent our favourite Yank
Tanks but its hard to fault Neos Fairlane
replica, its gaudy brightwork set off by
tight shutlines and nely rendered detail.

6. 1969 Bizzarrini 1900GT Europa

By Autocult Price 96.95
Material Resincast
A four-pot version of the much beeer
5300GT, the Europa had similar lines
and Autocult has made a beautiful job of
depicting them a little jewel of a model.

4 7. 1974 Audi Coup Frua Concept

By Alezan Price 157.20
7 Material Resin handbuilt
The silver paint on our sample wasnt
perfectly applied but otherwise this is
a good-looking handbuilt of the 100
Coup-based Geneva show car.

8. 1934 Bugatti Type 57 Aerolithe

5 6 8 By Matrix Price 106.95
Material Resincast
The one-off, magnesium-bodied
Aerolithe no longer exists (a superb
replica does) but Matrixs model is a
Models shown are available from Grand Prix Models, +44 (0)1295 278070, www.grandprixmodels.com gorgeous tribute, with ne rivet detail.

Classic Models Many a modeller has had a love/hate

relationship with plastic kits. The
operated by a simple on/off lever.
The BRM is a typical Scalecraft
Cortina Mk2 saloon, which looks like a
slightly more elaborate model with
Scalecraft BRM process of assembling one can be
very frustrating and the whole thing
product. Inspired by the 1962 World
Championship car driven by Graham
interior ttings and chromed parts.
Scalecraft also made a breakdown
snap-together kit often ends up being put back in the
box, unnished and covered with
Hill, it consists of a simple body
moulding about six inches in length,
lorry and Routemaster bus, Centurion
tank, Massey Ferguson tractor, a huge
WORDS AND PHOTOGRAPH: ANREW RALSTON

blobs of glue.
Back in the 60s a company called
Scalecraft, based in Twickenham,
reckoned theyd found the solution:
do away with the frustrations of
glueing and painting by making
the model out of a handful of
pre-coloured parts that simply clipped
together. To add further play value,
Scalecraft vehicles were even
supplied with a small electric motor,
to which the axles, motor and switch
are clipped underneath. Add a few
accessories such as the steering
wheel, roll bar and racing roundels,
and youre ready to race.
A catalogue issued in 1969 shows
just how extensive the Scalecraft
range was, at its peak. Among the
other snap-together cars available
were a Cooper Special, Lotus 25,
Ford GT, Jaguar E-type and a Ford
range of aircraft and ships, and even
an Aquaplane speedboat.
Interest in Scalecraft kits declined
in the 70s, and in 1977 they were
absorbed by Airx, who continued to
issue some of them for a few more
years. Today, Airx markets its own
Quick Build series using the slogan
No glue! No paint! Just build! and
so it looks as though the snap-
together concept will live on.

182
 TOUR OF IRELAND
20-25 July 2017

MARTYN GODDARD

A THRILLING DRIVE FROM DUBLIN VIA BELFAST TO THE WILD WEST COAST
Join Octane for an exclusive taste of Irelands attractions: vibrant
city life, fabulous roads, minimal traffic, majestic landscapes,
grand hotels, fine food and wonderful whiskey in the company
of 20 cars. The tour starts (and ends) with the Holyhead-to-
Dublin ferry and on to Belfast, taking in a city tour and a visit to
Titanic Belfast. Well drive along the Antrim coast road, visiting
the Giants Causeway and the Bushmills whiskey distillery, and
cross the border again to Donegal and our hotel at Lough Eske.
Then its south to the Wild Atlantic Way and the bleak Burren,
staying at Ashford Castle before returning to Dublin via Galway.

1400 per person, sharing a twin or double room (519 single room supplement)
For a full itinerary, visit http://tinyurl.com/OctaneTour. To book, email janenicholls2@aol.com
 Edited by Chris Bietzk

MARKET NEWS BU Y I N G + S E L L I N G + A N A LY S I S

TOP 10 PRICES
DECEMBER 2016
651,100
1989 Aston Martin V8
Vantage Volante PoW
Bonhams, London, UK
4 December
561,500
1926 Rolls-Royce Phantom I
Bonhams, London, UK
4 December
535,000
1968 Maserati Mistral
4000 Spyder
Left
Billed, with a bit of licence, as Bonhams, London, UK
the first sports car, this 1914 4 December
BONHAMS

Vauxhall 25hp made 516,700.

516,700
1914 Vauxhall 25hp Prince
Henry Sports Torpedo

The new years resolutions

Bonhams, London, UK
4 December
359,900
1967 Aston Martin DB6
2016 turned out rather a flat year. Will the trend be upwards in 2017? 4.2-Litre Sports Saloon
to Vantage spec
Bonhams, London, UK
DAVE KINNEY involved in the hobby and that can only be counted 7 December
New Year always brings new realities. as a good thing. 331,900
Many of the cars we have seen with Bonhams held two sales back-to-back in London in 1971 Ferrari Dino 246 GT
high-value percentage gains had a flat December. The first was its Bond Street Sale, held at its Bonhams, London, UK
year in 2016. Cars built in the 1980s international headquarters on 4 December. The second 7 December
were the glamour kids in 2015 and early 2016; then it is known as the December Sale, held this time at
309,500
was cars of the 1990s and the first decade of the 2000s. Olympia. Bond Street is maxed out at 30 cars, whereas 2003 Aston Martin
We all know that, historically, such change is ongoing, Olympia has a lot more space for automotive displays. DB7 Zagato
and that the young bucks with bucks (or pounds or It was a friendly crowd at Bond Street; auctioneer Bonhams, London, UK
euros) are the ones who buy what they couldnt in their Jamie Knight was clearly having fun among friends 4 December
teenage years. There is nothing new there. while selling 4,286,090-worth of interesting classic
219,900
We have new cars entering the marketplace and cars for a 59% sale-through rate. The catalogue cover car 1962 Jaguar E-type
gaining instant recognition as future classics. All well was a moderately famous 1914 Vauxhall (Prince Henry Series 1 Roadster
and good, but heres the scary part. Remember when the Sports Torpedo) with coachwork by Hoskison of Bonhams, London, UK
hordes were running to the Ferrari dealer to buy new Birmingham. Described as the first true sports car (a 4 December
Testarossas to flip for a quick profit? We are there again. guaranteed discussion starter), it turned out to be only
216,540
I dont say that to promote panic in collector car the fourth-best performer in the sale. 1966 Aston Martin DB6
world, however. The smart people take advantage of A charmingly original 1968 Maserati Mistral Spyder Sports Saloon
what they have learned from history, as opposed to was number three, at 535,000. Runner-up at 561,500 Bonhams, London, UK
ignoring any kind of real or imagined risk. The positive was a 1926 Rolls-Royce 40/50hp Phantom I Brougham 7 December
side to all of this is that the enjoyment level of collector Deville, known as the Phantom of Love, with coachwork
214,300
cars, whether they were built a century or a decade ago, by Charles Clark and Son of Wolverhampton. Clarence 1918 Stutz Bearcat
tends to remain the same. Market expansion in this case, Gasque, a financial director of the UK division of five- Rumble Seat Roadster
the production of goods that we count as collectable and-dime store FW Woolworth, ordered the cars Bonhams, London, UK
cars, gives the possibility of more people becoming unique interior, with inlaid wood, handmade tapestry 7 December

187
THE MARKET / Reports

and cherubic angels painted on the panelling. Best seller

was a 1988 Aston Martin V8 Vantage Volante with just THERE WERE LOTS OF CARS FROM
36,143 miles, said to be one of only 27 built to Prince of
Wales specifications. It made a mid-estimate 651,100.
THE 80S AND 90S. THE CONTINUED KINNEYS TOP
Three days later, the Olympia sale offered cars,
automobilia and motorcycles as well, with 82 motor
MOVEMENT OF THE MARKETPLACE THREE CARS
vehicles catalogued and 48 sold, for a 59% sale rate and SAYS THIS IS THE PLACE TO WATCH
a 3,456,553 total. Top seller was a 1987 Aston Martin
DB6 4.2 Vantage Saloon, which realised 359,900, just the High Court and also a car with less than 500 miles, it
above top estimate. Number two was a 1971 Ferrari brought 126,560, a good bit over the expected range of
Dino 246 GT, in quite rare right-hand drive, that made 90,000 to 110,000. There was a note of a control
331,900 (a well done on both presentation and price). system failure but that was later traced to a bad spark
Rounding out the top three was another Aston Martin, plug and corrected before the sale. Bonhams, Olympia, London,
Down-under at Shannons in Melbourne, Australia, UK. 7 December. 17,250
this time a 1966 DB6 automatic. It brought 216,540,
Imported from California in
having been inspected constantly during pre-sale. Of the most recent auction of 43 vehicles (including three 2014, this 66 Mustang was
note was a handsome 1955 Swallow Doretti, a chassis- bikes) was a 91% sale, with 39 sold of the 43 offered for honest and original. The colour
up restoration and concours winner selling at 68,700. a total of AUD $1,380,250. Top seller was a 1983 Ferrari is no help in a world looking for
Although within the suggested range, it still should be 308 GTSi Quattrovalvole (AUD $140,000). red convertibles; the owners
marked as a bargain for its condition. December is by far the slowest month in the United have chosen to leave it alone.
Brightwells Classic Motoring in Leominster offered States auction calendar. Mecum took full advantage of
115 vehicles, 73 of which sold for a 63% rate and a total that void with its sale in Kansas City on 1-3 December.
326,250. There were lots of cars from the 80s and 90s; Mecum never does things small and, with 592 cars on
even a few from the 2000s. An affordable sale, yet the offer, they sold 361 for a 61% sale rate. As usual, an
continued movement of the marketplace says this is the astonishing proportion of them were Chevrolets.
place to watch. Two Sylva Strikers earned the best line Without counting them down, lets just say that Bonhams, Bond St, London.
ever seen in the history of automotive cataloguing: somewhere north of 225 cars on offer were from the UK. 4 December. 169,500
Commissioned for a Nigerian Zombie movie. bow-tie brand, and 60 were Corvettes. In fact, the three Last year, another black Jaguar
Classic Car Auctions (CCA) offered a 129-vehicle top sellers were all second-generation Corvettes, XK150 sold for a record price.
line-up in Leamington Spa, 101 of which found new number one being a 1967 427/400 Coupe, which Alas, lightning did not strike
twice but this gure surely did
homes for a 78% rate and 1,437,849 total. Plenty of brought $143,000. When the dust settled, Mecum
not disappoint. Respectable
Mercedes-Benzes and Porsches, plus more than a turned in $8,136,000, another noteworthy result from money for a very nice example.
sprinkling of Fords, Jags and BMWs. this well-seasoned seller of collector vehicles.
H&H returned to Chateau Impney in Droitwich Spa All eyes now turn to Scottsdale, where Worldwide
for its December sale, with 92 cars on offer, all but 31 Auctioneers of Auburn, Indiana, is holding its first sale
sold for a 66% rate and 2,319,228 total. Number one in the Valley of the Sun. And back to those worldwide
seller was a 2012 Ferrari F430 F1 Spider that brought markets we started talking about earlier. Perhaps the
142,800 against a high estimate of 120,000. Showing renewed sense of optimism expressed in the US stock
just 400 recorded miles, it was sold by order of the High market will trickle into the auction world. Lets not
Court. An original right-hand-drive UK car, it appears to go out on a limb with a prediction but simply say that Mecum, Kansas City, Missouri,
be a 2009 model that was left unregistered until 2012. all signs point to yes. USA. 1-3 December. $24,750
Number two was a 1933 Rolls-Royce 20/25hp This nicely restored 1958 Volvo
PV544 sold well. You could
Gurney Nutting Sedanca Coup, an older restoration in DAVE KINNEY undoubtedly use all of its 85bhp
Brewster Green over black with tan hide. A handsome is an auction analyst, an expert on the US classic car on a rally; the PVs legendary
car, it sold for 128,800. Another 2012 Ferrari finished auction scene, and publishes the USAs classic market durability and simplicity count
third, this time a California. Again, ordered by sale of bible, the Hagerty Price Guide. for more in that department.

HAGI PORSCHE INDEX For the third year in a row Porsche has
outperformed all other HAGI marque indices,
reduced growth rates in the overall market,
Porsches structural recovery is continuing.
and the HAGI Top overall market measure. In 2016 Ferrari gained 6.37% compared
380 Yet the HAGI Ps market-leading 2016 growth with Porsches 9.3%. Looking back over three
360 of 9.3% will disappoint short-termists who years, the Porsche difference is even more
240 like to project growth based on a convenient emphatic: over that time Porsche advanced
320 slice of the past. Theyve got to let go of their 72.93%, nearly doubling Ferraris 38.71%.
300
nostalgic attachment to 2013, when the HAGI Porsches separateness is in part due
P gained 24.48%. Its not 2013 any more. to its well-balanced currency distribution. In
280
Now were in an era when annual growth other words, the sector is more evenly spread
260
in the Porsche sector and others is below the across the major currencies than some others.
240 historic long-term annual average. Yet Porsche In a year of considerable currency movement,
220 continues to assert its differentness in a post- marques more heavily geared to the strong
200 bull-market world. US dollar have been impeded to a greater
Porsche ranks as the top overall performer degree. Indeed, if measured in US dollars,
Dec-13
Feb-14
Apr-14
Jun-14
Aug-14
Oct-14
Dec-14
Feb-15
Apr-15
Jun-15
Aug-15
Oct-15
Dec-15
Feb-16
Apr-16
Jun-16
Aug-16
Oct-16
Dec-16

since index inception in 2008, gaining 364.04%
over that period. In fact, in relative terms,
MONTH/YEAR this historic long-term underachiever is doing
Vertical axis is based on a benchmark of 100 set at 31 December 2008.
The HAGI Porsche index charts the prices of key collectable Porsches. very nicely and, against a backdrop of greatly
other segments would be showing little
more than 0% growth. Whats the German
for vive la diffrence? For futher analysis,
see historicautogroup.com. Dave Selby

188
 1966 ASTON MARTIN DB6 SHORT CHASSIS VOLANTE LHD POA
Finished in Cumberland Grey and Red Connolly. One of only 37 produced, this very rare car has just completed
a full ground up restoration to Concours winning standard with DJ Smail Ltd.

1964 DB5 Rothesay Red with Black Hide, recent 1964 DB5 LHD Goodwood Green with Black 1963 Lagonda Rapide Dubonnet Rosso with
full restoration by DJ Smail Ltd, superb Hide, original LHD matching numbers with Fawn Hide, rare opportunity to purchase 1 of
condition POA comprehensive history POA only 55 produced 185,000

SALES SERVICE RESTORATION PARTS

Workshop Showroom View our full selection of cars at

36 East Street, Olney,
Bucks MK46 4AP
T +44 (0)1234 713 083
E service@djsmail.co.uk
13-19 High Street South,
Olney, Bucks MK46 4AA
www.djsmail.co.uk
T +44 (0)1234 240 636
E sales@djsmail.co.uk
THE MARKET / Auction Previews
New dance partner wanted
Artcurial, Paris, France 10-11 February
WHAT INSPIRES ME, says Herv Ogliastro,
are the stories of my cars and the lives they
have lived. The more they have danced, the
more I become attached to them. It is easy,
then, to understand why the French collector
was unable to resist this 1936 Talbot-Lago
T150C when it came to auction in 2013;
very few cars have lived like chassis 82930.
By the mid-1930s, many manufacturers had
begun to question the sense in going Grand
Prix racing, so dominant had the Silver Arrows
of Mercedes and Auto Union become. To
encourage French marques to remain involved,
the Automobile Club de France devised new
regulations for the ACF GP ahead of 1936. Cars
had to conform to a long list of standards and,
crucially, be of a type available to the public.
The 3988cc straight-six-powered T150C was
Talbots entry, and intended by Anthony Lago
to challenge for top honours and generate the
sort of publicity that would help the company
to shift a few more cars. Two T150Cs were
sold before the race, with 82930 snapped up by
190
a Francique Cadot of Lyon. His outing ended
with a fuel leak after just ten laps, but his
wonderful cars career was just beginning.
With various owners and drivers it appeared,
well, almost everywhere: at the Spa 24 Hours;
on the Mille Miglia; on the Lige-Rome-Lige;
at GP after GP, recording a bakers dozen
of podium finishes. Success at the greatest
endurance race of all proved elusive, but the car
lined up at Le Mans four times, in 1937, 1938,
1939 and 1949. On the last of those occasions it
was driven by Louis and Jean-Louis Rosier, who
won the 1950 race in a Talbot-Lago T26 GS.
It wasnt babied as it aged, but was restored
with replacement bodywork by marque expert
Paul Grist in the early 1980s, and refreshed in
the 90s since when it has been driven almost
as regularly as it was in the 30s and 40s.
Ogliastro has decided to sell because the car
serves the same purpose as his Bugatti, opening
a spot on 82930s dance card. The price to add
your name? Between 1.2 and 1.6 million.
artcurial.com
 Memory stir
Silverstone Auctions,
Stoneleigh, UK
24-26 February
Even if you havent the slightest interest in
buying a racing Yank tank, we urge you to
look up this 1968 Chevrolet Camaro on the
Silverstone Auctions website right now, for
there you will find footage of one of the most
entertaining races in living memory, the
1971 BSCC Iberia Trophy at Crystal Palace.
Our Camaro, driven by Martin Thomas,
diced for 14 of 15 laps with Mike Crabtrees
Escort RS1600 and Gerry Marshalls Viva
GT before crashing out immediately after
retaking the lead, to yelps of Spin! Spin!
Spin! from commentator Murray Walker.
RMI DARGEGEN

Thomas owned the car right up until 2004

and rebuilt it to its current spec (5.0-litre V8
mated to a four-speed Muncie rock-crusher
gearbox) in the early 90s. It is valued today

Inter set to y in Paris

at 65,000-75,000, but to saloon car racing
fans of a certain age its priceless.
silverstoneauctions.com

RM Sothebys, Paris, France 8 February

Considering the number of car manufacturers
that were influenced by aircraft design in the
middle of the 20th Century, it is somewhat
surprising there are not more cars like
the Inter 175A Berline, a machine that took
the trend for aircraft-type features to its
logical extreme.
Built by the snappily named Socit
Nationale des Constructions Aronautiques
du Nord (SNCAN), it was apparently
conceived as a competitor to the car it most
resembles, the Messerschmitt KR175.
The prototype was unveiled at the 1953
Paris Salon to onlookers who probably
experienced both amazement and confusion.
Quite apart from the narrow, slippery body,
the Inter was weird. Its front wheels could
fold into the body to allow it to squeeze
into tight spaces (a feature that was dropped
early in production). Instead of a steering
wheel or even handlebars it had a controller
straight out of Dan Dare. Best of all, the Ydral
175cc single-cylinder two-stroke engine was
sparked into life by a Westinghouse-made
gadget called a Gyrostarter: pull a lever to
activate a helicopter-sounding electric motor
connected to a flywheel, wait for it to build
speed, then throw the lever down and hope
that the flywheel engages the crankshaft.
(It was as unreliable as it was cool.)
Some 300 cars were completed; perhaps
30 are left. Excellent Inters like chassis 1199,
made towards the end of production in 1956,
are thus UFO-rare, which explains the strong
estimate of 50,000-70,000.
rmsothebys.com

ALSO LOOK OUT FOR

Go and get the pillowcase, I always
say when quizzed on some matter of
world geography. Embarrassingly,
the only map of any size in our house
is printed on a piece of bed linen,
and its not exactly the most helpful
reference any more. The USSR, East
Germany, Yugoslavia, Czechoslovakia,
South Yemen they all still exist in the
guest bedroom at our place.
As inaccurate as that pillowcase
has become in two-and-a-bit decades,
there was a time when the world
map changed in important ways with
even greater frequency and not just
because of political upheaval.
In the 18th Century, exploration
of the Pacic gathered pace and,
following the rst voyage of Captain
James Cook, Londons makers of
globes began competing to offer the
most accurate product possible using
up-to-the-minute charts. Among them
were William and Thomas Bardin, who
in 1823 completed this 18in globe for
naturalist Sir Joseph Banks, president
of the Royal Society for 41 years but
best known for joining Cook on that
historic trip to Australia. Umpteen
species share his name.
His globe is destined for a new
study now: Bonhams will offer it in
New York on 26 January, and expects
it to bring as much as $20,000. Its a
wonderful thing, even if it is as much
use these days as our old pillowcase.

191
THE MARKET / Reports

AUCTION
CALENDAR
25-28 January
Mecum, Las Vegas, USA
26 January
GOOD THING, TINY PACKAGE BACK UP THE BRINKS TRUCK ALL THE SUPERLATIVES Bonhams, Las Vegas, USA
South West Vehicle Auctions, RM Sothebys, Amelia Island, USA The Finest, Boca Raton, USA 27 January
Dorset, UK. 27 January 10-11 March 11 February SWVA, Poole, UK
Its where the Jaguar story started, It was built in 1961as a road car, so it Its only right that The Finest auction 28 January
building shapely Swallow bodywork has no dramatic racing history. The list should offer The Best Car In The Anglia Car Auctions,
to push an Austin Seven upmarket. of previous owners is uninteresting. World. This 1965 Silver Cloud III Kings Lynn, UK
This 1930 example is magificence Just another Ferrari 250 GT SWB, Drophead Coup by HJ Mulliner, 5 February
in miniature in its two-tone paint, the then? Theres no such thing as will valued at $600,000-675,000, was Charterhouse
result of a restoration started in 1963, be evident when chassis 2639 is restored to as delivered condition Shepton Mallet, UK
delayed by illness and finished in offered in March and someone jumps by Belgian specialist Michel Kruch. 6 February
2013. The 17th-oldest Mk1 known at the chance to become around With its lusty V8 engine, driving the Stanislas Machor, Online
to the Swallow Register, it looks a $9.5 million poorer for the privilege car should be as much of a pleasure 8 February
treat at 13,000-15,000. of owning one of the truly great cars. as being driven in it. RM Sothebys, Paris, France
swva.co.uk rmsothebys.com thefinest.com 9 February
Bonhams, Paris, France
10-11 February
Artcurial, Paris, France
11 February
Mathewsons
Thornton-le-Dale, UK
11 February
The Finest, Boca Raton, USA
12 February
Charterhouse
Shepton Mallet, UK
17-18 February
Mecum, Los Angeles, USA
18 February
Morris Leslie, Errol, UK
18 February
Coys, London, UK
22-23 February
H&H, Castle Donington, UK
24-26 February
Leake Auction,
Oklahoma City, USA
24-26 February
Silverstone Auctions,
Stoneleigh, UK
27 February
Shannons

The third of two

Melbourne, Australia
28 February
Barons, Esher, UK
2 March
DVCA, Dorchester, UK
Bonhams, Paris, France 9 February 2 March
Richard Edmonds
It looks like a Zagato-bodied Alfa Romeo 6C 2300 with a Touring-bodied 1934 6C 2300 GT Pescara. Allington, UK
GT Pescara in the Siluro (torpedo) style, vintage Dino Cognolato of Carrozzeria Nova Rinascente 4 March
about 1934. And so it almost is in Padua built the new Siluro body in painstaking Historics at Brooklands,
In 1935, Jacques de Rham established his Scuderia fashion, scaling it up from photographs. While it Weybridge, UK
Maremmana racing team. As the son of a Swiss slowly took shape, the cars chassis and engine were 4-5 March
Essex Classic Car Auctions,
nobleman he had money to spend and initially chose overhauled, and following the work a dyno test Tolleshunt Knights, UK
Fiat and Maserati machines, but he came to favour showed the straight-six to be producing 119bhp. In 8 March
Alfas and built up quite a stable, including two 6C all, the car took four years to complete but the toil Brightwells, Leominster, UK
2300s GT Pescara Berlinettas (one from 1934, the was rewarded when both Zagato and the ASI, Italys 9 March
other from 1935) bought in 1937 for hillclimbing. governing body for Historics, approved the result. Bonhams, Amelia Island, USA
They proved too heavy, however, so off they went to Bonhams, which previously sold the car in 2015 for 10 March
Gooding & Co,
Zagato for sleek Siluro coachwork aluminium, and $473,000, reckons it could make as much as 750,000 Amelia Island, USA
300kg lighter. The cars showed well in competition this time. That sounds optimistic, but its no less than 10-11 March
but neither has survived, so an Italian Alfa enthusiast Cognolotos work deserves. RM Sothebys,
recently set about creating another, starting, correctly, bonhams.com Amelia Island, USA

192
THE MARKET / Showroom Stars

1971 Honda S800

21,000
Sufficiently well sorted to
have appeared on the cover
of Portugals Motor Classic
magazine, this late example of
Hondas high-revving firecracker
looks good value by todays
standards; the exquisite engine
note alone justifies the price.
classicvillage.pt

1965 Panhard 24 BT Coup

12,995
Panhard came to specialise in

1965 Renault 8 Gordini R1134

Marmite styling, and the 24 was
a fitting end to the marques
production of passenger cars.
This long-wheelbase example
must be about the most
33,995. KGF Classic Cars, Peterborough, UK distinctive car 13,000 will buy.
autoschipper.com (NL)
GIVEN THAT ITS predecessor, the Dauphine, has
been described by Dan Neil as the most ineffective
bit of French engineering since the Maginot Line,
we suspect that many at Renault in the 1960s would
have been delighted for the R8 to be merely competent.
It was, of course, far better than that, and in Gordini
form it was among the most important cars of its era,
winner of three Tours de Corse on the trot from 1964 to 1968 Delta Yeti 850
1966 and popular enough that it spawned the first ever 13,000
single-marque racing series, the Renault 8 Gordini Cup. A 4x4 with four-wheel steering
Amde Gordini, nicknamed The Sorcerer, was able and a frugal Fiat four-cylinder
engine If launched today, the
to extract impressive performance from the R8 Majors
Yeti might well be a roaring
1108cc four-cylinder engine. With a crossflow head and success. In the 1960s it was
twin-choke sidedraught carburettors it made 95bhp not, and this is a rare survivor.
45bhp more than standard. His car was reliable, too: autobaseparma.com
on the relentlessly attritional 64 Tour de Corse, 71 of
the 79 starters were forced to retire. Four of the eight
finishers were Gordinis. Just as importantly, the Gordini
was a joy to drive a bit tail-happy in the wet, but only
enough to keep things interesting. So many of historys
great racing cars inspire in those with even a vague
sense of self-preservation what is euphemistically called
respect, but not the little Renault. 1926 Hanomag 2/10PS
Unsurprisingly, then, genuine Gordinis have for some Cabriolet. 24,995
time been a hot commodity. Collectors tend to prefer Known as the Kommissbrot for
the later 1255cc version with quad headlights, but if its resemblance to an Army loaf
ultimate speed is what youre after youll want to take a (the original seat has been replaced with a modern of bread, this little car was often
hard look at this 1965 screamer, currently loitering with Sparco number, but remains with the car). It has been ridiculed when new but it was
a pioneer of ponton styling, and
intent at KGF Classic Cars in Peterborough. campaigned with success but remains immaculate. And makers of easy jokes tended to
Formerly owned by noted Gordini enthusiast Steven best of all, its road-legal and right-hand drive, meaning shut up when they discovered
Swan, it boasts a super-tuned 1550cc 169bhp engine The Sorcerers magic and Steven Swans can be it would do 71 to the gallon.
and all the attendant upgrades youd imagine but in enjoyed to the fullest on this side of the Channel. mobile.de/absoluthandels
appearance has been mucked about as little as possible kgfclassiccars.co.uk gmbhcokg

194
THE MARKET / Buying Guide
Porsche Boxster
One of the best-handling sports cars ever is a bargain, too
ALWAYS REMEMBER THAT Porsches
improve with age. They evolve. The earliest
911? Sure, its a legend, but it suffered evil
handling and a paucity of power. It got better,
though, didnt it? Which is why we at Octane
have high hopes for the latest 718 Boxster. Its
been criticised, in these pages as well as
elsewhere, for the lack of character exhibited
by its turbocharged flat-four. Not as charismatic
as the old flat-sixes, even if its more powerful.
So, until those fours improve, nows the time
to invest in an earlier Boxster.
For now, well ignore the recently
discontinued 981. It was launched in 2012 and
you can buy one from around 30,000 which
is the upper end of what youll pay for the 987
(pictured above) that went before it, although
youll pay more like 45,000 for the more
collectable Spyder version. And while the 981
is objectively a better car (more rigid, more
powerful, stronger brakes, cleverer tech), in one
major respect it took a step back: the steering.
Yep, the 981 arrived with electrically assisted
steering in place of the previous Boxsters
hydraulic rack. Its extremely precise but, until
it evolves (as it surely will), youll miss the heft
at low speed and the tingle factor as soon as
youre rolling that you get with the old system.
And as interaction via the steering wheel is
what, along with that flat-six soundtrack, will
soonest hardwire you to the cars soul, for many
196
a 987 will always be the ultimate Boxster: a very
fine car indeed. Buy right and you cant lose.
Of course, Porsche being Porsche, evolution
took place to get that far. The original 986
Boxster was launched in 1996, sharing
architecture with the first water-cooled 911 and
helping save Porsche in the process. Some felt it
lacked the visual punch of the concept version
that wowed crowds at Detroit in 1992. When it
finally went into production, it lacked dynamic
punch too, although that original 201bhp
2.5-litre engine was supplanted by a 217bhp
2.7 in 2000, and joined by a 250bhp 3.2-litre
Boxster S. The enthusiasts model had arrived.
In 2003, outputs went up to 225 and 258bhp,
plus there was a (now-sought-after) 550 Spyder
50th anniversary limited edition with 266bhp.
Bigger changes came when the thoroughly
facelifted 987 arrived in 2004, with a 237bhp
2.7 and 276bhp 3.2S, then 241bhp and 291bhp
in 2007 before a further facelifted Gen 2
version in 2008 that brought a 252bhp 2.9-litre
base model and a 306bhp 3.4S, the latter
capable of 170mph and 0-60mph in 5.2sec
figures a 911 was proud of not long before.
The hardtop Cayman was launched in 2005
(a tad more power and a slightly sharper drive),
though theyre worth a bit more and you cant facelifts and is notably more robust in the
take the roof off. No other six-cylinder roadster
can match the pretty, fast and scythingly agile
Boxster for the money. Glen Waddington
THE LOWDOWN
PRICES
For a while its been possible to get into a
Boxster for 6000 and even less. The money
will buy you an enjoyable drive, but youll be
talking a ratty high-miles 986. Autos are less
desirable than manuals. Better to weigh in
around 9000 for a smart, serviced,
low-mileage late-model manual 3.2S. And we
cant imagine those getting much cheaper.
15,000 is happy territory: a smart, historyd
early 306bhp Gen 2 can easily be yours
(similarly a Cayman). Keep it well and it will
stand you in good stead as the enthusiasts
choice. Six-speed manual a joy, but seven-
speed dual-clutch PDK a great self-shifter.
Think double that for the best, youngest 987s,
or possibly a low-mileage 550 Spyder edition.
Top whack of 45,000 is the preserve of the
lightweight ragtop 09 Boxster Spyder.
LOOK OUT FOR
Engine problems include intermediate shaft
bearing failure (check the history to see if its
been replaced; if it rattles, avoid), bore wear
on pre-07 cars (excessive smoke on start-up?
Avoid) and leaky rear main oil seal on 986
(a cheap fix: question it if it hasnt been done).
Rust is rarely an issue even on the earliest
986s, but nose and flanks prone to road rash.
Suspension bushes need replacing every 40k
miles: graunches and slackness are clues.
Interior trim got stronger with successive
987. Of early cars, only the best-kept avoid
scruffiness inside. Make sure the roof
mechanism and electrical fixtures work.
 Porsche 911 2.7 RS Lightweight M471 (RHD)
One of just 17 UK C16 cars delivered this example was originally retained by Porsche GB and registered
as RGO 3L during which time it was utilised as their spare car for the race and rally season of 1973 as well
as being the subject of many magazine road tests and articles. The sister car (RGO 2L) was found to be so
reliable that this car was rarely used and was therefore sold to its rst private owner following the RAC Rally
of 73. Since then the car has had just 4 private owners from new and retains much originality including its
matching numbers engine whilst having been meticulously cared for by its custodians. A rare opportunity to
acquire one of the best and most iconic 911s in existence. POA

Additional Motorcars Available for Acquisition

Porsche Carrera 2.7 RS Touring (RHD)
Without doubt one of the nest RSTs available. Over the past
year the car has been treated to an engine-out service and a
full body restoration including the underside & full suspension
rebuild. Finished in its original colour combination and
accompied by superb historical documentation. POA
Ferrari F40 (LHD)
A 20,000km UK supplied car from new. Non Cat &
Non Adjust variant. Original paint & superb visible
weave. An extremely well maintained example and
accompanied by its original book pack, tools and
a comprehensive history le. 849,995
Ferrari 275 GTB/4 (LHD)
Totally restored and presented in its stunning original
colour combination. This Italian supplied car has a
known history with limited owners. A previous Salon
Prive Concours DElegance competitor the car is supplied
with Ferrari Red Book Classiche Certication. POA

Acquisition Consultancy | Sales | Service | Restoration to Perfection | Engine Building | Race Preparation | Rolling Road | Storage

Telephone: +44 (0) 1923 287 687 Fax: +44 (0) 1923 286 274 Email: info@dkeng.co.uk
www.dke.co.uk
Little Green Street Farm, Green Street, Chorleywood, Hertfordshire, WD3 6EA - ENGLAND A Cottingham Family Business.
1983 Lynx Eventer - Just 5,027 Miles POA
Remarkably low milage example in time-warp condition - 1 previous owner - Number plate XJ V12 included.

New Stock Required 1963 Jaguar E-Type Low Drag POA

We are always looking for exceptional historic race and LHD with full FIA HTP Papers.
road cars for stock - Please contact us. A beautiful E-Type Low Drag with a unique detailed
build quality and a successful race history in Sweden and
Finland.

+ 44 (0) 1424 870 600

www.ckldevelopments.co.uk
sales@ckldevelopments.co.uk
CKL Developments Ltd,
Woodcote, Marley Lane Business Park,
Battle, East Sussex, TN33 0RE
 1978 De Cadenet Lola LM-4
4-time Le Mans 1978-81, Can-Am 1978, Silverstone and Monza 1000km winner 1980, amazing history,
fresh stunning rebuild including Richardson DFV, highly original, ready to win CER and Le Mans Classic
POA
LD
SO

1986 Spice SE86C Hart
3-time Le Mans 1987-89, including class
pole in 88, race winner, very powerful
Hart Turbo engine, competitive package
for historic Group C 295,000
1976 Ferrari 308 GTB
1/91 RHD fibreglass dry sump. Only
16k miles 174,500
1974 Porsche Carrera 911 3.0 RS 1987 Ferrari Mondial 3.2
Looking for similar competition cars One of 91 RHD 3.2 Mondials built.
40k miles, great history, immaculate,
in super rare TdF blue, just had belt
service 47,995

If youre looking to invest in your passion or seek a new home for a significant motor car,
please call +44 (0) 1256 765000 or email sales@duncanhamilton.com

Duncan Hamilton & Co Ltd, PO Box 222, Hook, Nr Basingstoke, Hampshire RG27 9YZ, England | www.duncanhamilton.com
Well help you to find
your perfect Aston Martin

Own this beautiful example...

Its believed approximately only 50 of the low volume Aston Martin Virage were
produced as original factory LHD. Part of a private collection, hardly used and dry
stored for much of its life, this LHD, hand built, aluminium bodied V8 is therefore a
rare and desirable part of Aston heritage. A fast appreciating classic that will appeal
to enthusiast and collector alike.
We also cater for
For more info about this car please call +44 (0) 1207 233 525 all classic marques

To see all our cars for sale visit aston.co.uk ASTON WORKSHOP

CAR BARN
CL AS SICS & E XOTICS
Restoration Parts Servicing Global delivery Storage | Beamish DH9 ORW England
 THE HISTORIC HOME OF ASTON MARTIN
Home to over sixty years of Aston Martin. Discover our showrooms, extensive facilities, original tools and unrivalled craftsmanship; not
only used to build icons but meticulously maintain them. From scheduled servicing to authentic restorations, accident repairs to our
unique Assured Provenance program, Aston Martin Works offers the most comprehensive levels of expertise and service.

1964 Aston Martin DB5 Coupe
Iconic DB5 with exquisite specification. Silver Birch
metallic, grey hide. 84,723 miles 5 speed ZF Gearbox,
ready to be enjoyed by new owner, superb history file.
Aston Martin Heritage warranty.
795,000
1995 Aston Martin V8 Vantage
British Racing Green, Tan hide with piped spruce. 36,954
miles. 550 Bhp twin supercharged with 6-speed manual
gearbox, beautifully original car with Aston Martin Works
service history. One of 239 cars built.
345,000
2005 Aston Martin V8 Vantage Coupe
Tungsten Silver with Black trim. 6 Speed Manual.
A classic specification in outstanding condition
equipped with attractive options. 12 months
Aston Martin Timeless Warranty included.
41,950

1990 Aston Martin V8 Volante
4,310 Miles. Formed part of the Hunter Green
collection with Tan hide. One of the very last EFI V8
Volante cars built. Great opportunity.
375,000
2014 Aston Martin V12 Vantage S Coupe
13,411 miles. Ceramic Grey metallic. Obsidian Black
hide. Satin Black wheels. 7-speed Sportshift III
Automated Manual.
97,950
1954 Aston Martin DB2/4 Mk1
109,100 miles. Aston Green, Beige hide. Complete
with a phenomenal history file. Owned by Aston Martin
Lagonda Ltd for many years. One of 451 cars built.
325,000

2012 Aston Martin Virage Volante
8,000 miles. Stunning combination of Quantum
Silver, Cream hide. 6-speed Touchtronic 2 Automatic.
Desirable with only 369 built.
95,000
1974 Lagonda V8 Saloon
Motorshow car. One of only seven built. Endowed
with engine upgrade and Oscar India style bodywork.
Incredible condition and specification.
400,000
1992 Aston Martin Virage Volante LHD
Outstanding condition. 25,000Km. One of only 27 Virage
Volantes with manual transmission. Buckingham Green,
Tan hide with piped spruce, for the discerning collector.
125,000

RESTORATIONS TRIM SHOP SALES & SERVICE BODY WORK PARTS

ASTON MARTIN WORKS

Tickford Street, Newport Pagnell, Buckinghamshire MK16 9AN
Tel: +44 (0)1908 610 620
Email: enquiry@astonmartin.com | www.astonmartinworks.com
 T H E L E A D I N G S P E C I A L I S T I N S O U R C I N G T H E R A R E A N D U N O B TA I N A B L E

2005 FERR A RI 575 SU PER A MERICA ( LHD) POA 2016 FERR A RI 488 GT B 249,950
Rosso Corsa with Nero Leather, HTC Handling Pack, 7,644 km Rosso Corsa with Nero Leather, Large Carbon Fibre Pack, 101 miles

2011 A STON M A RT IN DB S CA RBON BL ACK EDIT ION 122,950 2015 PORSCHE 991 GT3 PDK ( LHD) 144,950
Carbon Black with Black Leather, B & O Sound System, 18,500 miles White with Black Alcantara, Clubsport Package, 126 miles

2005 FERR A RI F430 F1 SPIDER 99,950 2008 A STON M A RT IN DB9 52,950

Rosso Corsa with Sabbia Leather, Extended Carbon, 21,587 miles Flat Black with Magnolia Leather, Sports Pack, 17,770 miles

WILLIAM LOUGHR AN ARE ALWAYS INTERESTED IN PURCHASING LUXURY, CL ASSIC

AND SUPERCARS. CONTACT ONE OF OUR SPECIALISTS.
+44 (0) 1772 613 114 // sales@williamloughran.co.uk // www.williamloughran.co.uk
 TALACREST TALACREST

1950 Ferrari
250 GT Competition
Berlinetta Sport Speciale
Roberto Rossellini and his actress wife Ingrid Bergman were among Ferraris best customers in the 1950s
and this Ferrari 250 GT Competition Berlinetta Sport Speciale, chassis 0403 with special coachwork by Pininfarina was
originally believed to be intended for Ingrid Bergman. On seeing the car at Pebble Beach in recent times, Sergio Pininfarina
commented that it was one of his favourite designs; the rear window line terminating in twin rear fins being particularly
modern and elegant. The car was entered in the Cartier Style et Luxe at the 2013 Goodwood Festival of Speed -
where it was awarded Coup de Grace for Sublime Grand Tourer of the 1950s and in November 2016 the car
was awarded the best Gulf Classic at the inaugural Gulf Concours in Dubai to add to its trophy tally.

A unique and supremely elegant coachbuilt Ferrari for the serious collector.

o t h e r c l a s s i c f e r r a r i ava i l a b l e

1964 Ferrari 250 GT Lusso 1960 Ferrari 250 GT SWB Berlinetta Comp 1949 Ferrari 166 Inter Coupe 1965 Ferrari 275 GTB Competizione 1962 Ferrari 250 GTO

W W W. TA L A C R E S T. C O M
TALACREST ARE THE BIGGEST AND MOST EXPERIENCED BUYERS OF CLASSIC FERRARI IN THE WORLD AND HAVE
SOLD OVER $1 BILLION WORTH OF THOROUGHBRED CLASSIC CARS INCLUDING EIGHT FERRARI 250 GTOS,
MANY PROTOTYPES AND NUMEROUS OTHER DESIRABLE ROAD AND RACE CARS. IF YOURE LOOKING TO BUY
OR SELL BLUE-CHIP, COLLECTOR FERRARI CLASSICS THEN MAKE TALACREST YOUR NUMBER ONE CHOICE.

+ 44 (0)1344 308178 | +44 (0)7860 589855 | JOHN@TALACREST.COM

THE NUMBER ONE IN THE CLASSIC FERRARI MARKET
FERRARI 365 GTB/4 FERRARI DINO GT & GTS FERRARI 575 M MARANELLO FERRARI 599 GTO
DAYTONA TWO CARS IN STOCK VERY RARE FACTORY SPECIFICATION STUNNING RARE FACTORY SPECIFICATION
THREE CARS IN STOCK

ASTON MARTIN DB2/4 MKII ASTON MARTIN DB6 MKI FORD GT40 BENTLEY R TYPE
1 OF ONLY 6 LHD CARS BUILT VANTAGE VOLANTE COMPETITION AND ROAD CARS IN STOCK CONTINENTAL
1 OF 29 EXAMPLES. TWO CARS IN STOCK
TOTAL JD CLASSICS RESTORATION

AUSTIN HEALEY 3000 MKIII MERCEDES 300 SL PORSCHE 911 TURBO JAGUAR SS100
PHASE 2 VERY RARE FACTORY COLOUR SPECIFICATION. 1 OF ONLY 2 CARS IN THIS FACTORY COLOUR 3.5 & 2.5 LITRE AVAILABLE
FULL BODY OFF RESTORATION MATCHING NUMBERS SPECIFICATION

JAGUAR XK120, XK140 & JAGUAR E-TYPE S1 JAGUAR XJR-15 JAGUAR MKII
XK150 SIX CARS IN STOCK 1 OF ONLY 16 TO ACTUALLY COMPETE IN THE THREE CARS IN STOCK
OVER 20 CARS IN STOCK INTERCONTINENTAL CHALLENGE RACE SERIES.
INCLUDING PERIOD COMPETITION CARS FULLY RESTORED.

SELECTION OF OUR CURRENT STOCK

OVER 100 CLASSIC ROAD & OVER 40 RACE CARS IN STOCK
8 SHOWROOMS, IN-HOUSE WORKSHOPS, RACE SHOP, ENGINE SHOP, MACHINE SHOP, PAINT SHOP, TRIM SHOP
Monaco Le Mans Mille Pebble Salon Goodwood Goodwood
Historique Classic Miglia The Quail - Beach Priv Dehli
A Motorsport Concours Revival Revival Concours
Grand Prix Winners Finishers Concours Freddie March RAC TT
Winners 2010, 2012 11 Cars Gathering d'Elegance d'Elegance Celebration 1st in class
Winners Winners Trophy Winners 2nd Overall
2012, 2014, 2014 2014, 2015, Best In Show 2012, 2013, Winners
2016 2016 2016 2013, 2014 2009 to 2015, 2016 2016
2014 2015 2015
 FERRARI 275 GTB/4 BERLINETTA
TOTAL RESTORATION TO CONCOURS STANDARD
1ST IN CLASS AT THE CAVALLINO XXIV
PERIOD COMPETITION HISTORY

@jd_classics
jdclassics@jdclassics.com www.jdclassics.com
WYCKE HILL BUSINESS PARK, WYCKE HILL, MALDON, ESSEX, CM9 6UZ, U.K. +44 (0)1621 879579
MAYFAIR SHOWROOM, 26-28 MOUNT ROW, MAYFAIR, LONDON, W1K 3SQ, U.K. +44 (0) 207 125 1400
Suppliers of the finest, hand-selected, Classic & Sports Cars prepared to the highest standard

Ferrari BBi 512

Classiche Certified (1983)
Vehicle description
Supplied new to South Africa through the
Johannesburg dealer T.A.K Motor Company
on 13th January 1983, the beautiful 512 BBi is
one of just 48 Right Hand Drive cars built out
of a total factory production of 1,007.
The car resided in the dry climate of South
Africa until it was imported into the UK in
2008 which has no doubt been a large
contributing factor in this vehicles
spectacular condition.
Its specification is identical to that of a UK
Supplied car with the exception of the
speedometer calibrated in Kilometres which
still remains fitted to the vehicle.
Vehicle specification
Year: 1983 / Y
Colour: Argento Nurburgring
Interior Colour: Nero Leather
Transmission: Manual
Engine Layout: Flat 12
Mileage: 74,900 kilometers

Available now
335,000
Call Graypaul Classic Cars
on 0115 837 8028 or visit
graypaulclassiccars.com
to view the full
collection today.

G R AY PA U L C L A S S I C C A R S L E N TO N L A N E N OT T I N G H A M N G 7 2 N R T E L : 0 1 1 5 8 3 7 8 0 2 8
 O FFI CI AL FE R RARI D EAL ER

Dick Lovett Ferrari

Ferrari F355 GTB - 1995 Ferrari F355 GTS - 1997 Ferrari 575M Maranello - 2003
11,870 miles, Manual gearbox, Rosso Corsa with 30,585 miles, F1 paddle shift gearbox, Rosso 22,061 miles, F1 paddle shift gearbox, Tour de
Charcoal interior, Drilled aluminum foot pedals, Corsa with Beige interior, Rosso carpet, Drilled France Blu, Blu Scuro interior, Daytona style seats,
Black brake calipers aluminum foot pedals, Black brake calipers Aluminium brake calipers
134,990 94,990 129,990

Ferrari F430 Coup - 2007 Ferrari F430 Spider - 2007 Ferrari 612 Scaglietti - 2008
13,808 miles, Manual gearbox, Nero Daytona 10,482 miles, F1 paddle shift gearbox, Rosso 16,610 miles, F1 paddle shift gearbox, Nero
with Nero interior, Carbon fibre rear segment, Corsa with Crema interior, Bordeaux interior Daytona with Nero interior, Daytona style seats,
Yellow brake calipers stitchings, Red brake calipers Handling GTC Package
144,990 111,990 114,990

We are continuously seeking to replenish our Ferrari Approved and Pre-owned stock. If you own a well-presented, high specification
Ferrari and you are looking to sell, we would love to hear from you.

Our specialist, professional team of buyers purchase cars from across the UK, and within the team we have a combined wealth of
experience and knowledge with all Ferrari models. Should you choose to sell your vehicle to us, we will ensure it is straightforward,
secure and price advantageous.

If you would like to arrange a no-obligation quotation on your Ferrari, please call Matthew Beard +44 (0) 7860 911 959 or
Louis Leven +44 (0) 7977 488 488. Alternatively you can email us at sell@dicklovett.co.uk

Dick Lovett Ferrari

The Copse, Frankland Road, Blagrove,
Swindon, Wiltshire SN5 8YW
Telephone: 01793 615 000
www.dicklovett.co.uk/ferrari
Wed like to buy your car

If you have a classic or modern Ferrari you wish to sell,

please contact Warren Butt for an immediate offer.
mobile: 07860 530 703 email: warrenbutt@meridien.co.uk
Year 2010(60) Year 2016(16) Year 2015(65) Year 2014(14)
Mileage 9,600 miles Mileage 360 miles Mileage 4,000 miles Mileage 7,600 miles
Transmission Auto Transmission Manual Transmission Semi-Auto Transmission Auto
164,950 99,950 92,950 42,950
 EXTENSIVE NEW/USED STOCK
BESPOKE CUSTOMER ORDERS TAKEN
50/50 0%APR OFFER V6 ROADSTER.
BellandColvill
CONTACT US FOR DETAILS ON
CURRENT FINANCE OFFERS:
Call: 01483 286467
Find us: Epsom Road, West Horsley,
Surrey KT24 6DG
Email: enquiries@bellandcolvill.com
www.bellandcolvill.com
Michael FurMan PhotograPhy

1928 Mercedes-Benz 680S Saoutchik Torpedo Roadster

Commission nr. 40156 Chassis nr. 35949 Engine nr. 72151 Body nr. 1713

Its not the idea that counts but its perfect execution. Gottlieb Daimler

This stunning car is available from

T: 978-768-6919 F: 978-768-3523 E: Sales@paulrussell.com

paulrussell.com
 1929 Le Mans

STANLEY MANN RACING

THE WORLD'S LEADING VINTAGE BENTLEY SPECIALIST

1926 3 Litre Speed Model, patina and charm. 1925 3/412 Litre Speed Model. Fabulous
The bees knees long distance rally competitor. The cats whiskers

1923 412 Litre. Continuous history excellent value. 1929 412 Litre Le Mans. Perfectly restored
A wolf in sheeps clothing. and matching numbers too. The dogs dangly bits.

www.stanleymann.com Open

W e e k
riday
Monday-F ends
an d
The Fruit Farm, Common Lane, Radlett, Herts, WD7 8PW tment
by appoin
Telephone: +44 (0) 1923 852505 sales@stanleymann.com
PHOTOGRAPHY: RMI dargegen

WWW.HISTORIKA.COM
instagram.com/historika911
facebook.com/historika911
twitter.com/historika911
YOUTUBE.COM/HISTORIKA911
Call 07836 384 999 or 07717 212 911

Y e s t e r d ay s P o r s c h e s . P r e s e r v e d f o r T o m o r r o w. E n j o y e d T o d ay.
F I NE C A RS / / r es to r ati on // r ac e prepa r ati on // R A RE pa rts
CARS FOR SALE

OCTANE MARKETPLACE
Browse classic cars for sale or reach a huge international
ADVERTISE
IN-MAG FOR FREE!
PRIVATE SELLERS ONLY,
classic car market to sell yours with a free advertisement in LIMITED SPACES
Octane go to subscribe.octane-magazine.com/classieds AVAILABLE

Visit www.classicandperformancecar.com for more cars and to advertise your car on the website. Octane cannot endorse any cars for
sale in classied advertisements and recommends that you meet the vendor and are satised with the car before parting with any money.

www.classic-spares.com
Austin Healey Specialist
www.murrayscott-nelson.com
tel. 01723 361227

1993 AC Cobra Lightweight 2005 Aston Martin V8 Vantage

RHD. One of the last of the 26 genuine, original High spec. Parking sensors, heated seats and sat-nav.
Lightweights with short-nose bodywork, rollcage, Metallic black with Oxblood leather interior. 25,000
bonnet scoop, 15in Halibrands, at dash (no heater), miles with full service history. Viewing upon request.
RESTORATIONS BODYWORK PAINTWORK SERVICING
NATIONWIDE COLLECTION & DELIVERY SERVICE STORAGE
no headrests, wing-mounted Monza fuel ller, 35,950. Tel: +44 (0)1582 488370, email aaron@ CONCOURS PREPARATION MAIL ORDER PARTS
blueprinted and handbuilt SVO 5.0-litre engine. Full bellclassics.co.uk, www.bellclassics.co.uk (T).
suspension mods with front/rear anti-roll bars, AP
brakes, 3.31 di, 370bhp, Hurst shi , and 1960s
period cosmetic features. Just serviced by Thunder
Road with fresh MoT. 10,500 miles, superlative
condition. Rod Leachs Nostalgia. Tel:
+44 (0) 1992 500007. Email: info@rodleach.com (T).

Race Proven Parts

Tel: +44 (0)1543 472244
1956 Austin-Healey 100
$62,500
www.classicandperformancecar.com/209143
www.bighealey.co.uk

1964 AC Cobra 289 Mk2

Right-hand drive, 11,900 miles from new. One of just
48 RHD examples built by AC Cars Ltd at Thames
Ditton, Surrey, between 1963 and 1965. Second owner
from 1966 for 45 years, stored in Monaco from the
1980s till 2010. Rod Leachs Nostalgia. Tel:
+44 (0) 1992 500007. Email: info@rodleach.com (T).

1958 Austin-Healey 100/6 1954 Austin-Healey 100

With rare factory four-wheel disc brakes and
upgraded engine. Original UK right-hand drive. POA.
Tel: +44 (0)1420 23212, sales@rawlesmotorsport.
co.uk, or visit www.rawlesmotorsport.co.uk (T).
Original UK car for complete restoration. Right-
hand drive. POA. Tel: +44 (0)1420 23212,
sales@rawlesmotorsport.co.uk, or visit www.
rawlesmotorsport.co.uk (T). PRESENTS
QUALITY AUSTIN-HEALEY PARTS!

www.ahspares.co.uk
Tel: 0044 (0)1926 817181

Austin-Healey 3000 MkIII

Tel: +44 (0)20 8688 4443
Austin-Healey 100 BN2
Ex-Californian LHD car. Nice original example.
Older restoration in excellent condition. Fitted
wire wheels and overdrive. 52,500. Please call
+44 (0)1723 361227, +44 (0)7831 830270 or visit
www.murrayscott-nelson.com for more details (T).
Older restoration with only careful use since.
Extensive history le. Fitted chrome wire wheels and
overdrive. 64,950. Please call +44 (0)1723 361227,
+44 (0)7831 830270 or visit www.murrayscott-
nelson.com for more details (T).

Earley Engineering Limited

Alvis Specialists
+44 (0)1981 250 244
earleyeng@aol.com
Visit our new website
www.earleyeng.com Chevrolet 1956 Bel Air 4-door
| Servicing | Chassis engineering Sport Hardtop Sedan
35,500
| Restoratons | Engine builds For more information please contact me
1967 Austin-Healey MkIII Phase 2 FRANK KENNIS +31 622 420 766
| Upgrades | Coachbuilding 65,500. Right-hand drive. Tel: +44 (0)1420 23212, info@KennisCars.nl www.kenniscars.nl
| Sales | Bodyshop email: sales@rawlesmotorsport.co.uk, or visit
www.rawlesmotorsport.co.uk (T).

252
 1990 Ferrari Mondial
72,400
Chevrolet Corvette 1965 C2 www.classicandperformancecar.com/207084
Sting-Ray Convertible
58,500
For more information please contact me
FRANK KENNIS +31 622 420 766
info@KennisCars.nl www.kenniscars.nl

1994 Ferrari 348 Spider

Stunning. One of only 68 RHD cars. Full service
history, large history le. Recent cambelt service,
four new tyres. Viewing recommended, upon request.
69,500. Tel: +44 (0)1582 488370, email aaron@
bellclassics.co.uk, www.bellclassics.co.uk (T).

1973 Citron SM -
Maserati V6 engine, beautifully
restored, low mileage

1988 Ferrari GTB Turbo

One of only 308 Italian-market cars. Intercooled,
254bhp. History from new. Exciting! 69,990. View
all our current stock at www.rardleymotors.com
or call Mike Wheeler on +44 (0)1428 606616 email
mike@rardleymotors.com (T).

Datsun 240Z
Original car, engine runs, drives. Paint a little scruy.
9995. Call +44 (0)7545 921888, email wajidhuss@
yahoo.com.

Ferrari 246 GT Dino

US spec LHD chairs n ares. Driving project, only
two owners from new. Matching numbers, very rare
opportunity. Viewing recommended, upon request.
229,995. Tel: +44 (0)1582 488370, email aaron@
bellclassics.co.uk, www.bellclassics.co.uk (T).

1984 Ferrari 308 GTS QV

Red with black hide and dark red carpets. Air-
conditioning, deep front spoiler. 16in Speedline-style
wheels, stainless steel sports exhaust. One of only
233 UK cars ocially imported. POA. View all our
current stock at www.rardleymotors.com or call
Mike Wheeler on +44 (0)1428 606616 email mike@
rardleymotors.com (T). 1991 Honda NSX
34,995
www.classicandperformancecar.com/212728

2002 Ferrari 575 F1

Metallic blue (Tour de France) with cream hide stitched 1962 Jaguar E Type Series 1 -
in blue. 18in alloy wheels with aluminium grey brake original RHD, matching numbers,
calipers. One of only 182 cars ocially imported into early Roadster
the UK. 94,990. View all our current stock at www.
rardleymotors.com or call Mike Wheeler on +44
(0)1428 606616 email mike@rardleymotors.com (T).

253
CARS FOR SALE

1988 Jaguar XJ-S Convertible 2008 Jaguar XK 4.2 Convertible

27,950 Midnight Black, Ivory leather, 40,000 miles, superb
www.classicandperformancecar.com/223704 spec, impeccable history. 22,950. Adrian Blyth.
Tel: (0)1428 608255 (T).

1995 Jaguar XJS

Celebration Convertible 4.0
Turquoise with cream leather trim, contrasting Coffee
piping, black hood, cream tonneau. Electric seats,
electric mirrors, trip computer, air conditioning,
heated rear window and only featured on the
Celebration models it has a half-wood wheel,
wood gear selector, embossed seats and stunning
diamond-turned polished Celebration wheels.
This vehicle has covered 58,000 miles and has
11 stamps in the service book to confirm. A real
head-turner. 34,950. Tel: +44 (0)1435 863800,
email: ctpdwc@aol.com (T).

For all things Mercedes-Benz sl 107. Lamborghini Murcilago

sales | service | hire | Parts | cars Bought LP640 eGear
Only 3800 miles. Full main dealer service history,
www.theslshop.com 0844 414 2116 the best example of the highly desirable LP 640
Jaguar XJS 4.0 AJ16 Coup available today. Tel: +44 (0)1580 714 597, email:
Automatic, stunning Flamenco Red with contrasting sales@vvs.co.uk (T).
cream trim. A very special car, having covered only
18,000 miles and with 12 stamps in the service
book, mainly by Jaguar and other specialists.
Cherished by previous owners. Wooden steering
wheel and gear selector, Jaguar embossed seats,
electric mirrors, electric seats, electric windows,
air conditioning, all owners manuals, service
history, five-spoke Jaguar alloys, cruise control,
later AJ16 engine, beautiful and original example.
29,500, p/x poss. Tel: +44 (0)1435 863800,
www.clarkesjaguar.co.uk (T).

1995 Mercedes SL320 Convertible

Stunning Azurite blue metallic, unmarked leather
interior, well cared for car. Electrically operated
insulated mohair soft top, hard top, Merc alloys with
new tyres, service history. 6500. Tel: +44 (0)1594
516826, email: ptrjxn@gmail.com.

254
 Porsche race engine
2.5-litre twin plug full race engine, originally built by

01480 587 026

Franz Blam in the US. 7R engine case, shuffle pinned.
Carillo Rods, Mahle pistons and cylinders. 66mm
counterbalanced crank, RSR camshafts, uprated chain
tensioners. Approx 19 hours since refresh. Engine in
the UK. Other 914 race parts available. 17,000 ono.
Email gahanson917@icloud.com.

Porsche wanted
01440 714 884
Classic Porsches Wanted 2004 Porsche Boxster S 550
Paul Stephens has been specialising in classic 911s
GT Silver, Cocoa leather and hood. One of 150 UK
for over two decades. If you have an air-cooled 911
cars, 38,000 miles, impeccable history.
to sell, please give us a call for a professional honest
16,950. Adrian Blyth. Tel: +44 (0)1428 608255,
valuation. We can either purchase with prompt and
www.adrianblyth.com (T).
secure payment or offer consignment sales. With
a worldwide customer base we will secure the best
sale price for your 911. Email@paul-stephens.com,
tel: +44 (0)1440 714884, www.paul-stephens.com (T).

Porsche 968
A near-perfect example of left-hand drive Tiptronic
Fine selection of classic Porsches Porsche convertible. 24,995. Email waj.hussain@
Including this 1987 Porsche 930 Turbo finished in yahoo.com, tel: +44 (0)7545 921888.
Marine Blue with just 43,900 miles from new. For
more information on this car or any other example in
stock, please visit www.paul-stephens.com or call
+44 (0) 1440 714884 (T).

Renault 8 Gordini
22,000
www.classicandperformancecar.com/221229
1985 Porsche 911 Carrera -
Australian delivered, matching
numbers, full history

2000 Rover Mini Cooper Sport

Final edition, has had a nut and bolt restoration,
with full engine and gearbox rebuild. 10,500. Email
waj.hussain@yahoo.com, tel: +44 (0)7545) 921888.

1964 Sunbeam Tiger

$97,499.99
www.classicandperformancecar.com/225629

255
Day in the life
INTERVIEW GILES CHAPMAN
JOEL BAKER
Finding time to locate and restore Mufer Men between radio and TV commitments
WE STARTED AMERICAN GIANTS online
in 2013, but Id had a growing passion for
preserving these 22ft-tall glassfibre statues for
a couple of years.
People started calling them Muffler Men in
the mid-1990s; it was the authors of the
Roadside America books, Doug Kirby, Ken
Smith and Mike Wilkins, who coined the
phrase. They kept noticing these huge men,
often holding mufflers [exhaust silencers].
They found them amusing and by 1992 theyd
identified about a dozen of them.
We now know there are at least 180 surviving.
Ive been all over the country to see them, and
Ive personally recorded 160. Ive built a map of
every kind that survives; there are a lot in
California, but a handful migrated to Canada,
Mexico and Puerto Rico, and one even as far
as Venice, Italy!
I work in production for a Christian radio
and TV ministry, and it takes me to a lot of
places, so sometimes I can divert for a visit to
see a Muffler Man. Last week I was in Palm
Springs, California. One day I got up at 6am to
drive 40 miles to the town of Mecca to have a
look at a cowboy although I think he was
originally a Phillips 66 gas station man. Hed
been known in the 1980s and 90s but then
274
disappeared, so it was great to see him again
and get some really good pictures.
Bob Prewitt created these figures, we think in
1963, in Lawndale, California. Bob had a
business making outsized, hollow glassfibre
animals for advertising. He got an order for a
20ft-tall figure of Paul Bunyan, the American
lumberjack, but the buyer never paid so Bob
sold it to the Lumberjack Caf in Flagstaff,
Arizona. Then in 1964 he sold the moulds to
International Fiberglass, which put Bunyan
into production as giant men for advertising.
They were featured in a trade magazine, and
oil and tyre companies were really interested.
Phillips 66 ordered cowboy versions for its gas
stations, Pontiac wanted Indians for its
dealerships, and Uniroyal asked for giant
women to promote its tyres. You could see
what was coming up a mile off, even when
travelling at 50mph.
My media production workload is heavy.
This morning Ive been mapping a building
with 3-D software so we can host an event there
in March. But whenever I can, I like to go and
meet Muffler Men, and talk to their owners.
Finding a new one is a big deal; two or three
emerge each year. A few weeks ago I was in New
Jersey and I saw seven or eight in a day, which
was amazing. Ill walk into a barn and discover
these old lguys in the corner, covered in dust,
and get a real feeling of excitement.
Rising material and transportation costs
killed them off in the 1970s. And businesses
suddenly found them embarrassing, tacky. Your
boss would tell you to take a hammer, crush it
into pieces, and get rid of it. Luckily for us, a
few people simply put them in the woods and
forgot about them.
My favourite, the Texaco Big Friend, is a
good case in point. About 300 were installed in
1966/7, then a few fell over, damaged a car, and
Texaco changed its mind. They got rid of them
all overnight, and only four remain.
I own four Muffler Men. I live in Denver but,
when I have time, I go to Illinois where theyre
stored in my buddys garage, and help with
three ongoing restorations. Theres a team of us:
a glassfibre expert, another who does the paint.
Weve recently found an airbrush artist to add
the fine detail.
People in the UK seem to be really interested.
The BBC flew a TV crew over from Washington
to interview me, which was great. They have a
real pull, even now, and theyre very reminiscent
of 1960s and 70s American road trips,
especially if you were a kid then.
1963 LANCIA FLAMINIA 3C CONVERTIBLE 1960 AUSTIN HEALEY MK1 FROGEYE SPRITE
A great Flaminia with a near-perfect balance of original and renovated condition. A UK supplied RHD example to original specification in very good order. Fully
Maintained and restored over the years by respected Lancia specialists. refurbished some years ago and well maintained since. Good history.

1973 PORSCHE 911 2.4S 2016 LAND ROVER DEFENDER 90 HERITAGE EDITION
UK RHD. Recaros, electric windows/roof. A great matching numbers example One of 400 Heritage editions produced. Unused by its sole owner with just 18 miles
fully restored by the right people and perfectly maintained. Extensive history. recorded. It comes with all books, keys, model and the commemorative book.

1984 DE TOMASO PANTERA GT5 1965 PONTIAC GTO

One of only six RHD GT5s supplied to the UK market. Fully documented Superb and desirable First Series. Great original colours and spec with ST300
restoration to an amazing standard by acknowledged De Tomaso specialist. auto, PAS and tacho. In superb order and fully sorted by the UK Pontiac specialist.

2012 BMW 1M 2007 PORSCHE CAYMAN S

One of 450 UK supplied examples. Very high spec. Unmodified and in superb original UK RHD. One lady owner from new. 33k miles with full Porsche service history.
condition. Only 21k miles with full BMW service history. All books, tools and keys. Great specification. Superb unmodified original.

THE
T EL : 0124 9 76 0 6 8 6 W W W.T HEH A IRPIN C O MPA N Y.C O.UK HAIRPIN
T H E H A I RPI N C O M PA N Y C O M P T O N B A S S E T T W I LT S H I RE S N11 8 RH COMPANY