911 vs capri ferrari 166MM

Epic battles on Safari Rally The rst good-looking Ferrari?

£4.70 | Issue 128 FeBRuARY 2014

C l a s s i C & P e r f o r m a n C e C a r s

100 years of
MASERATI
Incredible racing, great GTs, sensational supercars,
heroic failures and our favourite – the Ghibli SS

lSTIRLING MOSS REMEMBERS KEN GREGORY

l BENTLEY R-TYPE l LIGHTNING JET l VSCC TRIALS SPECIAL
1958 Ferrari 250 GT LWB CaLiFornia Spider
Chassis no. 1055 GT; The 11th of only 50 built; Matching numbers; Among the most highly prized of all road going Ferraris

vi sit ou r we b s i t e f o r a cu rren t list o f c ars o ffered

 1 2

3 4 5

1 1929 BenTLey 4½-LiTre Tourer

Coachwork by Vanden Plas; Chassis no. NX3467; Impeccable history; Enthusiast owners since new; Original body, paint, and interior

2 1953 SiaTa 208S Spyder

Chassis no. BS509; Very well-known example with period Shelby Ford drivetrain; Featured in classic publications, including Sports Car Graphic; Four owners from new;
Cosmetically and mechanically superb

3 1964 Ferrari 250 GT/L ‘LuSSo’

Coachwork by Scaglietti; Chassis no. 5215 GT; One of the nest restored examples in existence; Matching numbers; Well-documented history from new, with Ferrari
Classiche Certication

4 1966 porSChe 906 Carrera 6

Chassis no. 906-116; Highly original example; Extensive European race history; Known ownership from new; One of three to be street legal; Ex-Vasek Polak

5 1966 Ferrari 275 GTB

Coachwork by Scaglietti; Chassis no. 8349; Incredibly rare; Most desirable long nose, torque tube specication; Stunning in Cunningham Blue, Ferrari Classiche Certied

arizona arizona biltmore reSort and Spa

16-17 january 2014

uk +44 (0) 20 7851 7070 Germany +49 (0) 40 441 95 737 canada +1 519 352 4575 www.rmauctions.com
auction license #l00008641
 LATEST OFFERS

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 CONTENTS FEBRUARY 2014 // ISSUE 128
GP LIBRARY

76 BENTLEY R
TYPE SPORTS SALOON
100 years of More affordable than a Continental Fastback but no less luxurious
84 SAFARI RALLY
M ASER ATI An eight-day challenge across some of Africa’s wildest terrain
92 FERRARI 166MM BARCHETTA
48 GHIBLI SUPERCAR An inconvenient truth All 166MMs are special, but this one is more special than most
56 BUILDING THE LEGEND The racing story 102 INSIDE THE RAC LIBRARY
62 THE EARLY ROAD CARS From 1946 to 1957 A rare invitation into the Royal Automobile Club’s inner sanctum

64 THE GREAT GT From 1957 to 1968 108 GN TRIALS SPECIAL

How two cylinders and a cyclecar chassis make for a giant-killer
68 THE CITROËN YEARS From 1968 to 1975
116 TRANSMISSION SECRETS, PART 2
72 THE DE TOMASO ERA From 1975 to 1993 What goes on inside self-shiing gearboxes
74 THE REBIRTH From 1993 to the present day 118 LIGHTNING JET PLANE
Basically a manned surface-to-air missile – bought for just £8000

OCTANE FEBRUARY 2014 5

 CONTENTS FEBRUARY 2014 // ISSUE 128

REGULARS
14 NEWS
Maserati at 100; tribute to Moss manager Ken Gregory

28 EVENTS
Reports from the Bahamas, Burma and, er, Britain

32 DIARY
Prepare for Amelia Island, plus other essential dates

34 LETTERS
Never-before-published photo of Donald Campbell

37 JAY LENO
Experiencing the virtual thrill of virtual driving

39 DEREK BELL
There’s a future for Formula 1 in the USA
16
41 STEPHEN BAYLEY
Curvaceous cars: it’s all about sex, you know 28 18
42 ROBERT COUCHER
Much of the Maserati magic is in the name

44 GEARBOX
Touring Car, Le Mans and GT racer Steve Soper

46 PASSED IT! TONY DRON

Why we must thank Le Mans for windscreen wipers

124 GONE BUT NOT FORGOTTEN

In-house Rolls-Royce stylist John Blatchley

126 ICON
Crittall windows: framing an era 132
128 WATCH
The Christie’s watch consigner, Aurel Bacs
130 AUTOMOBILIA
The sad demise of the motoring bookshop
132 PRODUCTS, BOOKS, MODELS
Lots to spend your money on here
138
140 SUBSCRIBE!
Octane for less – plus FREE Autoglym
142 OCTANE CARS
Mark Dixon delves into his Espada’s history
148 CHEQUERED FLAG
Motor sport news and analysis
155 THE MARKET
News on auction and dealer sales
234 DAY IN THE LIFE
Le Mans racer Jann Mardenborough

6 FEBRUARY 2014 OCTANE

 The 19th Annual

Amelia Island Concours d’Elegance

The Ritz-Carlton, Amelia Island The Golf Club of Amelia Island

March 7-9, 2014

Honoring: Jochen Mass

And the 25th Anniversary of his Victory at Le Mans
Celebrating Offenhauser Powered Cars,
Underslung Automobiles, the 50th Anniversary of McLaren,
and the 100th Anniversary of Maserati
Benefitting Community Hospice of Northeast Florida
For Advance Tickets & Event Information, visit: www.ameliaconcours.org
Photos by Peter Harholdt, Michael Furman, and Mercedes-Benz
 EDITORIAL WHO TO CONTACT
EDITORIAL

A century
Octane, 5 Tower Court, Irchester Road,
Wollaston, Northants NN29 7PJ, UK
Tel +44 (0)20 7907 6585. Fax +44 (0)1933 667309
Email [email protected]
www.facebook.com/octanemagazine @octane_magazine

of Maserati
Editorial director David Lillywhite
[email protected] @OctaneDavid
International editor Robert Coucher
[email protected] @OctaneRobert
Deputy editor Mark Dixon
[email protected] @OctaneMark
Associate editor Glen Waddington
IN 2013 IT WAS Aston Martin, and in 2014 it’s [email protected] @OctaneGlen
Sub-editor Chris Bietzk
Maserati that is celebrating its centenary – quite [email protected]
a landmark considering the great names that have Art director Mark Sommer
[email protected] @OctaneArtEd
fallen by the wayside over the last 100 years. Senior designer Robert Hefferon
What the centenary highlights is the curiously [email protected]

mixed identity of Maserati over the years. I think the Test drivers Tony Dron, Mark Hales, Richard Meaden
Special projects David Barzilay
Maserati name will mean very different things to different people: Office administrator Jane Townsend-Emms
do you think of Maserati as one of the greats of Grand Prix racing? [email protected]

An alternative to the obviousness of a Ferrari or Lamborghini

ADVERTISING
classic supercar? Another reason to try to forget the 1980s? Or the Octane Advertising Dept,
current guise of glamorous underdog? Confusing stuff. 19 Highfield Lane, Maidenhead, SL6 3AN, UK
Tel +44 (0)1628 510080. Fax +44 (0)1628 510090
I think Doug Nye puts it best in his feature on Maserati racing Email [email protected]

history (pages 56-61), quoting his friend Pete Coltrin: ‘While Advertising director
Sanjay Seetanah +44 (0)1628 510080
Ferrari is a one-man dictatorship, with Enzo playing tunes that his [email protected]
Advertising account manager
clients must dance to, Maserati is more like a family or a club. Samantha Snow +44 (0)1628 510080
If they recognise you as a kindred spirit, you’re in…’ Coltrin was [email protected]
Advertising account manager
speaking of earlier times, but there’s something that rings true Sue Farrow +44 (0)1344 771541
[email protected]
about that even now. Choosing a Maserati still sets you apart. Dealer advertising
No apologies, then, for the veritable wealth of Maserati features in Nigel Greenlee +44 (0)20 3286 4435
[email protected]
this issue, covering the ups and downs of the marque’s 100 years, Dealer advertising
starting with a drive of the wonderful Ghibli SS on page 48. And if Pervez Hussain +44 (0)1628 671210
[email protected]
you’re really not keen on Maseratis then there is at least a fairly Advertising lifestyle director
eclectic mix aside from the centenarians, including a home-built Sophie Kochan +44 (0)20 7907 6741
[email protected]
special, a Cold War jet, historic rally cars, an early Ferrari… Online account director
Finally, I’d like to take this opportunity to thank you all for your Elaine De La Cruz +44 (0)20 7907 6806

support during 2013 and to wish you a happy new year.

OCTANE WORLDWIDE
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8 FEBRUARY 2014 OCTANE

Single family ownership from new
1958 Jaguar XK150 3.4 Drophead Coupé
£50,000 - 70,000

The Oxford Sale

Collectors’ Motor Cars and Automobilia
Woodstock, Oxford
Saturday 8 March 2014
Entries now invited

Bonhams UK Motoring Auction Season starts Motor Cars Automobilia

on Saturday 8 March 2014 at our Oxford +44 (0) 20 7468 5801 +44 (0) 8700 273 617
Regional Saleroom, where last year a sale rate [email protected] [email protected]
of 85% was achieved.
Oxfordshire Catalogue
The perfect location for a motor car sale with all Richard Hudson-Evans +44 (0) 1666 502 200
the in-house facilities you would expect from a +44 (0) 1789 414983 [email protected]
fully operational auction house. On-site catering
will also be available. Lincolnshire
Robert Hadfield
+44 (0) 7539 074242

International Auctioneers and Valuers – bonhams.com/cars

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(Contents may be subject to change)

10 february 2014 OCTANE

 Magical moments
120 years of motor sports
Get up close to 120 years of motor sport history in the Mercedes-Benz Museum.
More information under www.mercedes-benz-classic.com
A Daimler brand
 featuring the harburg collection
1 2

3 4 5

1 1955 Jaguar D-Type

Chassis no. XKD 520; A stunning example; Considered one of the best production D-Types in existence

2 1964 porsche 904 carrera gTs

Chassis no. 904-045; A beautifully restored example that was originally delivered to Dickie Stoop and extensively raced in period

3 1982 porsche 956 group c sporTs-proToType

Chassis no. 956-004; The ex-Works 956 Group C Sports-Prototype that nished 3rd in the iconic Rothmans Porsche 1-2-3 sweep at Le Mans in 1982

4 1955 Ferrari 750 Monza spiDer

Coachwork by Scaglietti; Chassis no. 0498M; Raced by Phil Hill with impressive results, including numerous 1st place nishes

5 1950 asTon MarTin DB2

Chassis no. LML/50/13; The 13th of only 50 examples produced with the triple grille and “washboard” side vents

v i sit ou r we b s i t e f o r a cu rren t list o f c ars o ffere d

 6 7

8 9 10

6 1953 gorDini Type 24s

Chassis no. 36; Extensively campaigned with spectacular racing history, including Le Mans, the Mille Miglia, and the Carrera Panamericana;
Winner of the 1953 Tour de France

7 1936 Delahaye 135 s

Chassis no. 47187; Extensively raced in period, including a win at the 24 Hours of Spa-Francorchamps; Known ownership history from new; Known
as the “Blue Buzz III”

8 1971 laMBorghini Miura p400 s

Chassis no. 4863; Delivered new to Rod Stewart; Documented restoration to SV specication in 2013;
Finished in the desirable, original Miura color of Blu Notte

9 1957 MerceDes-Benz 300 sl roaDsTer

Chassis no. 198.042.7500236; A recent restoration in an elegant color, with upgraded disc brakes

10 1953 MerceDes-Benz 300 s roaDsTer

Chassis no. 188.012.00301.53; Classic Roadster that is perfect for touring; Offered from the collection of a well-known enthusiast

PARIS, FRANCE • PlACE VAubAN

uk +44 (0) 20 7851 7070 Germany +49 (0) 40 441 95 737 france +33 (0) 1 76 75 32 93 www.rmauctions.com
IGNITION
NEWS // EVENTS // DIARY

Above
The Maserati factory
assembly line, 1956:
A6s with Allemano coupé
bodywork (foreground)
and by Zagato (behind).

14 february 2014 OCTANE

KEN GREGORY MCLAREN P1 BAHAMAS
1926-2013 TEST DRIVE SPEED WEEK
Tributes to the man who John Simister witnesses the Historic cars in the sun –
changed F1 for ever p18 hypercar in full flight p22 but more racing needed p28

A century
of Maserati
Events planned around the world to mark
100 years since the company’s formation
MASERATI is building up to a busy appropriately three-pronged effort at
year of centenary celebrations, to Pebble Beach Concours d’Elegance,
mark the 100th anniversary of the Monterey Motorsports Reunion and
formation of the company. Concorso Italiano during California’s
Special events and displays are Monterey Car Week in mid-August.
planned throughout the year, Maserati plans to round off the year
culminating in the three-day Maserati with a finale event on Sunday 14
International World Gathering in December 2014, exactly 100 years
Modena, Italy, on 19-21 September. since the Maserati company began
More than 250 Maseratis are operations, although it was officially
expected, with a driving tour and formed a fortnight earlier in Bologna
track sessions included. on 1 December.
Maserati has also released an Back then the company was headed
official centennial book, Maserati – by Alfieri Maserati, working with two
A Century of History, and has of his brothers, Ettore and Ernesto.
launched a dedicated website at Alfieri died in 1932, and a fourth
www.maserati100.com, which already brother, Bindo, joined the company.
includes a timeline of the most Yet another brother, Mario, became an
important Maserati models. artist, and is thought to have designed
Downloadable wallpapers and the Maserati logo, inspired by the
pictures will be released on the Neptune fountain in the centre of their
website over the coming year, and home town Bologna.
there’s the chance to vote for your The irony is that the brothers were
favourite Maserati. It also includes initially employed by other companies
a section to enable event organisers to build racing cars and it wasn’t until
to upload details of their own 1926 that the first Maserati was
celebrations onto the website. produced. This was the Tipo 26, which
At Modena’s stunning museum, the made its debut in the 1926 Targa
Museo Casa Enzo Ferrari, there will be Florio – the first of many competition
a special display of the most iconic victories, which now include two at
Maserati race and road cars. the Indianapolis 500, nine in Formula 1
Of course there will also be other and one Formula 1 world championship.
celebrations around the world too, Octane’s celebration of Maserati’s
with the highlight so far being an 100 years begins on page 48.

MASER ATI THEN A ND NOW

How things change... Maserati’s first car was the 1926
Tipo 26 racer. In 2013 it unveiled this new Ghibli saloon

OCTANE FEBRUARY 2014 15

 ignition // NEWS

in brief Bluebird reunited

Front panel,
lms and correspondence discovered 63 years on
Words John Simister
an exciting collection of Bluebird
CN7 items, including the original nose
panel, has been donated to the
Campbell family by the company that
constructed CN7’s bodywork.
historic Porsche Parade Stadco Ltd discovered many of the
Planned for le mans items during a move from the old
Porsche is restoring several of its Motor Panels site in Coventry, where
historic race cars in preparation for a CN7 was built (Motor Panels became
huge parade of Porsches at Le Mans to
mark the company’s return to the 24 part of Stadco, via May ower, in 2004).
Hours in June. The parade will include CN7 crashed at Bonneville in 1960,
examples of every Porsche ever raced a"er becoming unstable at high speed.
at Le Mans. Cars under restoration It was shipped back to Motor Panels
include 550 Spyder, RS60 and 935. It’s
for repairs and the addition of a n to
been more than a decade since Porsche
competed in the LMP1 category at Le improve stability. In 1964, Donald
Mans, and over 40 years since it won Campbell achieved a record 403.10mph
overall, in the 917 in 1970 and ’71. in the rebuilt CN7, running at Lake
Eyre in Australia.
The damaged nose panel remained the lm had become quite delicate.
at Motor Panels, and adorned various ‘There were also folders for 1960
walls and oces over the years. Other and ’63, full of newspaper clippings
items, however, were long-forgotten, and correspondence between the
as Stadco product development Campbell group and Coventry. We’ve
director Paul Jaggers explained. even got a telegram to Campbell
‘We found old boxes of 16mm lm congratulating him and one back
new concours in usa canister, handwritten “Bluebird”. An saying thanks.’
There’s a new Italian car concours employee had gone out to Australia Stadco has now donated the items
coming to the USA on 30 March 2014, with the record team in 1963-64 and to the Malcolm Campbell Trust at the
to take place at the Shadow Mountain lmed it all. It was very exciting! We National Motor Museum, where CN7
Resort in Palm Desert, California. It’s
took it all to a specialist lab because and other Campbell cars are on display.
being organised by the team behind
Concorso Italiano. Like that event, the
Desert Concorso will also feature
Italian food, fashion, art and music.
// www.desertconcorso.com
placed individually with the aid of ne needles and
exploding classics string, then lit and photographed, before all the
photographs (thousands of them) are blended
Iconic cars pictured ‘disintegrating’ together in post-production.
and breaking out of their shells ‘These are possibly the “slowest high-speed”
images ever captured,’ says Fabian. ‘It took almost
swiss artist Fabian Oefner has produced a series two months to create an image that looks as if it was
of three ‘disintegrating’ historic car images, featuring captured in a fraction of a second.’
the 1954 Mercedes-Benz 300SLR Uhlenhaut Coupé, Fabian has also created another series of images,
a 1961 Jaguar E-type and a 1967 Ferrari 330 P4 Hatch, which he says ‘explores the birth of the car’.
(below), all mid-disintegration. These images show the car (including a Ferrari
Fabian creates the images by dismantling intricate 250GTO) breaking out of a plaster ‘shell’.
scale models, rst sketching out exactly where he The images will be shown at watchmaker MB&F’s
wants the components to appear. Then each part is M.A.D. Gallery in Geneva until May 2014.

new/old Pirelli calendar

A 1986 Pirelli calendar, shot by Helmut
Newton but never published, is to be
used as the 2014 edition to mark the
calendar’s 50th anniversary. In 1986,
despite Pirelli UK commissioning
photographer Bert Stern to produce
that year’s edition, Pirelli Italia booked
Newton to produce its own version with
the brief (for the rst time in the history
of the calendar) to include tyres in the
shots. However, he was forced to step
down from the project due to family
problems. Now his work will nally be
published for the 2014 calendar.

16 february 2014 OCTANE

1937 Delahaye 135M RoaDsteR
Coachwork by Figoni et Falaschi; Chassis no. 48667; The cherished centrepiece of The Pray Collection for half a century

visit our website for a

current list of cars offered

aMelia island
In conjunction with the Amelia Island Concours d’Elegance
the Ritz-caRlton
8 march 2014

uk +44 (0) 20 7851 7070 Germany +49 (0) 40 441 95 737 canada +1 519 352 4575 www.rmauctions.com
auction license #aB1943/licensed auctioneer #aU942 Brent a. earlywine
ignition // NEWS
O B I T UA R Y

Ken Gregory 1926-2013

Stirling Moss’s manager and a controversial gure who changed British motor sport forever
Words Tony Dron Photograph The GP Library

So many HorSa glider pilots were killed in the latter

stages of World War Two, especially those taking troops
immediate and close friendship with another dynamic
personality, the 19-year-old rapidly rising star of 500 racing,
‘As Stirling Moss
into Arnhem, that the Army made a big push to train Stirling Moss. Ken was appointed assistant secretary of the recalls today:
replacements. One such, at Brize Norton, was the
18-year-old Ken Gregory; but peace came just as he
HLCC, li(ing his pay by £1 a week and entering a way of life
involving relentless, constant work. “He bought the
quali$ed, leaving him with mixed feelings for the rest of his Ken showed promise as a driver in 1950, with a works 250F without my
life over missing the lethal action. His survival enabled him Kie( in the inaugural car race meeting at Brands Hatch –
to become one of the most in&uential personalities in by then the new home of the HLCC (which later became the knowledge and it
post-war British motor sport.
Ken, who has died aged 87, le( the Army in 1949 needing
BRSCC) – an event that he himself had organised. Ken then
won the Junior Championship title at Brands Hatch in 1950
came as a bit of a
a job immediately. His father had died when he was $ve, with a Cooper and, in November of that year, Kie( took shock. But it was
leaving his mother, who trained as a nurse, to bring up two
sons in the north-west of England. By chance, Ken was sent
14 international records at Montlhéry, with drivers Stirling
Moss, Ken Gregory and Jack Neill. the right decision.
to the Royal Automobile Club, Pall Mall, for an interview However, too busy to pursue his own driving career, I owe a lot to Ken”’
with Colonel Barnes, who ran its competitions department. Ken stuck to work. Stirling had moved in to share Ken’s &at,
Ken knew nothing about motor sport then but was delighted apparently to hide all his girlfriends from his parents, and
to be employed on general o#ce duties for £5 a week, Ken naturally became increasingly involved in the logistics
allowing him to rent a tiny garret in Hampstead. The work of Stirling’s career. From 1952, Stirling asked Ken to take
was hectic, with motor racing $nally taking o" again a(er the job on formally, which he accepted.
the war, and there was the exciting prospect of the In the following years, as Stirling’s international racing
forthcoming 1949 British GP at Silverstone. schedule became even busier, it was impossible for Ken to
Ken was a quick learner with $rst-class administrative attend all the meetings. With young Moss out of contact for
skills and a driven personality, inclined to work days, nights much of the time, Ken increasingly turned to Stirling’s
and weekends. Accurately, he saw a future for motor racing father, Alfred, when it came to the business decisions.
that was nothing like the amateur days of the past and into Ken was quite capable of making bold decisions on his
the 1960s he was a key $gure in making that future happen. own account, all of which turned out to be wise moves. An
This frequently grated with more traditional types and example was the purchase of the Maserati 250F for
even Denis Jenkinson once wrote that Ken Gregory was the Stirling’s 1954 season, as told in full in Ken’s revealing and
kind of creature one might $nd under a stone. Writing about entertaining book Behind the Scenes of Motor Racing.
Maserati 250F chassis numbers, ‘Jenks’ accused Ken of the Published in 1959, it has the fresh feel of recent events.
criminally deceptive act of changing the chassis number of The purchase of the 250F was inspired by Herr Neubauer
the ex-Moss car. But Ken was totally innocent, the ‘guilty of Mercedes-Benz. As Sir Stirling Moss recalls today, Ken
party’ being the Maserati factory itself, and Jenks was acted boldly: ‘He did it without my permission or knowledge
forced into settling out of court, with a long apologetic and it came as a bit of a shock. For one thing, we had to $nd
correction. Some people just didn’t like the controversial the money, but it was the right decision. I owe a lot to Ken.’
Ken but he was a genuine enthusiast, simply decades ahead Stirling showed the required star quality in the Maserati,
of the game in his clear thinking. enabling Ken to meet Neubauer again and get Moss into the
As a director at Brands Hatch, Ken was largely Mercedes-Benz team for 1955. On that occasion, too, Ken
responsible for turning a &edgling club circuit into a major had to exercise his own authority in Stirling’s absence.
international venue; most famously of all, as the manager From 1955, Ken also managed the easygoing Peter
of Stirling Moss, and a director of Stirling Moss Ltd, he is Collins and in 1957 he started the British Racing Partnership
credited with creating the very image of a modern F1 team with Stirling’s father; but the world came crashing
professional racing driver as a marketable brand; and later, down for the Moss camp when Stirling had his serious
as a Formula 1 team owner, he introduced an entirely new accident at Goodwood in 1962.
form of commercial sponsorship in which the cars and the Ken later changed direction, becoming a publisher and
team bore the name of the backer, not the constructor. launching the successful Cars & Car Conversions
Think of Red Bull Racing today and it seems perfectly magazine. Moving on again, he became a major operator Opposite page
natural – but back in 1959 the creation of Ken’s Yeoman in the business aviation world before he retired to Ken Gregory, looking suitably dapper in
Credit Racing was shocking to some F1 diehards. Northumberland and, $nally, Spain. sunglasses at Goodwood in 1951, with
Mr and Mrs Dan Glover, who donated
Ken’s powerful in&uence in the future of British motor Ken Gregory should always be best remembered, Goodwood’s Glover Trophy for F1 racing.
racing started while he was working at the RAC. Deeply however, for his wide-ranging, deep and long-lasting Moss is in the Kie( CK51, having won the
impressed by the Half-Litre Car Club, he struck up an contribution to motor racing as we know it today. International Trophy in its maiden race.

OCTANE february 2014 19

 ignition // NEWS

in brief

Goodwood 2014 THeme

The theme for the 2014 Festival of
Speed is ‘Addicted to Winning – the
Unbeatable Champions of Motor Sport’,
celebrating the legendary drivers,
riders, teams and manufacturers who
have dominated their sport. Dates have
now been con!rmed as 26-29 June for
the Festival and 12-14 September for
the Revival. Both are advance-booking
only, with tickets already on sale.
// www.goodwood.co.uk

O B I T UA R Y

new world record for

pre-war car across Usa
Australians Rod Wade and Michael
Flanders have set a new world record
Henry Taylor 1932-2013
for driving a pre-war car across the Race and rally driver who later became Ford’s competitions manager
USA. The pair le$ Staten Island, New
Words Tony Dron
York, at 00.01am on 22 November and
arrived in Venice, Los Angeles, 50
hours, 20 minutes and 6 seconds later, Henry Taylor, who has died aged front-runner for four seasons, later down the bob run in Cortina
having endured freezing rain, fog and 80, was a gentleman farmer from enjoying further success with a Jaguar d’Ampezzo. He then raced and rallied
snow en route. Next up, in June 2014, Bedfordshire who showed great D-type. During the winters, he also Cortinas, notably for Alan Mann
is an ocean-to-ocean drive across promise as a racing driver before his drove for the British bobsleigh team. Racing. A$er an eyesight test at
Australia – all to raise awareness and
funds to support kidney disease.
single-seater career was ended by a In 1959, he became an F1 driver Bridgehampton circuit in the USA, he
// www.vintageadventurer.com serious accident. His enthusiasm with Reg Parnell’s team of Coopers, made a name for himself there with a
undiminished, he went on to success with a fuller season in a Parnell- giant-killing act at the 1963 Double
Healey visiT worTH £1m in rallying and saloon car racing and entered Cooper T51 in 1960. In 1961, 500Km. The authorities had failed to
A study has shown that the 4th
European Healey Meeting in Crie ,
later as Ford’s competitions manager. by then driving a Lotus 18 for UDT spot that the ‘Henry Taylor’ who took
Scotland, in May 2013 brought Taylor’s competition career began Laystall/BRP, Henry lost control the eye test was actually Alan Mann.
economic activity of £952,400 to the in speedway, followed by an Austin 7 during a very wet British GP at Aintree, From 1966 to 1969, Henry ran Ford
area, nearly three-quarters of which special, but he came to the fore in 500 spinning into the barriers a$er the fast of Britain’s competitions programme
came from overseas. The study was Formula 3 racing with Coopers from Melling Crossing. This accident resulted before moving to France. He retained
undertaken by the Federation of British
Historic Vehicle Clubs in association 1954, taking two championships in the loss of his sight in one eye. his interest in motor sport, notably
with the University of Brighton. despite having a JAP engine instead of Becoming a Ford works driver, he taking an active role as a BRDC
// www.fbhvc.co.uk the dominant Manx Norton. He was behind the stunt that launched director from 1992 to 2000. His wife
remained a junior single-seater the Cortina by driving a team of them Peggy and two sons survive him.

Gas turbine lotus set for restoration

Classic Team Lotus to return the innovative Type 56 to running condition
one of THe four gas turbine-powered, four-wheel-drive
cHampionsHip podiUm for Lotus 56s built for the 1968 Indianopolis 500 is to be
yoUnGesT HisToric racer restored to running condition by Classic Team Lotus.
Ed Thurston, at 13 the UK’s youngest The innovative, near-silent machine could perhaps have
historic motor sport competitor (he
was featured in issue 123), has !nished dominated Indy, until regulations were changed to restrict
in third place overall in the RetroRacer gas turbine output. It came close in the 500, with all three
Historic Kart Championship, having cars entered (one car had been destroyed in testing) failing
been granted special dispensation to only in the last few laps.
compete. ‘I’m very proud of myself,’ he Classic Team Lotus boss (and son of Lotus founder Colin)
said, ‘although the signi!cance of it
hasn’t really sunk in yet. I want to drive Clive Chapman estimates a 1000-hour restoration, with Vince
historic cars professionally, and this Granatelli, son of STP founder Andy, rebuilding the engine.
takes me another step closer.’ // www.classicteamlotus.co.uk

20 february 2014 OCTANE

 Friday January 17
Saturday January 18
Arizona uSA

The 1956 new York Auto Show car

1956 FERRARI 410 SuPERAmERIcA SERIES I cOuPE
coachwork by Pinin Farina chassis 0475 SA

Highly Original Factory Works car

1973 ALPInE A110 1800

1985 FERRARI 288 GTO

coachwork by Scaglietti

Now INvItINg CoNsIgNmeNts

Amelia Island Auction march 7
Pebble Beach Auctions August 16, 17

+1 310 899 1960 REGISTER TO BID VIEW LIVE AucTIOn GOODInGcO.cOm

 ignition // NEW CAR NEWS

In hyper drive mode

Octane gets a ride in the McLaren P1. New testing parameters result
Words John Simister

Can progress ever stop? Or will there always be new and

better ways to do things, and new discoveries to be made? In our
wearier moments of being browbeaten by ever-tighter regulation and
ever-bossier authorities, we might wonder if car design, in particular,
has reached a plateau.
Making cars ever more powerful, faster and grippier seems
increasingly academic because there’s ever less opportunity to use the
result. Paying the large amount of money required to own such a
machine has never seemed da$er, unless the knowledge of its
theoretical ability is thrill enough. Far better, especially if one is of an
Octane mindset, to own and drive something able to give thrills and
pleasure at normal road speeds. And then you !nd yourself part of a
McLaren P1 buyers’ experience day, and all that logic goes straight out
of the exhaust pipe. Unless the P1 is in pure electric mode, of course. 3.8-litre, 739bhp, #at-crank V8’s twin turbochargers, but IPAS brings
Buyers of P1s, all 375 of them, are encouraged to take a ride with a proper slug of energy as long as there’s charge in the battery pack.
McLaren’s test drivers at Dunsfold air!eld in Surrey, where much car Even in Track Auto mode the P1 is as fast as most humans can cope
testing takes place. P1 deliveries have just begun, but some buyers with; the systems can then ensure the charge reserve is maintained.
still have quite a time to wait before their cars (all le$-hand drive, The P1 can hit 62mph in 2.8 seconds and explode onwards to
incidentally) are !nished. So McLaren feels it is only right for them to 217mph. Subjectively, these are savage forces. Goodwin can’t see how
experience what it is they’ve bought. During that experience, their the P1 can be anything other than the fastest road car round the
minds might well depart from their bodies. Mine did. Nürburgring, given its power, low weight and downforce, although no
As we touched 180mph at the end of quite a short straight, it was o cial time is posted. But !gures are academic once you’ve felt the
as if I were watching a !lm of someone like me sitting next to Chris way the P1 masks all notions of inertia as it #icks through high-g
Goodwin, chief development engineer for the P1, who is demonstrating corners, how Goodwin powerslides eortlesly through a chicane, how
with complete nonchalance what 916bhp can do and what 3.5g of that downforce – 600kg at 150mph unless you press the DRS button
cornering force can also, transiently, feel like. We’re in race mode with (more F1) – nails it to the ground. And it sounds like nothing else, sort
manual paddleshi$ control of the seven-speed, double-clutch gearbox, of screaming supercar meets underground train.
because, says Goodwin, ‘it’s more fun’. One other thought. The P1 publicity shots show a yellow car slashed
That fun is all the greater if the IPAS button on the steering wheel in gaping black carbon!bre wounds, and to my eyes it’s all a bit much.
– the Instant Power Assist System, aka KERS – is pressed during a ‘My’ test car was black all over, and menacing with it. I know what
foot-to-the-#oor moment. Already the 179bhp electric motor has been colour scheme I’d have, were any of the 375 P1s le$ unspoken for and
!lling in any so$ness in power delivery brought about by lag in the assuming I had the required £866,000. Which, obviously, I haven’t.

22 february 2014 OCTANE

 Omni Amelia Island Plantation Resort USA

Friday March 7

1957 MeRcedeS-Benz 300 SL ROAdSteR

nOw InvITInG cOnSIGnmEnTS

Amelia Island Auction March 7
Pebble Beach Auctions August 16, 17

+1 310 899 1960 REGISTER TO BID GOODInGcO.cOm

 ignition // NEW CAR NEWS

Barn again
Nene Overland has expanded its ‘Icon’ range of modied Land
Rover Defenders to include subtle Heritage and Retro versions
Words David Lillywhite Photography Mark Dixon

really it makes no sense: take a deliberately 3.2TDci can be tted – as can a 412bhp 5.0-litre V8
bog-basic, no-nonsense Land Rover Defender, and Mustang. Auto transmissions are also possible.
add luxury and power to create something perhaps As in any Defender, there’s not a lot of legroom in
a little less t for purpose – but rather more either of these examples, adjustment to the seating
enjoyable, and appealingly unique. position is limited, the windscreen is vintage car-close
Cambrideshire-based Nene Overland has been and ergonomics are hopeless by current standards.
doing this for years, selling 80-90 converted ‘Icon’ But there’s less hard plastic in view than in a
Defenders a year. The market has changed lately stock Defender, and the seats are a little less
and, in addition to the more brash tuned versions, London bus, a little more Aston Martin. Doordcards
Nene is now selling subtly tweaked and styled and dashtop are trimmed in leather, and those parts
‘Heritage’ and ‘Retro’ versions, as you see here. of the dash that haven’t been hidden in hide have
The Heritage 90 is a particularly appealing been treated to a coat of paint instead – a job that
machine. As with all variants of Nene’s Defenders, necessitates removing the entire structure.
specication is down to the customer, but what Start her up and, well, she’s not quiet as such but
denes the Heritage is the subtlety of the wheels- there’s a whole lot more hush than in a standard
paint-interior-front grille combination. Defender, and that becomes more obvious still on
The Retro is slightly more in-yer-face, with more the move. The most crucial addition of all on these
modern wheels and brighter colours inside and out. Nene Defenders is that of extensive soundproong.
Both the Heritage 90 and the Retro 110 featured There’s no limit to what can be done, with options
here are near-standard mechanically – most including an iPad mount to allow wireless Top and above
The Heritage 90 (green) and Retro 110 (blue); inside
customers limit themselves to a remapped diesel, connection to engine management and monitoring the 90, Nene Overland removes the full dashboard
though the full range of tuning options is available systems, but we’d keep it simple: a Heritage 90 with structure to paint it and trim dashtops, doorcards
on the 2.2/2.4TDci engines, or the larger 270bhp a tuned diesel and a top-level stereo. Lovely. and, if required, the headlining in leather.

24 february 2014 OCTANE

 JOIN K
US B BOO
EHIND THE SCENES ON FACE

P R I VAT E T R E AT Y S A L E S AT K I d STo n S A

Illustrated 1939 AlfA Romeo 6C 2500 Sport Berlinetta by Touring

ClIeNT PoRTfolIo 1924 Alfa Romeo RL Targa Florio (from the Estate of Count ‘Johnny’ Lurani)
1936 Talbot-Lago T150C Spécial Roadster l 1947 Alfa Romeo 6C 2500 Sport by Ghia
1949 Cisitalia 202 Berlinetta l 1950 Alfa Romeo 6C 2500SS Villa d’Este
1951 Aston Martin DB2 Vantage l 1957 Maserati 200Si (ex-Franco Cornacchia/Carroll Shelby)
1966 Austin Healey Le Mans prototype (ex-Works Sebring 12 Hours/Le Mans 24 Hours)
1967 Ferrari 275GTB/4 (ex-Roman Polanski) l 1992 Ferrari F40 (one owner from new)
2008 Pagani Zonda Clubsport F Coupé
Please note that to respect client con½dentiality not all motor cars available may be shown

KIdSToN S.A. 7 AveNue PICTeT de RoChemoNT, 1207 GeNevA, SwITzeRlANd Tel+41 22 740 1939, fAx+41 22 740 1945, www.KIdSToN.Com
1932 Isotta FraschInI t8a cabrIolet
by Worblaufen
From the Albert Prost estate

r etromob i le 2014
by a r tc u r i a l m oto r ca r s
THE OFFICIAL SALE
I n C L u d I n g T H E A L b E r T P r O S T E S TAT E

f r i d ay 7 f e b r u a r y
R E T R O M O B I L E s h O w • pa R I s

o n li n e catalo g u e
www.artcurial.com/motorcars
+ 3 3 1 4 2 9 9 2 0 5 6 • M OT O R C a R s @ a R T C U R I a L . C O M
1964 feRRARi 500 SupeRfAST
f
fAST S1 pininfAR
ininf
ininfARin
inA

S O LO A L FA 2 0 1 4
by A r tc u r i A L m OtO r cA r S
A s i n g l e - o w n e r c o l l e ct i o n o f 4 0 p o st-wA r
A l f A r o m e o s A n d o t h e r A l f A s

S At u r d Ay 8 F e b r u A r y
R E T R O M O B I L E s h O w • pa R I s

1964 Alf
AlfA
A Romeo TZ1
 ignition // EVENTS

4-8 December
Nassau,
Bahamas

b a h a m a s s p e e d w e e k r e v i va l

Treasure island
Nassau rocks to the throb of classic engines for the third time – but still no proper racing
Words and photography Rob Scorah

StalwartS of the British classic scene such lines of Andreas Mohringer’s 1965 Ferrari Dino made both courses look e!ortless in a modern
as a 1965 Mini-Cooper and a ’55 MGA roadster 166/205 prototype won the day despite the presence Audi R8 Spyder.
(all the way from Harrogate, Yorkshire) rubbed of a supremely elegant and original (alloy) 1949 As a full-on racing event, Speed Week isn’t there
shoulders with the likes of modern blown Jaguar XK120 and a Ferrari 250 Boano. yet. As one of the organising team said: ‘We have the
Mustangs and a Nissan GT-R – in di!erent classes, A%er a day’s rest and the odd repair, the cars were passion but we need the track.’ This year, organisers
of course – to take on the now familiar hillclimb to again in action on the coned-o! hillclimb. What the Jimmie Lowe and David McLaughlin held up a map
Fort Charlotte and makeshi% street circuit around track lacked in gradient, it made up for in twisting of the circuit the Government has promised to build.
the colourful Arawak Cay ‘"sh fry’ area. hairpins and shi%ing cambers. The big modern With that in place, this could easily become the
As much about lifestyle as it is about racing, the machines were almost hobbled by their own weight Goodwood of the tropics. It’s vibrant, eclectic, a little
Speed Week Revival kicked o! with the so-called and power, while minnows such as John Kane’s half-baked, yet quite marvellous.
007 tour – a pretty spirited dash around the island 1965 Lotus Seven dri%ed de%ly between the cones
from Nassau to the exclusive Lyford Cay estate. – helped more than a little by his Caterham
Spurred on by the promise of lunch at the elegant Academy experience, no doubt.
golf club, the pack achieved three-"gure (and then The Dino was in action, its main ‘period racing’
some) speeds along the backroads near to the class rival being the 1955 Maserati 150/200S of
original 1960s Speed Week track at Oaks "eld, Mikel Willms; an original Briggs Cunningham
expertly shepherded along the straight-and-rather- Sebring car. Both put in feisty performances, with the
narrow by its blues-and-twos police bike escorts, Trident coming "rst and the Prancing Horse second.
a few of whom managed to pull the odd high-speed A similar duel was re-enacted on the following
wheelie along the way. day, with a similar placing on the beachfront sprint
Lining up before the colonial pink-and-white course. Octane columnist, former Le Mans
clubhouse for a concours d’élégance, the sublime champion and event patron Derek Bell naturally

28 february 2014 OCTANE

 7-10
December
Land’s End to
John o’Groats,
UK

LeJog

Where’s the weather?

No ice or snow but still plenty to challenge on LeJog 2013
Photography Francesco Rastrelli

In spIte of unusually temperate weather,

this year’s LeJog maintained its status as the
toughest event of its kind as 65 crews battled with
strict time controls over a challenging 1500-mile
route from one end of mainland Britain to the other.
Said Patrick Burke of organiser HERO: ‘We had no
Clockwise from above snow, no ice on the roads and even temperatures up
Ex-Briggs Cunningham 1955 Maserati to 15°C when we are normally used to -5°C.’
150/200S chases 1965 Dino 166/205; Daytona The route le% Cornwall via Somerset and Porlock
and Jaguar XK120 line up for the concours;
AC Cobra snakes along the harbour; works
Hill for Llangollen in Wales, then the counties of
1930 2.3-litre supercharged OM 665SS was Cheshire, Lancashire, Yorkshire, Dumfries and
a Mille Miglia class-winner in its day. Galloway, Loch Linnhe and across Scotland to arrive
in John o’Groats a%er four days of hard slog.
The battle between early "rst-place contenders
Andrew Buzzard and Robb Lyne (1967 Alfa Romeo
Giulia Sprint GTV, right) and last year’s winners Andy
Lane and Iain Tullie (1973 BMW 2002Tii, below the
Alfa) raged into Carlisle and continued for the next
two days. Buzzard had the bit between his teeth and
the slick map skills of Lyne meant that the outcome
would only go one way. However, Lane and Tullie
were also in top form, receiving gold medal status
and "nishing "rst in their class.
Third place went to Tony Sheach and Rob Ki!
in a 1964 Triumph TR4, who were in close
contention but slipped back to compete against
fourth-placed Nick Jarvis and Ryan Pickering. Both received at the start of the Welsh night leg,
crews were in similar vehicles and neither was containing copies of the maps of the sections with
prepared to give anything away. the route marked on it in case they got lost. If at the
Celebrity status was guaranteed for German lady end of the leg they had broken the seal or failed to
crew Stefanie Edelho! and Sandra Wukovich, who hand the envelope back, they would incur a points
were followed by a TV crew from their home nation. penalty and would not be eligible for a medal.
They competed in a 1979 Volkswagen Iltis that had The event served as the "nal qualifying round
been provided by the VW Museum. of the HERO Cup, in association with EFG
For many crews, just crossing the "nishing line is International. Points are currently being scrutinised
the main aim. Newly for this year, event director and the winner of a week’s luxury sailing in the
Peter Nadin included a ‘panic envelope’ that crews Mediterranean will be announced soon.

OCTANE february 2014 29

 ignition // EVENTS

burma road classic

28 OctOber
Breaking new ground – 19 NOvember
Yangon-Bagan-
Yangon,
The extraordinary terrain of Burma plays Burma
host to an extraordinary new classic tour

with help from the Myanmar Ministry of In Bagan, participants got to travel by horse and Mandalay and the Sagaing Hill, with its many
Tourism, Destination Unlimited-Rally was formed carriage, cruise along the river, take a trip in a hot air monasteries, and then Monywa to see the Pho Win
18 months ago to organise the rst historic rally in balloon at sunrise and drive their cars between the Taung caves and rock carvings.
a country that not long ago was considered area’s thousands of pagodas. And then came the The road from there led home to Yangon via the
o-limits. Special permission was granted by the road to Mandalay: actually a bumpy and sandy road arid central plains, through the oileld of Magwe
Burmese Government on the condition that entrants alongside the Irrawaddy river that led to the old and via the commercial city of Pyay. All the cars
would follow a strict and detailed roadbook, and a Palace of Mandalay. completed the journey with only minor hitches and
route was drawn up that would take in 2532km of A#er Mandalay, it was back to the mountains and no accidents a#er 22 days of driving through
dirt and asphalt roads. the former British hill station of May Myo, before countless villages packed with children, bicycles,
The rally le# Kandawgyi Palace in Yangon bound gradually heading back via the central plain past dogs, cows and pigs.
for Taungoo, with nine cars on the starting line:
1927 Bentley Tourer, 1930 Rolls-Royce Phantom II,
1938 Buick, 1959 Mercedes-Benz 220SE, 1962
Porsche 356, 1964 Mercedes-Benz 230SL, 1964
Toyota Land Cruiser, 1970 Mercedes W114 and a
modern Land Rover. November was chosen for its
warm, sunny weather and the colour of the
landscape, and entrants were escorted to the city Above, le and below
limits by the Myanmar Classic Car Club. The 2532km route took in
The adventure really began a day later, on the monasteries, pagodas,
inundated roads and the 20-lane boulevard of the palaces, caves and even the
road to Mandalay. The nine
new capital city Naypidaw. Arriving later in Shan cars taking part included a
state, the cars climbed towards the town of Pindaya, Porsche 356 and a 1927
with a stop at an elephant camp where drivers and Bentley Tourer.
co-drivers could refresh themselves by plunging into
the river with the giant beasts.
That night’s accommodation was in a hotel at an
altitude of 1300m, and a highlight the day a#er was
a visit to caves festooned with 8000 gures of the
Buddha. From the Shan hills, going down the valley
towards Inle lake, mechanics had to work on the
brakes of the Bentley and one of the Mercedes,
which were overheating. Payback came with a day of
leisure on the lake, !oating in motorised canoes to
see the famous !oating gardens of Inle, while the
mechanics serviced every car.

30 february 2014 OCTANE

 CARS
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 IGnItIon // DIARY

best event

Amelia Island Concours

foR THoSe who %nd the concours Ford GT40 taking top honours in the impressive machinery, then, but there useful information
circuit to be unbearably stu#y, Amelia Concours de Sport. Don’t expect to see is, increasingly, more to Amelia than
Island is the perfect antidote – an event either of those beauties return, though: the classics that litter the golf course Where The Ritz-Carlton Amelia
of serious quality that nonetheless event founder and chairman Bill Warner of the Ritz-Carlton. The hotel itself will Island and The Golf Club of Amelia
refuses to take itself too seriously. handpicks the entries to ensure a host a variety of seminars in the week Island, Amelia Island, Florida, USA
Despite the fact that it has grown di#erent %eld each year, and special before Concours Sunday (9 March) and
When Concours Sunday 9 March
like a tri$d in the last 18 years, classes for 2014 will include one for auction addicts will be spoiled, with
attracting sponsors le( and right, BMW’s brilliant CSL Batmobile, and Gooding & Co and RM set to hold %rst- hoW much Adult tickets are $60
Amelia remains famous for its relaxed another for the cars of German racer rate sales on 7 and 8 March respectively. when booked in advance. Children
atmosphere, and the 20,000 enthusiasts and guest of honour Jochen Mass. There will be a silent auction, too, to aged 12-18 pay $40, and under-12s
who attend each March do so as much Among the Mass mounts due to raise money for local charities, and if get in free with a paying adult. A
for oddball judging classes such as appear is his 1989 Le Mans-winning you stray ‘o# campus’ on 8 March, you’ll $20 surcharge buys you early entry.
‘What Were They Thinking?’ as they do Mercedes-Benz/Sauber C9, and %nd the upstart Festivals of Speed
getting there Jacksonville
to ogle the several hundred bona %de McLaren will be bringing along his gathering at the Omni Plantation
airport connects with many of
world-class classics that contest 1973 M23 F1 car – as well as tooting Resort just down the road. Though it is
the USA’s major hubs and is just
‘Best in Show’. its own horn as it celebrates its 50th still nominally a one-day concours,
30 minutes from Amelia Island.
That prize went to a 1936 SJN birthday with a special display. Amelia has grown into a multi-headed
Duesenberg last time out, with a 1968 Guests will certainly have their %ll of monster of an event. info www.ameliaconcours.org

LIstInGs

1 january 2014 22-26 january 3-8 february 21-23 february 13-16 marCH 4-6 aprIL
New Year’s Day Gathering Cavallino Classic The Winter Trial Race Retro Retro Classics The flying Scotsman
Brooklands Museum, Weybridge, Palm Beach, USA. Ferrari festival A tough six-day drive all the way Stoneleigh Park, Warwickshire, Stuttgart, Germany. Featuring Regularity rally for pre-1941 cars.
UK. Brooklands kicks o# 2014 including a concours and tours. from Copenhagen, Denmark, to UK. Historic motor sport event youngtimers and 'neo-classics' A new route starts in the Forest
with this event for pre-1973 cars. 22-29 january Oslo, Norway. with driving action and displays. as well as all the usual stu#. of Arden and winds its way north
5 january Rallye Monte Carlo Historique 5-9 february 23-27 february 21-23 marCH on some of the UK’s best roads.
The Midlands Autojumble Cars starting in Glasgow, Reims, Rétromobile Winter Challenge to Avignon Motor festival 4-6 aprIL
Coventry, UK. A brand new and, Barcelona, Stockholm and Monte Paris, France. Stylish show Monte Carlo Avignon, France. All sorts of fun Regis Classic Tour
happily, all-indoor autojumble. Carlo tackle a 2500km route. boasting some 500 classics and Popular rally from Race Retro machinery on display, including Annual tour through pretty
9-12 january 23-26 january a two-day Artcurial auction. to Monte Carlo, via Monaco. tractors, trucks and drag racers, Lincolnshire to raise money
Autosport International The Winter Marathon 20-22 february 28 february – 2 marCH 26-30 marCH for cancer charities.
Birmingham, UK. Huge show Madonna di Campiglio, Italy. WinteRace Antwerp Classic Salon Techno Classica essen
featuring cars from just about Now with an ice race for the Cortina d’Ampezzo, Italy. Antwerp, Belgium. Busy show Essen, Germany. Huge show that
every discipline of motor sport. %rst 32 entries. Snowy regularity contest in the with an international reputation. draws exhibitors and visitors GO ONLINE!
17-19 january 31 january – Dolomites for pre-1976 cars. 7-9 marCH from far and wide. www.octane -magazine.com
Octane makes every effort to
InterClassics & TopMobiel 2 february 21-23 february Amelia Island Concours 28-30 marCH ensure accuracy on these pages,
Maastricht, Netherlands. Indoor Bremen Classic Motor Show ClassicAuto Amelia Island, Florida, USA. Veterama Hockenheimring but recommends that you contact
event organisers before setting
show including a celebration of Bremen, Germany. Ever-growing Madrid, Spain. Bustling trade Top-drawer concours with Hockenheim, Germany. Vast and out. Visit the Octane website
Maserati’s centenary. event with over 600 exhibitors. show in the Spanish capital. over 250 rare vehicles. very enjoyable autojumble. for contact details.

32 february 2014 OCTANE

 INVITATION TO CONSIGN

Where the world’s greatest cars come to be sold

PRESENTING AT RETROMOBILE 2014
Once again Fiskens will be staging their acclaimed stand at the Paris classic car show.
Having previously exhibited and sold two famous GT40s, a Jaguar C-type, an Aston Martin DB3S,
a ‘barn find’ supercharged Squire and MG K3, two Ferrari 275 GTB Competiziones, the ex-Billy
Fiske Blower Bentley and the ex-Scrap Thistlethwaite Le Mans Bentley during previous years
exhibitions, Fiskens are now looking for cars of a similar calibre for their 2014 display - and all for
a single commission. To be part of this select group of what Octane magazine described as both
“a class act” and “like a classic car show in its own right”.
For further details please contact Gregor, Dylan or Rory on +44 (0)20 7584 3503

CONSIGN
ED
1966 F
ERRAR
I 275 G
TB/2 A
lloy

FISKENS, 14 QUEENS GATE PLACE MEWS, SOUTH KENSINGTON, LONDON SW7 5BQ T: +44 (0)20 7584 3503 W: WWW.FISKENS.COM
 Letters
Write to: Octane letters, Octane Media Ltd, 5 Tower Court, Irchester Road, Wollaston, Northants NN29 7PJ, UK.
Email: [email protected], fax: +44 (0)1933 667309. Please include your name, address and a daytime telephone number.
Octane reserves the right to edit letters for clarity. Views expressed are not necessarily those of Octane magazine.

GETTING IT OFF HIS CHEST former category he put things like the
AS A RESTORER of fine antique work of the potter throwing pots on a
furniture, who has been taught always wheel, where the outcome is
to save as much of the original item uncertain until the pot is finished.
as possible, I read with interest David In the second category he put things
Lillywhite’s editorial ‘To modify, or not made by machine tools, where the end
to modify?’ in Octane 127. result is predetermined.
Some time back I restored an We must be realistic about our cars.
Austin-Healey 100, classic cars being However rare, beautiful or expensive,
a passion of mine. I managed to save they can all be examined, measured
the chassis, tub, all four wings and the and recreated.
shrouds, which was not easy and took Why should one car with a
me seven years in the little spare time successful racing history be more
I could find. I restored the ’Healey as valuable than an otherwise identical
I would an important piece of car without the history? The history is
furniture, keeping everything I could really no more than a happy coming
original, but incorporating any period together of variables such as driver,
modifications to improve the track and weather conditions, and
suspension or brakes. opposition. Much better to buy the
While at Birmingham’s Classic cheaper car and get it properly sorted
Motor Show in 2012 I noticed at least by a competent engineer.
five Austin-Healey 100s that appeared As far as modifying old cars goes,
L E T T ER O F T H E M ONTH to have new chassis, new alloy don’t get too hot under the collar.
shrouds, new alloy wings and so on; What has been changed can always be

Campbell as a child in effect they were brand-new cars but

the identification plates labelled them
as Austin-Healey 100 BN1s or BN2s.
changed back if the need arises – and
remember that it’s only when supply
is short that prices rise.
WHILE READING issue 127 of Octane, I was particularly drawn to the features Is this right? I think we must all learn to be more
about Bluebird K3 and the Bugatti Bébé children’s car. I have to confess that, when my tolerant of others’ views. If you have
Bringing together those two strands, I thought you might be interested in the father died, he le& me a George III the money, enjoy the car with history.
attached photo. Many years ago, my maternal grandfather (who quite by mahogany bow-fronted chest of If not, have a replica. Replicas are a
coincidence had been at Uppingham with Donald Campbell) befriended Jean drawers; the carcass, being made of great way to sample some of the joys
Wales, the daughter of Sir Malcolm Campbell who lived locally to him in Sussex. so&wood, had a lot of damage, but of classic cars at modest cost.
Jean indulged me, as a young petrolhead, at every opportunity. We spent many more worryingly was also full of I get my own motoring kick from
wonderful days and evenings together; hearing her recollections growing up as woodworm. So I remade a complete an MG Midget 1500, which I have
part of such a legendary family was fascinating. She was a tremendous character chest of drawers in exactly the same stripped of bumpers, windscreen,
who never went anywhere without her little Pekinese dogs, and usually with a way, starting with a pine carcass, hood, heater and interior trim. I now
G&T in her hand! which I veneered in mahogany crown drive it ‘Biggles like’ in flying helmet
One day, she gi&ed me this rather special photograph, which depicts her with cut veneer. I then distressed the and goggles. I have made simple
a young Donald playing in a scale replica of Sir Malcolm’s 1927 Bluebird. I’ve no bottoms of the feet and moulding and modifications to the suspension, and
idea who took the photo, but it was quite possibly Sir Malcolm himself. And, even put a few dents in the top. the weight-saving has had the same
given Sir Malcolm’s history as a Bugatti dealer, I don’t suppose it’s too much of In fact, I copied all the patina from effect as tuning the engine and
a stretch to imagine that the young Campbells might also have enjoyed a ‘Type the old chest before the new one was upgrading the brakes. It’s a great way
52’ child’s car as well, at some point. French polished, cut and waxed, and to enjoy the country lanes on a dry day.
To the best of my knowledge, this picture has never been published and it I then removed the old brass handles DICK MATHER WILTSHIRE
remains a deeply treasured possession. Jean was very kind in passing me small and fitted them to the new chest.
items of memorabilia, but this is the most special, particularly as she signed it to The old chest was finally burnt at IT’S CALLED PROGRESS
me. I hope it may prove to be of interest to you and your readers. the bottom of my garden – and I take While enjoying Octane 127, I read with
ANDREW SWIFT BY EMAIL great delight in telling all of my friends growing dismay Robert Coucher’s
that it’s the original chest that my column about new cars being
father le& me! overloaded with electronics and why
THE LETTER OF THE MONTH PETER TAYLOR SURREY this makes classic cars superior.
W IN S A S T Y L I S H L E AT H E R K E Y F O B F R O M G T O L O N D O N This is the same tired and clichéd
LET’S NOT BE PRECIOUS diatribe trotted out in too many classic
A truly handsome and strong item, worth £150, this
key fob from GTO London is made of fine leather
I WAS DELIGHTED to read David car publications and not one I feel is
clasped onto a handcraed stainless steel key ring. Lillywhite’s editorial in Octane 127 worthy of Octane. Yes, classic cars
It’s fastened by a spinner inspired by the Borrani and the invitation to comment. offer a very different experience from
‘triple ear’ design that secured the wheels of many
classic cars, including Ferrari, Maserati, Alfa Romeo David Pye, the professor of modern cars and new cars rely heavily
and Aston Martin, with a centre engraved with the furniture dDesign at the Royal on electronics for many of their
renowned Borrani hand symbol. This lifelong and
unusual piece is sure to catch the eye of many. College of Art, once looked at all systems. Does this make a classic
www.gtolondon.com manufactured items and said they better? No, it merely makes it an old
were the product of either ‘the car with few, if any, such electronics.
workmanship of risk’ or of ‘the However, many of the cars you laud
workmanship of certainty’. In the in Octane rely on just the electronics

34 FEBRUARY 2014 OCTANE

Coucher seeks to dismiss. Only whAt A dRAg!
recently, you carried a story on a ROBERT COUCHER states in Octane
Subaru Impreza rally car, which 127 that only one Low Drag E-type
would be jam-packed with the latest was made by the factory and this was
technology of its time and rightly so. the Lindner car, 4868 WK. Also he says
This is called progress and is what has that CUT 7 was a Lightweight, which
helped shape so many of the cars we was converted to Low Drag spec. Both
now enjoy as classics. of these statements are incorrect.
KLAUS BEAR london CUT 7 is the original Low Drag car.
This is the only factory-built Low
Drag, as it was later decided to build
the Lightweights on an alloy version of
the standard roadster shell. This car
probably inspired the Lindner car.
4868 WK was supplied in 1963 as
a Lightweight and was modi'ed in
March 1964 with the Low Drag roof,
done at the Jaguar factory.
49 FXN was one of the original run
fLying thE fLAg of 12 Lightweights and as stated in the
THE MAIN PHOTOGRAPH in David article was modi'ed to Low Drag form.
Burgess-Wise’s excellent article about I don’t wish to sound like a
Bluebird K3 (Octane 127) shows the whingeing git, but us enthusiasts have
Union Jacks the wrong way round. to rely on journalists to give us the
Was this the case with the original correct information.
boat? Given the naval involvement at ALEx mARSdEn west sussex
the time, it seems unlikely.
Second, the description of Maurice Alex, you are 100% correct. CUT 7 is
Maeterlinck as a Belgian motoring the Low Drag constructed by the
pioneer does less than justice to factory. 4868 WK and 49 FXN are both
a man who was also a leader of the modi'ed Lightweights. What’s
Symbolist movement and won the infuriating is that I initially had this
Nobel Prize for Literature. correct but changed the copy at the
(No, I haven’t read him either, but very last minute under deadline
that’s not the point.) pressure. Apologies. Robert Coucher
StEphEn cREw hampshire
Leading the Way
The only 1937 image of Bluebird K3
from starboard that I have is too
Into Burma 2013
heavily screened to make out the (ag,
but the (ag on the boat today is With over 30 years experience
mirror-imaged from the port side of
the boat as though it’s (ying on an Bespoke Handling have been shipping
imaginary (agpole, so you’re seeing the finest motor cars all over the world
the reverse side.
Maurice Maeterlinck was also a ASton V8: A pRopER cAR
pioneer motoring journalist – I have IT WAS NICE to see Robert Coucher
several of his articles – and I have refer to his neighbour’s manual ’box
read The Bluebird (a Fairy Play in Six 2007 Aston Martin V8 Vantage as a
Acts), which is awful sentimental tosh ‘proper car’ while updating us on his
about two children named Tyltyl and XK140 in Octane Cars, issue 124.
Mytyl and their quest for the Blue Bird I sorely miss my old XK140 but I am
of Happiness! I hope he didn’t win the the very happy owner of a manual ’box
Nobel Prize for that… 2009 V8 Vantage.
David Burgess-Wise I’ve o*en thought that the V8
Vantage is that increasingly rare thing:
incoRREctLy fRAmEd a modern car that appeals to
I’M A LIFELONG cyclist, who has built classic-car people. It has many of the
quite a few bikes; while frame-maker characteristics that I love about classic Fabian +44 (0) 7733 110 704
Hetchins is certainly iconic [Letters, cars: stunning yet understated looks,
Octane 126], there’s a lot of real cra*smanship, an engine that is Jeremy +44 (0) 7795 357 414
misinformation around. actually visible under the bonnet and
The letter quotes one: that the that makes glorious sounds, steering
frame lugs were hand 'led. They with true feel, real metal trim and
weren’t. They were punched. switchgear, a wonderful manual +44 (0) 1981 541 081
Hetchins is currently owned by gearbox, and more. It’s an honest car
Jake Rivera of Elvis Costello and – there is no fakery; a new car that WWW.BESPOKEHANDLING.CO.UK
Sti& Records fame. o&ers real character.
phiL BRown california, usa todd K wARREn new york, usa

OCTANE february 2014 35

The private bank
for historic motor racing
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 JAY
LENO
T H E C O L L E C TO R

W
HEN BULLITT CAME out with Steve because you just take for granted that when a car goes by you see
McQueen I wanted to know everything a shadow. You don’t realize how many hours went in to making
about the Mustang. The same with that shadow. When they did the car, they came to my garage with
Knight Rider – I remember tuning in a secret camera and they put the car in the middle of the floor
just to see the car. These days most with a big tent over it. It was some kind of 3D camera but I don’t
people don’t notice the cars the stars are know what it does because I wasn’t allowed to see it. It is not just
driving, but they seem to know the ones in the video games, like the look but the feel they have replicated well. The heaviness of
Gran Turismo 6, which just came out. the big sedan is matched in the game just great.
The idea that concept cars make their first appearance in I had the Mercedes-Benz Gran Turismo concept car in my
video games makes a lot of sense. A movie opens and it makes garage recently. It’s stunning. The front of that car looks like
$50 million and is a huge success. A video game launches and an SLR from the ’50s. The pure design of it I thought was
makes 700, 800, 900 million dollars on the first day because really really good. I thought it was a clean design, it looked
people want to see those vehicles. masculine, and it looked Mercedes-Benz. It looked futuristic yet
In the movie you tend to think of yourself as James Bond or it looked like it could also be a real car.
Steve McQueen, whereas in the People ask why Mercedes
video game there is no human would go to all that trouble for a
element, it’s just the car. So you
are the driver, as opposed to that
‘WHEN I GOT TO DRIVE video game. When you say it like
that it sounds disdainful, but when
person, and you can make it do AT THE NÜRBURGRING, you use the words they used,
whatever you want it to. And the ‘Gaming Console’, it suddenly
video games are way more I PRACTISED ON THE sounds more important. It is a
accurate than the movies. There’s gaming console that is played by
a whole cottage industry of picking VIDEO GAME SO THE millions of people. It’s why games,
out all the little mistakes in various
car films. The only thing missing
TRACK WAS NOT not movies, are seen as the future.
If a car is in a movie it might only
from games now is the gasoline
and rubber smell. When you watch
FOREIGN TO ME’ be in the shot for a second. There
was some hype about Lexus in
a game like Gran Turismo 6, that movie with Tom Cruise, but he
they’ve gone to great trouble to recreate the sounds exactly. got in the car and drove away in a second or two, before you even
A friend of mine got one of the driving games and it has Mark realised what he was driving. In a video game you know your car
Donohue’s Camaro in it. And he couldn’t last past a certain time, is going to be seen by exactly the people you’re trying to reach –
he just couldn’t get any better. Then he read Mark Donohue’s young men, aged 12 and up. Guys who will soon be getting their
book about how he set up his Camaro and his tyre pressures and licence. And what car are they going to want to drive? The car
things, and he put all the stats from the book into the video game. they lusted a$er in the video game. It’s very clever marketing.
He was lapping faster. So you actually are driving the car. In the future I think you will see people going to dealerships
When I got to drive a Jaguar at the Nürburgring, I practised on and taking virtual test drives in a simulator. An actual seat from
the video game. Braking points, the Karussell, all of it was exactly the car and the dashboard in front of you and you’ll ‘drive’ this ‘car’
as it was in real life. Not that I had it memorised, but it meant that instead of taking it out on a real test drive. You’ll go on a virtual
the track was not foreign to me when I got there. test drive to see if you like it. I think that will happen. We will see
The amazing thing to me is the amount of time people dedicate cars reach reality, having started on video games. We already
to it. If you’re going to sit down and play a game it’s the same as have. Every major car company will do this.
watching a two-hour movie. You sit down and pick your team,
your tyres, and your car. It’s hours of information and input. You’re JAY LENO
racing against some guy in Thailand and he’s racing against some Comedian and talk show host Jay Leno is one of the most famous
guy in Finland. It’s a huge commitment. entertainers in the USA. He is also a true petrolhead, with a massive
My 1966 Oldsmobile Toronado is in Gran Turismo 6. They did a collection of cars and bikes (see www.jaylenosgarage.com).
great job with the Toronado. The attention to detail is amazing Jay was speaking with Jeremy Hart.

OCTANE FEBRUARY 2014 37

 Derek
Bell T H E L E G E N D

G
iven sebastian vettel’s ownership Prix West held on the popular Long Beach, California, street
of the 2013 Formula 1 World Championship, track. Unfortunately, the following decade saw a marked decline
his victory in November’s US Grand Prix in both interest and venue, with the Caesars Palace Grand Prix in
came as no great surprise. And, to be Las Vegas lasting just two years, and races in Dallas and Detroit
perfectly honest, it wasn’t a classic race; also failing to go the distance.
certainly not in the same league as the The switch to Phoenix, Arizona, in 1989 saw fans turn away in
inaugural running at the Circuit of the Americas held 12 months droves despite, it has to be said, some quality racing – witness
earlier, wherein Lewis Hamilton’s McLaren hunted down Vettel’s the celebrated Ayrton Senna/Jean Alesi duel in 1990. Sadly, the
Red Bull to claim a well-deserved victory. This time around, Vettel season opener was poorly attended for all three events held to
strolled to his eighth win in succession. Just to rub it in, he also ’91. I am reliably informed that one of these rounds resulted in a
claimed pole position and the fastest lap of the race. Given his smaller attendance than that enjoyed by an ostrich race meeting
dominance en route to his fourth straight drivers’ title, the held only a few miles away… It was no great surprise, therefore,
organisers could have insisted that he tow a caravan behind his that there was no further Grand Prix in the US of any kind until
car and it’s likely he would still have won. 2000, when the Indianapolis Motor Speedway played host.
However, while the race was a What seemed like a natural #t
mite processional, the Grand Prix sadly fell %at. Who could forget
circus was made to feel very
welcome in Austin, Texas. What’s
‘the naysayers are Ferrari crassly staging the #nish
during the 2002 race at The
more, there were rather fuller wrong: not only is Brickyard? Or the notorious 2005
grandstands than can be found in running, where politics and a tyre-
races staged in countries that have there interest in related cock-up meant that just
no motor sport heritage to speak three teams competed? Not the
of. This, for me, goes to prove the Formula 1 in the us, race fans, that’s for sure. They felt
naysayers wrong: not only is there
interest in Formula 1 in the US, but
but also a Future cheated, and with good reason.
A'er three years o" the F1
also a future for the race. Those
who claim that Americans are only
For the race’ calendar, the US Grand Prix
returned in 2012 and is here to
interested in indigenous sports stay. There is even talk of another
clearly weren’t in Austin. US race being held in New Jersey in 2014, although the chances
For me, this isn’t exactly news. Grand Prix racing has a rich of it happening look increasingly slim as this column is written.
history in the US. The #rst race as a round of the Formula 1 World What impresses me most about the Circuit of the Americas is
Championship appeared on the 1959 calendar. It was staged at that it wasn’t funded with taxpayers’ money. Nor was cash
Sebring before a move to Riverside a year later. F1 really found its wasted on needlessly %ashy corporate buildings. Instead, it was
feet, however, when it moved to Watkins Glen in 1962, the Upper spent on what mattered: the circuit itself, which is undulating and,
State New York venue hosting a race until 1980. The ’Glen was as such, naturally makes for better spectator viewing.
popular with fans and drivers alike, and it has a particular But what would really cement the USA’s relationship with
resonance with me as I scored my sole World Championship Formula 1 is American drivers not only competing, but running at
point there in 1970. I had been trying to get my single-seater the front. As it stands, there are none. The last Stateside player
career back on track following my abrupt exit from Ferrari was Scott Speed, whose season-and-a-half with Scuderia Toro
partway through the previous year, and #nished second in the Rosso ended amid much acrimony in 2007. And his replacement?
1970 Formula 2 series, before being o"ered the F1 drive by Team A 20-year-old German by the name of Sebastian Vettel…
Surtees for the penultimate round. I #nished sixth, but had been
on for third place until the car developed a few issues late in the Derek Bell
race. It’s only a footnote in F1 history, but it matters to me. Derek took up racing in 1964 in a Lotus 7, won two World Sportscar
Such was Formula 1’s popularity in the USA during the 1970s, Championship titles in 1985 and 1986, the 24 Hours of Daytona three
there were two races on the schedule during the second half of times in 1986, 1987 and 1989, and Le Mans ve times in 1975, 1981,
the decade – the US Grand Prix East at the ’Glen and the Grand 1982, 1986 and 1987. He was speaking with Richard Heseltine.

OCTANE february 2014 39

 The Aerolithe, Paris Auto Show, 1935 Chassis 57104 with Aerolithe coachwork in magnesium

Our Delahaye at the 1947 Concours du Palais de Chaillot The Franay-bodied Delahaye shortly before restoration started

Pinin 6C 2500, best in show, Concours d’Elegance, Monaco, 1948 The Pinin Alfa undergoing fitting and metalwork

Mr Beep, 1960 Mr Beep in our facility, almost done

THE GUILD has recently finished the recreation manufactured by Schneider before their collapse. There are another twenty-three projects currently
of the Bugatti Aero Coupé (Aerolithe) based on It was built to compete at Le Mans but wound up underway.
chassis 57104. Not yet ready to sit on our laurels, being smuggled out of France to avoid creditors. The Guild works for clients from all over the
we have several other important projects on the go. Perhaps our most whimsical project right now is world and the cars we restore are as varied as the
The ‘lost’ 1945/6 Alfa Romeo 6C 2500 by Pinin the famous child safety car, Mr Beep, people who own them. One thing they do all share
Farina, with its original 1942 chassis which we commissioned by BP in 1959. After a complete in common is that they are all subject to the same
retrieved from Japan, is mid-project, as is a restoration in which his badly rotted underpinnings meticulous craftsmanship for which the Guild has
magnificent 1948 Franay-bodied Delahaye were removed and cast aside, a new 1959 Ford become renowned.
Cabriolet found in a garage in Spain. Zephyr donor car was located and a transplant If you have an important car, to the world or
A personal favourite currently in assembly is a effected. Now Mr Beep is just having his finishing perhaps just to you, give us a call.
1929 Th. Schneider, which was the last car touches applied. We look forward to hearing from you.

The Guild of Automotive Restorers

44 Bridge St, PO Box 1150
Bradford, ON Canada, L3Z 2B5
www.guildclassiccars.com
 STEPHEN
BAYLEY T H E A E S T H E T E

C
AR DESIGNERS work like the army. They are includes the wonderful 240 estate, possibly modelled on a
disciplined but hermetic, existing in isolated Västergötland chie'ain’s coffin and certainly the most rectilinear
communities and talking only to one another car ever made. Correctly, Ingenlath intuits that curves are more
on a limited range of subjects in a specialised emotive than straight lines. And since he wants future Volvo
language intended to exclude the public. They customers to emote heavily, the quest is now, with the aid of dry
travel only to places in essence identical electrodes and a scanner tuned into the brain’s beta and gamma
wherever they are: grim military barracks or tragic international frequencies, to prove the allure of curves scientifically. Or why a
‘luxury’ hotels. Of course, they all wear uniforms. Jaguar XK120 is more attractive than Bill Towns’ Lagonda.
When they settle, it tends to be in quiet out-of-the-way places. Curves are also the subject of research by Oshin Vartanian at
This provinciality, I think, partly explains the deadly conservatism the University of Toronto. With dry electrodes all of his own,
of the automobile industry as a whole. For example, I first met the Professor Vartanian can show that our neural colonies all get
very personable Thomas Ingenlath when he was working for excitedly up in arms when presented with a curve. Voluptuous
Škoda in Mlada Boleslav, the Bohemian town whose Latin name shapes excite the part of the brain that processes emotion, while
is, most amusingly, Bumsla. angular shapes stimulate the dark core of your amygdala, the
Ingenlath has now moved to brain’s fear centre. If you have seen
Volvo in Gothenburg. My favourite a Lagonda, you know that.
memories of Sweden’s second city ‘ANGULAR SHAPES I am not even sure you need dry
include the restaurant where electrodes to prove this. It is well
bear’s paw was always on the STIMULATE THE DARK understood that our reaction to
menu, but always, sadly, ‘off’. curves is based on a simple
Second, very cautious nights in CORE OF YOUR BRAIN’S associational response of a sexual
The Royal Batchelors’ Club on
Skyttegatan. Third, sitting on a FEAR CENTRE. IF YOU character. The world’s most
famous woman architect is Zaha
rock in a swarm of midges
drinking lingonberry and akvavit
HAVE SEEN A LAGONDA, Hadid: she has made her
reputation with lascivious buttock-
cocktails with Ingenlath’s antique YOU KNOW THAT’ profile forms that are emphatically
predecessor, Jan Wilsgaard, feminine. Her design for the Qatar
designer of the Amazon and 240. 2022 World Cup has reminded
Thomas Ingenlath has devised a design experiment that puts several critics of what we might decorously describe as the Delta
him, intellectually speaking, at the very front of his profession. of Venus. Meanwhile, the most famous classical sculpture of
Most designers still (yawn) have a Fender Stratocaster and a Venus is called Venus Callipygos (which means ‘shapely bottom’).
1:24 model Ferrari or a carbon pushbike in their studios for Love and curves go together and that’s a relationship easily
inspirational purposes. Instead, Ingenlath has sets of dry translated into the world of car design. For reasons based in the
electrodes, which he straps onto people’s heads to measure foundations of the brain’s architecture, a curve suggests either
spikes in neural activity when confronted with different aesthetic maternal well-being or an imminent erotic romp, and touches a
impulses. This is known not as torture, but as biofeedback. more profound part of the psyche than a parallelogram. Maybe
Some of the results are not surprising. Men prefer pictures of this is because a woman’s breasts are generally not right-angled.
cars to pictures of crying babies. And two-thirds of women prefer In architecture at this historic moment, Zaha Hadid’s and Frank
good-looking men to beautiful cars. But there is some interesting Gehry’s curves get high approval, so Volvo’s Thomas Ingenlath is
related data too. Separate research shows that men like the lock-stepped with the Zeitgeist. It just proves the aesthetician’s
fronts of cars, while women prefer the rears. I can hear Sigmund belief that cars really are buildings on wheels.
Freud’s ghost hissing this is because the front suggests the male
prerogative of penetration, while the rear suggests the posterior STEPHEN BAYLEY
mating position favoured by most mammals (though not, Author, critic, consultant, broadcaster, debater and curator Stephen
generally, by members of The Royal Batchelors’ Club). co-created the Boilerhouse Project at London’s V&A, was chief
But what Thomas Ingenlath really is a'er is an understanding executive of The Design Museum, and fell out with Peter Mandelson
of how curvaceous shapes affect us. Of course, Volvo’s history when he told him the Millennium Dome ‘could turn out to be crap’.

OCTANE FEBRUARY 2014 41

 ROBERT
COUCHER T H E D R I V E R

‘W
HAT’S IN A NAME? That which we he was actually called Mario – was an artist rather than an
call a rose / By any other name would artisan, so he designed the emotive Maserati trident emblem
smell as sweet.’ Young Juliet Capulet based on the Fontana del Nettuno in their home town of Bologna.
was happy to dismiss Romeo’s And what about drivers? There have been some perfectly
surname ‘Montague’ as being of no named racers in the past: Count Wolfgang Alexander Albert
matter in Shakespeare’s Romeo and Eduard Maximilian Reichsgraf Berghe von Trips, Juan Manuel
Juliet. But having spent some years doing a real job in advertising, Fangio, ‘Emmo’ Fittipaldi, José Froilán González, Innes Ireland,
I soon learnt that there’s actually quite a lot in a name. James ‘Hunt the Shunt’ or Carroll Shelby– if you climbed into a
For example, in 1962 in Dr No, James Bond asked for a ratty old minicab and the driver announced his name was any of
‘Martini, shaken but not stirred’. Of course it had to be Smirnoff these, you’d leap out PDQ!
vodka. Asking for Pyatizvyozdnaya vodka would have been too ‘Sebastian Vettel’ sounds like a salesman for a bottled water
much of a mouthful, even for Plenty O’Toole. Want a tough, no- company, when his actual day job is as a mobile billboard for
nonsense, sports watch? Has to be a Rolex. Casio just doesn’t cut caffeine-laced jungle juice from Austria. Sure, he effectively
it. Your classy, black silk umbrella just has to be by Swaine Adeny pedals a winning F1 racing car – carefully constructed in Milton
Brigg – it simply sounds right. Keynes and largely down to the
Most motor manufacturers now engineering genius of Adrian
understand this, even if not always
originally by design. Would you
‘MASERATI, FOUNDED Newey OBE, who is rather more
interesting to watch behind the
ever aspire to owning a DAF or a 100 YEARS AGO. WHAT wheel of his Lightweight Jaguar
Wartburg? Wolseley sounds like a E-type at the Goodwood Revival
golf sweater, and TVR is an A FANTASTIC NAME FOR than his young operator appears
abbreviation for Trevor: ‘Look at on Sunday a*ernoons. Maybe
my Trevor’ lacks the power of A ROAD OR RACING ‘Adrian’ will become the new
‘Look at my Lamborghini’. The
name Aston Martin exudes British
CAR. IT SOUNDS FAST name for leading engineers.
The name I have not yet
Bulldog spirit; BMW, German
engineering; Rolls-Royce, genteel
AND EXCITING’ mentioned is, of course, Stirling
Moss, the most successful racing
luxury; Mercedes-Benz, Teutonic driver never to be World Champion.
dependability; Jaguar, rakish ease; and Ferrari, Italian passion. Must be the perfect name for a racing driver. Stirling was almost
Of course, in advertising it is all about building the brand and named Hamish on his arrival on 17 September 1929. Hmm.
these priceless names have long benefited from the exacting You know the story – he showed great motor racing prowess at
process that was largely invented by David Ogilvy of advertising a precociously young age but it was the purchase of a Maserati
agency Ogilvy & Mather, for which I used to work. In the 1960s, 250F in 1954 that unleashed him to become one of the finest
David came up with the strapline: ‘At 60 miles an hour, the loudest racing drivers ever. Stirling loved the Maser, number 2508, and on
noise in this new Rolls-Royce comes from the electric clock.’ You his first drive in it he lapped a full five seconds faster than the very
can see how this brand-building manifests. useful Guerrino Bertocchi, Maserati’s chief test driver.
Then there is Maserati. What a fantastic name for a road or Sir Stirling says: ‘It is an honest car: it is like having a really
racing car. It sounds fast and exciting, and what other company good teacher at school, one who really gets your attention.’ Yes,
has the palle to name a model Quattroporte? Sounds glam but it you can imagine how sliding about in a 300bhp single-seater
simply means ‘four-door’. Maserati was founded 100 years ago, 250F at full chat on skinny Pirelli tyres would get your attention,
initially producing Diatto Grand Prix racing cars. The first actual no matter that it might be called a Maserati.
Maserati was built in 1926, the Tipo 26 racing car that debuted
with a win in the tough Targa Florio of that year. Brothers Alfieri, ROBERT COUCHER
Bindo, Carlo, Ettore and Ernesto were the mechanical geniuses Robert grew up with classic cars, and has owned a Lancia Aurelia
behind their eponymous company and, indeed, Alfieri was behind B20GT, Alfa Romeo Giulietta and a Porsche 356C. He currently uses
the wheel of the Tipo 26, winning the Targa. Meanwhile brother his properly sorted 1955 Jaguar XK140 as his daily driver, and is a
number six, going by the fetching name of Wayne – of course not; founding editor of this magazine.

42 FEBRUARY 2014 OCTANE

The 1st Classic Car Rally in Myanmar
was a fantastic success !

Keith Ashworth, 1937 Buick:”we both had such a good time,

we have seen and done so much with such a good group of participants.
The organisation was perfect, nothing was too much trouble, and you
looked after us so well. We would have no hesitation in recommending
your trips to our friends.”

Richard Fenhalls, Mercedes Pagoda 1964: “What a memorable

event and what fun. It was so fantastic and the attention to details
was so perfect.
If you were to change the routing for 2015, we will be back !”

Dominique della Faille, 1930 Rolls Royce: “ C’était fantastique .. !”

Bill Bolsover, 1927 Bentley Tourer: “The Rally was split very professionally
between some great driving experience and exciting discoveries.. hot air
balloon flight, train ride, cave with 8.000 Buddha’s… a Rally that we
will not forget,..... I hate to see foreigners outperform the Brits but you
did here.. Well done ...where is the next one?”

More information on www.theburmaroadclassic.com

or contact us at the [email protected]
A Destination Rally organisation
 GEARBOX

Steve Soper 1 // BIRTH CERTIFICATE

I’d done the Spa 24 eight times and never
This world-class Touring Car driver, Le Mans won. In 1992 with BMW, just before
and GT racer has just resumed racing in historics qualifying, my wife went into labour in
London. A er qualifying, I flew home and
my daughter was born just a er midnight,
STEVE SOPER, now 62, was born in Greenford, London. He le school then I flew back to Spa and raced. I took
at 15, started work at his father’s garage and took up saloon car racing. the lead on the last lap and we won.
I’ll never forget that weekend.
In the early ’80s he drove for Rover, TWR and then Ford Germany in the
European and World Touring Car Championships. He joined BMW in 2 // LIGHTER
1989, where he stayed for 11 years, winning worldwide. Career highlights This was made by my dad in the war out
of two thrupenny pieces. He was very
include winning the Nürburgring 24 Hours in ’87, the Spa 24 Hours in ’92 clever with engineering and building race
and ’95, the Japanese Touring Car Championship in 1995 and Macau in engines and would help me enormously.
’97. He was runner-up in the ’97 FIA GT Championship and fih in ’99 at He died about 20 years ago.
Le Mans. In 2001 a neck injury forced his retirement from racing and he 3 // WURLITZER JUKE BOX
became a BMW dealer. This year, following neck surgery, he has made I’d always wanted one. One Christmas
a return to racing in a Ford GT40. He says: ‘I have had a very privileged I decided to move it up to the living room.
We dropped it, it somersaulted down the
life. I’ve been paid for doing something I love.’ Steve Havelock stairs and self-destructed. It cost me
a fortune to repair it.

4 // ROLEX DAYTONA
You get one of these if you win the
Daytona 24 Hours. I wanted to do Daytona
but never did, so I bought mine. I’ve
bought and sold Daytonas for 25 years
and usually make a bit of money on them.

5 // ‘NOBBY NINE SEATS’ TROPHY

Williams built the BMW prototypes for the
’98 and ’99 Le Mans and I did a lot of the
testing. At a party, Williams gave me this
trophy because they’d never made nine
seats for any other driver.
1 // 2 // 3 // 6 // HARROW CAR CLUB BADGE
My father was a member and did sprints
and rallies. I did my first event with them,
a grass autotest in my mother’s Hillman
Imp. I was only 14 but they turned a blind
eye. This was my dad’s original badge but
I’ve actually just re-joined the club.

7 // WOODEN RACE CAR

My wife bought me this for my birthday in
1984. I just like it and she thought that
‘Ace’ had some meaning at that time.
It probably doesn’t any more!

8 // BMW ACCELERATOR
4 // 5 // 6 //
In ’93 BMW entered the British Touring
Car Championship. My team mate Jo
Winkelhock beat me fair and square. They
gave me this accelerator linked to a chart
which goes from beginner to champion.
They were saying that if I’d pressed the
pedal harder, I would have won.

9 // MONZA TROPHY
I won the ’88 Monza 500kms in a Ford
Sierra Cosworth and I kept the trophy
purely because I like the look of it. I once
won a huge trophy in Portugal; at the
airport someone stuffed a cigarette into it,
7 // 8 // thinking it was an ashtray.

10 // JAPANESE BOX
I won the Japanese Touring Car
Championship in ’95 and BMW Japan gave
me this. They take weeks to paint and
lacquer by hand and are very valuable.

11 // MONTBLANC PEN
I did the DTM (German Touring Car
Championship) from 1989 to 1992. This
was a present from them at the end of
1990 for my spirited performances. I liked
it so much it got me into Montblanc pens
and I now have several.
9 // 10 // 11 //

44 FEBRUARY 2014 OCTANE

 PASSED IT!

TONY DRON
Windscreen wipers? Disc brakes? All thanks to Le Mans

W
HERE WILL you be on 20 April?
Silverstone, perhaps, for the
‘ENDURANCE SPORTS that the chicanes changed anything on that score.
Having raced there many times, first with and later
opening round of the 2014 FIA
World Endurance Championship?
CAR RACING HAS without chicanes, believe me: Le Mans remains
superfast, more so than any other circuit I know.
This is top-level motor racing at its IMPROVED THE BREED Although aerodynamics are a vital part of the
very best, and with Porsche now joining Toyota and technology in F1, I’m not sure that anything useful
reigning champion manufacturer Audi at the head of MORE THAN ANY emerges. To my mind, the exposed wheels of single-
the field it promises to be even better. seater racing cars are one of motor racing’s romantic
Last year’s Silverstone WEC round was OTHER MOTOR SPORT’ anachronisms. They are like that only because
unbelievably gripping. I went along for a good day they’ve always been like that – but the cars could be
out, partly to meet friends in the BRDC Clubhouse. purely for racing by Porsche 30 years ago. At that even quicker with full bodywork.
I realised later that I had hardly spoken to anybody time it could not be adapted for road use but modern I must confess that in 2013, a#er more than 50
all day – the race was so absorbing that I was not electronics solved all the problems there, resulting years as an F1 fan, I found myself fast-forwarding
distracted for one minute of the entire six hours. A in an enormous improvement over all traditional through the highlights for a few races, and by the end
bonus for spectators came in the closing moments gearboxes. Without the Le Mans 24 Hours, it’s of the season I couldn’t be bothered even to do that.
when Allan McNish regained the lead in dramatic possible that nobody would even have thought of it. I took a guest to the British GP in June and we had a
style, just five minutes before the end, and went on to Going further back, the most famous example of fabulous day out. Silverstone looked wonderful for
win the race for Audi. It was a great day. all is the disc brake, introduced by Jaguar for the GP and the BRDC hospitality was first class –
Driving home, I reflected on everything that Le Mans in 1953. It gave the British marque such an never mind the race, we met dozens of good friends
endurance racing has brought to road cars down the enormous advantage on the circuit that disc brakes in excellent surroundings and we had a great time.
decades. The old boys called it ‘improving the breed’, became an almost universal element of road car My recollection suggests that Mark Webber’s
which is what makes motor racing useful to the wider design. Below you see the result: victory that year driving was impressive but the main event was so
world, and ever since the Le Mans 24 Hours began in for Tony Rolt and Duncan Hamilton in the C-type. unengaging, partly because the tyres kept failing,
1923 endurance sports car racing has contributed Windscreen wipers came from long-distance that I can’t recall who was leading at the end. It didn’t
more to that than any other branch of motor sport. competition too, particularly at Le Mans. seem to matter much. We know that the F1 tyre
Diesel engines for road cars have seen rapid, In racing before the Second World War, some supplier was given a monopoly, presumably for a
spectacular improvements, with most of the latest thought went into reducing aerodynamic drag to large fee, and apparently asked to provide tyres that
knowledge being gained from international sports increase speed and cut fuel consumption. In later would not last well. The idea must have been to
prototype racing, led of course by Audi. But, from years, close attention to airflow over, around and increase entertainment for the viewers by giving the
the beginning, endurance racing has encouraged through a car’s bodywork resulted in enormous drivers permanent tyre problems – so it’s hard to
development in the efficiency and reliability of every improvements in straight-line speed and steering blame the tyre supplier for what happened. The one
part of a car’s drivetrain. stability. With its long straights, nowhere has been good thing in 2013 F1 was that the amazing Vettel
The double-clutch gearbox, now included in better than Le Mans to demonstrate improvements managed every ludicrous hurdle so brilliantly.
countless thousands of road cars, was introduced in that area, and don’t make the mistake of thinking Still, what a contrast our GP was with the WEC
round I’d watched at the same circuit just a few
weeks before. Next year’s eight-round FIA WEC
series promises to be even better, with three top
manufacturers competing to produce the best hybrid
technology. This will provide vital research to improve
the normal road cars of the future. It isn’t a
meaningless branch of showbusiness.
Mark Webber is surely heading for the time of his
life, back in proper motor racing with Porsche, and
up against serious opposition – including reigning
World Champion Allan McNish of Audi. See you at
Silverstone in April, but perhaps not in early July.

TONY DRON
Having started his racing
career in Formula Ford,
Tony made a name for
himself in 1970s Touring
Cars and since then has
raced an astonishing
LAT PHOT0GRAPHIC

variety of sports and

historic machinery.
He is also a hugely
respected journalist.

46 FEBRUARY 2014 OCTANE

 100 years of
M ASER ATI

48 FEBRUARY 2014 OCTANE

 an
incon v enient
truth
Revisionist history has it that only two cars ma#ered in the ba#le for 1960s
supercar supremacy: the Ferrari Daytona and the Lamborghini Miura.
In reality, says Richard Heseltine, the Ghibli was be#er than both –
so what be#er way to begin our look back at 100 years of Maserati?
PhotograPhy Mitch Pashavair

OCTANE FEBRuaRy 2014 49

 100 years of
M ASER ATI

Bottom and opposite

The Ghibli’s 330bhp engine is based
on the V8 unit that powered the 450S
to racing success in the 1950s; on
the open road that pedigree quickly
becomes apparent, though the car is
remarkably civilised even at speed.

C OMPARED STAT-FOR-
STAT with its rivals,
the Maserati Ghibli was
always onto a loser.
The Ferrari Daytona
was faster, as was the
Lamborghini Miura. The former was the
tail-squatting, nose-in-the-air dragster of the
late-1960s GT elite; its Sant’Agata foe was
not far behind, and handled better. The
the ’57 Geneva motor show and soon found
customers. The firm followed through with a
raft of models, but Ferraris had twice the
cylinders, as did products from that upstart
operation Lamborghini. Bragging rights were
at stake.
And so Maserati’s chief engineer Giulio
Alfieri set to, raiding the parts bin for project
‘Tipo AM115’. Fortunately, the company had a
proven V8 in its armoury, the Ghibli’s 4719cc
The use of a dry sump had the additional
benefit of allowing stylist Giorgetto Giugiaro
to create a dramatically low bonnet line. The
20-something shaped the car during his brief
and not altogether happy spell at Ghia. It was
a landmark design for a firm that, during
its immediate post-war years at least, hadn’t
always erred on the side of good taste.
The media was quick to heap praise on the
Ghibli once it entered production in 1967, with
Ghibli, according to its modern-day critics, quad-cam jewel being rooted in the unit that US publications particularly smitten. Car &
might have had the looks to compete with powered the monstrous 450S sports-racer of Driver claimed that ‘Despite the fairly archaic
those cars, but was all old-school technology, the previous decade. With a relatively mild exotica under the hood, this one-time race
and badly lacking in sophistication. 8.5:1 compression ratio, and a quartet of engine has been refined to the point where
Yet few cars cast such a hypnotic spell as the gurgling Weber carbs nestling in the 90-degree stop-and-go driving is no cause for worry.’
last of Maserati’s truly great Gran Turismos. banks, it produced a net power output of Remarkably, Maserati envisaged shifting just
While the Khamsin is wonderful for all its 310bhp at 5500rpm if the factory was to be 100 Ghiblis, having seriously underestimated
quirks, and the more recent Ferrari-influenced believed. (It never released a torque figure.) demand. The most expensive car in the range
models have their fans, the Ghibli was the The dry sump oiling system allowed for the – £9961 after taxes – was also the most popular.
final car signed off by the Orsi clan that had engine to be low-slung in its multi-tubular The suits in Modena soon revised their
controlled Maserati since 1937. What’s more, structure, which in turn made for a low(ish) estimates and targeted sales of 400 units.
unlike the flamboyantly risky Miura, it centre of gravity. A leaf-sprung Salisbury axle Nonetheless, this wasn’t the best time to be
actually worked. It outsold its Lamborghini with a limited-slip diff set-up was employed at in the supercar business. Increasingly stringent
and Ferrari challengers, too. the rear, and there were unequal-length safety and emissions legislation was on its
All of which makes you wonder why it’s wishbones and coils up front. way, while political ructions in Italy made
widely considered to be playing catch-up, But if the underpinnings weren’t exactly conspicuous consumption a crime. The Orsis
especially when it is – whisper it – the better pushing technological boundaries, the Ghibli’s sold out to Citroën in 1968, the same year that
car. Yes, really. Staring at this impeccably silhouette was among the finest of its era. the Ghibli spawned an open-top sibling.
restored 1971 example, it’s all too hard not to
be seduced; not to be lulled into a sepia-tinged
fug of nostalgia; not to daydream about
crossing continents in a single bound to
keep a dinner engagement with a beautiful,
preferably widowed, countess. Or something.
Just looking at it infers that heaven is a mere
step away. That it doesn’t scream ‘icon’ in the
same way as its two main rivals only increases
the attraction.
What’s more, it wasn’t considered the poor
relation in period. Backpedal to the mid
1950s and Maserati was in dire straits. The
Gruppo Orsi empire encompassed numerous
businesses, which sustained the marque’s
involvement in top flight motor sport.
However, a deal with Argentina’s Perón
government for the supply of milling machines
resulted in a major cash flow crisis after the
regime was deposed in 1955. Adolfo Orsi
was left with a gaping hole in his coffers,
and Maserati almost went to the wall as a
consequence, but there was light at the end of
the tunnel: the marque’s first proper volume-
build road car was about to come online.
The soberly attractive 3500GT broke cover at

50 FEBRUARY 2014 OCTANE

‘unlik e the fla mboyantly r isky miur a, the ghibli
actually worked. it outsold its r ivals, too’
 100 years of
M ASER ATI

The delicious Ghibli Spider – or Tipo

AM115/S, to give the car its less romantic
internal moniker – emerged at that year’s
Turin motor show and, save for extra bracing
to the sills and around the transmission tunnel,
it was otherwise the same beneath the skin.
The vast majority headed Stateside, with only
four making it to the UK in right-hand-drive
form. From 1969, there was also the option of
the SS edition, with its larger capacity 4930cc
V8 purportedly delivering 330bhp (although,
just to confuse future historians, a few cars
packing this displacement had been built a
year earlier).
Production continued until 1973, by which
time 1149 fixed-lid Ghiblis had been made.
By comparison, Lamborghini built 765 Miuras,
and Ferrari 1005 Daytonas. Scroll forward to
the present and the car you see here is currently
valued at around £250,000, which is still some
way shy of current Daytona prices, let alone
Miura money.
It shouldn’t be so, not least because the
Ghibli is just as beautiful – perhaps even
prettier – than its rivals. Its shape is uncluttered,
yet far from empty. With its long, tapering
nose, expansive glasshouse and bobbed tail, it
is perfectly proportioned. You drink in the
details. Giugiaro was only beginning to emerge
as the styling colossus we would come to
revere, and you could argue that for all their
obvious allure, the master’s subsequent
Maserati designs – the Bora and Merak –
didn’t hit the mark quite as squarely. Few cars
scream hedonistic glamour quite like a Ghibli,
especially when it’s finished in oh-so-period
Verde Gemma with tobacco leather, and riding
on wide, bolt-on Campagnolos, as here.
Once inside, the cabin is muted but elegant,
with the driver and passenger divided by
the mother of all transmission tunnels. The
windscreen is vast, the pillars spindly, while
the dashboard is awash with white-on-black
gauges and chunky rocker switches. The
attractive, if low-set, wood-rim wheel isn’t
adjustable for reach and partially obscures the
speedo, while the revcounter is conservatively
red-lined at 5500rpm (the handbook says
6300rpm…). With plentiful head and shoulder
room, not to mention the generously spaced
pedal layout, plus the wide luggage deck
behind you, the Ghibli exudes an air of civility
rarely found in exotica from the period.
Turn the ignition key a quarter to prime the
twin electric fuel pumps, flex the floor-hinged
throttle a few times to prime the twin-choke
Webers; then, with a full turn, the Ghibli fires
with fury. This particular example sounds
especially exuberant, having been treated to
an exhaustive six-figure rebuild by Andy
Heywood and the team at McGrath Maserati.

52 FEBRUARY 2014 OCTANE

OCTANE february 2014 53
 100 years of
M ASER ATI

19 7 1 M A S E R A T I G H I B L I S S
ENGINE 90° 4930cc quad-cam V8, four Weber 42DCNF carburettors POWER 330bhp @ 5500rpm TORQUE N/A TRANSMISSION Five-speed ZF manual,
limited-slip differential STEERING Recirculating ball, ZF power-assistance optional SUSPENSION Front: wishbones, coil springs, anti-roll bar. Rear: live axle,
semi-elliptic leaf springs, torque arm, anti-roll bar BRAKES servo-assisted vented discs front and rear WEIGHT 1549kg PERFORMANCE Top speed 174mph (claimed)

Its owner likes to use it regularly, sometimes on the available revs. As you sweep past 3000rpm, but you would have to be really brave
trips to his summer residence in Lake Como there’s a hardening of both tone and urgency. (or stupid) to even think of tweaking its tail.
(we would hate him, were it not for the fact North of 5000rpm the Ghibli sounds like a full- While not the most nimble of cars, it does
that he’s a top chap), and that it gets driven blown racing car. Suddenly you’re no longer seem to shrink around you like any true
often is self-evident: it’s free of the sort of blatting along the A505 between Letchworth driver’s car should. On typically calloused
histrionics that generally come with the and Royston, you’re veteran test driver British back roads, the live rear axle is
territory. The hydraulic clutch is on the stiff Guerrino Bertocchi shaking down a prototype sometimes unsettled by bumps, but not to the
side but with a nicely progressive biting point, along the Modena-Bologna autostrada. point that it’s alarming, and the vented disc
while the five-speed ZF ’box (a three-speed In period, Maserati talked up a top speed brake arrangement also works well.
Borg-Warner auto was available as an option) of 174mph. Given that Italian manufacturers Ultimately, though, the real joy of driving a
has a light action across the gate. It’s next to were prone to ‘massaging’ performance Ghibli comes from its ability to waft. Maserati
impossible to grandma a gearshift. figures, this was at best optimistic. Nonetheless, once had a knack of building high-performance
Dawdling really isn’t its thing, but nor does Paul Frère managed a one-way pass at cars that were non-threatening and long-
the Ghibli throw a wobbly in traffic. Only 160mph while testing a Ghibli for Motor in legged. (The Bora, for example, is the least
the low-geared steering lets the side down as 1968. What’s more, he also recorded a 0-60mph unnerving supercar of the 1970s.) Even after
you’re called upon to perform a fair degree of time of 6.6sec. It might not be quite as fast as several hours’ driving, you emerge from the
wheel twirling before there’s any meaningful some of its period rivals, but it’s a viscerally Ghibli without a crick in your neck or plaited
change of direction. As for manoeuvring… exciting car when you want it to be. hamstrings. Despite its hellacious thirst, it’s a
well, it has a 43ft turning circle, so draw your What’s more, it doesn’t fall over in the car you want to drive long distances.
own conclusions. corners. While the relatively low-geared That – and not lap times – used to be the
However, once onto open road the Ghibli’s recirculating-ball steering feels inert at low raison d’être of a GT car, and if it’s the
true character emerges. Some 180in long and speeds, the weighting is excellent at higher criterion by which we’re measuring the Ghibli,
weighing in at almost 1600kg before you brim velocities: there are no vibrations through the then it has its more famous, more expensive
both 11-gallon tanks, it isn’t exactly dainty, but wheel and you’re not constantly called upon to rivals well and truly licked. End
nor is it intimidating. It’s geared for 28mph make corrections. The Ghibli is palpably nose
THANKS TO car owner Stephen Dowling; Andy Heywood
per 1000rpm, and acceleration is seamless heavy, but its road manners are polished
of McGrath Maserati (www.mcgrathmaserati.co.uk); Law
from as low as 500rpm in top. It’s all very considering its heft and vintage. Period reports Storage (www.lawstorage.co.uk) for the photo location;
relaxed unless you decide to make full use of talk of the tail being a bit lively when provoked, and Neil Godwin-Stubbert.

54 FEBRUARY 2014 OCTANE

25
YEARS
MERIDIEN MODENA
THE UK’S LONGEST ESTABLISHED
MASERATI DEALERSHIP

THE ABSOLUTE OPPOSITE OF ORDINARY

INTRODUCING THE MASERATI GHIBLI FROM £48,830
THE NEW MASERATI GHIBLI IS POWERED BY A RANGE OF ADVANCED 3.0 LITRE V6 ENGINES WITH 8-SPEED ZF
AUTOMATIC TRANSMISSION, INCLUDING, FOR THE FIRST TIME, A V6 TURBODIESEL ENGINE.

MERIDIEN MODENA MASERATI

77 High Street, Lyndhurst, Hampshire, United Kingdom SO43 7PB

meridien.co.uk 02380 283404

Official fuel consumption figures for Maserati Ghibli range in mpg (l/100km): Urban 18.0 (15.7) to 37.1 (7.6); Extra Urban 38.7(7.3)
to 56.5 (5.0); Combined 27.1 (10.4) to 47.8 (5.9). CO2 emissions 242 to 158 g/km. Fuel consumption and CO2 figures are based on
standard EU tests for comparative purposes and may not reflect real driving results. Models shown are both the Maserati Ghibli S.
The Blue Emozione car: On The Road at £66,467 including optional Mica Paint at £660, 20” Urano Design Alloy Wheels at £1,960,
Painted Silver Callipers at £432; The Bianco car On The Road at £67,517 including optional 21” Titano Alloys at £3,670 and painted
red callipers at £432.
MERIDIEN MODENA MASERATI
Ghibli Model Range: Ghibli V6 Diesel 275bhp from £48,830; Ghibli V6 Petrol 330bhp at £52,275; Ghibli S V6 Petrol 410bhp at £63,415.
25 YEARS
 100 years of
M ASER ATI

THE RACING STORY

BUILDING
THE LEGEND
Long before the road cars appeared, the Maserati brothers grew the
company’s reputation on a heady succession of racing machinery
WORDS Doug Nye // PHOTOGRAPHY The GP Library and The Spitzley-Zagari Collection

56 FEBRUARY 2014 OCTANE

 W
ay back in the 1960s, my had already shown them how. After producing a
American-born Modena-resident motorcycle engine while just 17, Carlo progressed via
friend Pete Coltrin deÀned for me winning motorcycle races for Carcano, via FIAT, to
the critical difference between Isotta-Fraschini, then Bianchi where, as general manager,
Italy’s leading post-war marques he employed brothers AlÀeri, Bindo and Ettore before his
Ferrari and Maserati. ‘While Ferrari is a one-man early death. On 14 December 1914, 27-year-old AlÀeri
dictatorship, with Enzo playing tunes that his clients founded the Società Anonima OfÀcine AlÀeri Maserati in
must dance to, Maserati is more like a family or a club. tiny rented premises in Bologna’s Via dè Pepoli,
If they recognise you as a kindred spirit, you’re in…’ specialising in maintaining and race-preparing Isottas.
Like all generalisations, Pete’s mixed penetrating The 20-year-old Ettore and 16-year-old Ernesto joined
truth with simplistic prejudice. But for decades the Àrm, with its Àve mechanics, and Ernesto ran it while
Maserati really did present the warm, engaging face of his elder brothers served in World War One.
the Italian commercial racing car industry. Despite Brother Bindo would work for Isotta for 20 years but
changing ownerships, the marque achieved a AlÀeri had founded a spark-plug business in Milan,
remarkable consistency in its personnel – many of which he then moved to Bologna as the family reunited,
whom grew up, lived, worked and, indeed, died as taking a larger workshop in the Ponte Vecchio district.
Maserati people to the core. The family Àrm developed and raced some very quick
Perhaps this distinctive ‘family’ feel – which the Isottas (1920-22), and earned a consultancy with Diatto
marque enjoyed and which the company demonstrated tuning new 2.0- and 3.0-litre cars, which both AlÀeri and
for at least its Àrst four decades – was inevitable, given young Ernesto drove in competition. Diatto had AlÀeri
the family ethos of the brothers who created it. Their co-develop a supercharged straight-eight Grand Prix car
father, Rodolfo Maserati, had been a railway engine designed by Ing Giuseppe Coda for 1925, but ran out of
driver, living with wife Carolina (née Losi) in Piacenza. lire, and hope. AlÀeri effectively adopted – and adapted
They had seven sons, Carlo (born 1881), Bindo (1883), – this GP Diatto design to produce his own Àrst Maserati:
AlÀeri (born 1885 but quickly died, this son’s name the 1500cc supercharged straight-eight Tipo 26, for 1926.
then being given to the fourth, born in 1887), followed Artist brother Mario probably penned their chosen
by Mario (1890), Ettore (1894) and Ernesto (1898). badge, the trident inspired by the statue of Neptune
With the exception of Mario – who became an adorning Bologna’s Piazza Nettuno. AlÀeri placed ninth
accomplished painter – they all followed papa into the overall and a class winner in the 1926 Targa Florio – and
mechanics and engineering. The surviving AlÀeri and the marque Maserati was up and running. OK, not 100
kid brother Ernesto proved bright, shrewd and years of four-wheeler manufacture, but why not celebrate
dynamic, the natural leaders, but the oldest boy, Carlo, 87? La Maserati still merits it.

Opposite and le

Maserati brothers at their factory, Ponte Vecchio,
Bologna, in 1934. Le to right are Bindo, Ettore, Ernesto
and artist Mario Maserati. A younger generation looks
on from that upstairs window… Aleri Maserati (on le,
next to the car) was the individual who both founded the
Maserati marque and developed it through the 1920s.
A sporting boutique, it supplied a growing band of
enthusiastic racing clients. Colin Chapman-style. Aleri
led design, directed manufacture, had a ne development
touch and was an ultra-competitive, aggressive racing
driver. He was engaging and popular, revered by his small
Bologna workforce – not just a local but a national
celebrity. Above all he was both respected and trusted –
his credit undoubted, which alone saw the rm survive
crises. With journalist Corrado Filippini he had backed
what was in eect a professional drivers’ union from 1927,
negotiating decent start and prize money deals and
arranging proper insurance. But back in 1926 a crash at
Messina had cost him a kidney. His health suered
subsequently. Under surgery on 3 March 1932, Aleri
died, aged only 44. And it was his equally dynamic kid
brother Ernesto – here seated in the fearsome Sedici
Cilindri (16-cylinder) Maserati V4 at Monza in 1930 –
who then led the surviving brothers forward.

OCTANE FEBRuaRy 2014 57

 100 years of
M ASER ATI
Right
German driver Paul Pietsch summons
assistance in his works 3.0-litre
supercharged Maserati 8CTF during the 1939
German GP at the Nürburgring. Under-
financed and under-developed, lacking the
broader client base of the 1500cc vetturetti
cars, these big straight-eights proved very
fast even among Mercedes-Benz and Auto
Union opposition. But reliability was never a
strong suit. This road-racing design was still,
however, way ahead of contemporary
American Indycar practice. Driver Wilbur
Shaw prevailed upon Chicago union boss and
fixer ‘Umbrella Mike’ Boyle to buy a sister
8CTF. Prepared by Cotton Henning, chassis
‘3032’ promptly carried Shaw to two
consecutive victories in the Indianapolis 500,
1939-40, and he was heading towards a
hat-trick there in 1941 only for a wire-wheel
failure and crash at three-quarters distance.

Above
Maserati’s pre-war production was tiny by most motor
industry standards, yet healthy for purebred racing
machinery. There were 15 teeny 1100s here, 19 1500s
there, 20 full 3.0-litre Grand Prix cars 1933-35, five big
3.7-litre 6C-34s, four 4.5-litre V8RIs…and then there
were the vetturetti – the GP2 cars of their era – which
won the lion’s share of 1500cc single-seater races when
ERA wasn’t thriving. Nearly 30 6CMs (1936-39) typified
paddock scenes such as this at Livorno in 1938,
supercharged twin-cam six-cylinder Maserati gems
ready to race here for Pino Baruffo (6), Ettore Bianco
(14), Carlo Minetti (18) and Aldo Marazza (20).

Right Above
Immediate post-war racing resumed October 1941: a municipal park in wartime Modena sees
with pre-war cars to the fore, broken out three Maserati brothers patriotically saving fuel. In 1934
of long-term boltholes. Most prominent their little Bologna business had built and sold 16 cars,
and most popular were late-model then 17 in 1935, but Italy’s Abyssinian war recession of
Maserati 4CLs from 1939-40 such as 1936 saw buyers for only nine. Fearing the future, the
this duo, driven by the great Raymond brothers had begun discussion with Modena industrialist
Sommer (2) and the ill-fated Robert Adolfo Orsi. More attracted by their spark plug business
Mazaud (34), seen heading a grid full of and broad technological skills than the racing cars per se,
French Delahayes in assorted stock and Orsi bought the company in 1937. The brothers were
special-bodied form at the start of the given ten-year service contracts – thus running to 1947
1946 Marseilles Grand Prix. These were – and, with Gruppo Orsi assuming all administrative
early post-war stirrings of a sporting duties, they became free to concentrate on design,
revival which Maserati was poised, development and manufacture. In October-November
eager and able to supply. 1939 the firm was moved from Bologna into spacious new
Orsi premises on Modena’s Viale Ciro Menotti. Here, as
Ernesto leads Bindo and Ettore, their new works is busy
with electric van, truck and military contracts. Cherished
ambitions for post-war production of both high-
performance road and racing cars were on hold…

58 FEBRUARY 2014 OCTANE

 Le
Maserati’s great post-war racing breakthrough
came in 1948 at the San Remo Grand Prix, when
its exceptionally strong quasi-works driver team
of Alberto Ascari and ‘Gigi’ Villoresi !nished
one-two in the brand-new 1.5-litre supercharged
four-cylinder Maserati 4CLT. Known thera$er
as the ‘San Remo’ Maserati, the 4CLT became
the backbone of Formula 1 race entries into the
early 1950s. Here’s the Silverstone paddock
scene prior to the 1950 British Grand Prix –
Siamese Prince ‘B Bira’ painting a pit-recognition
patch onto his private ‘San Remo’ with similarly
self-funded team-mate Baron Emmanuel ‘Toulo’
de Gra enried’s sister Maserati (20) and Louis
Chiron’s works car (19) beyond. Meanwhile, upon
completion of their ten-year service contracts in
1947, Ernesto, Ettore and Bindo Maserati had le$
Gruppo Orsi in Modena to found their new OSCA
marque back in Bologna.

Right
Maserati had addressed production of a dedicated,
non-supercharged yet high-performance sports car
as early as 1945, with a 1500cc twin-cam six-cylinder
A6-1500. Some 61 units were built 1946-50, and from
1947 a racing 2.0-litre A6GCS took Maserati seriously
into battle within the sports-racing car market. By the
mid-1950s a variety of mouthwatering haute couture
bodies by Pinin Farina, Zagato and Allemano were
gracing Maserati A6 chassis for road use. Here during
reconnaissance for the 1956 Mille Miglia, Denis
Jenkinson snapped Stirling Moss with this gorgeous
Allemano Coupé-bodied A6G/54-2000. It proved rather
nicer to drive than their nose-heavy 350S Mille Miglia
works entry (below), as the duo soon found.

Le and above

All dressed up and ready to go! Moss and Jenks on the 1956 Mille
Miglia starting ramp in Brescia, their works 350S – powered by the
prototype 3.5-litre six-cylinder engine intended for the de!nitive
3500GT Gran Turismo production model. In fact the lengthy engine
unbalanced the under-developed 350S – typically completed
just barely in time for the world’s premier road race – and in
pouring rain Stirling ultimately locked-up the car’s front brakes,
understeered up a bank, o a blu , and through a roadside concrete
barrier. He and Jenks were only saved from somersaulting down
a mountainside by !rst ramming the only tree nearby. Clambering
back up to road level, they were spotted by Fangio – driving for
Ferrari – who stopped to o er them a li$. Di erent times, indeed.

OCTANE february 2014 59

 100 years of
M ASER ATI
Right
There’s no mistaking racing
mechanics’ respect for a
driver they rate. Here at
Aintree in 1956, works driver
Moss is ready for another
‘real old tear-up’ at the
wheel of his winning
Maserati 250F at the BARC
200. Second le stands
Stirling’s famous personal
mechanic, the Polish ‘Alf
Francis’ – looking less
impressed than his Italian
team-mates…

Below
Practice for the 1957 British GP at Aintree: Jean
Behra discusses prospects with Baron Fritz
Huschke von Hanstein, visiting Porsche team
director, as the Maserati factory mechanics tend
his ‘Lightweight’ 250F. The spirit of an age.

Below
Paddock colour with multiple Masers: the 1956 French
GP at Reims-Gueux, and no namby-pamby two-cars-
per-team rules as the Maserati works 250Fs await
action in the Champagne circuit’s sun-baked paddock.
The 2½-litre twin-cam six-cylinder cars provided the
backbone of 1950s Formula 1 entries, emulating their
predecessors – the 8CMs, 6CMs and 4CLs from the
pre-war formulae and the 4CLTs from 1948-51. Around
30 250Fs were built 1954-57; nine of them contested
this race, including the uniquely bodied streamliner ‘8’.

Right
Lady driver Maria Theresa de
Filippis found her determined way
through sports cars to drive this
Scuderia Centro Sud-entered
Maserati 250F in Formula 1 during
1958. Here she is at La Source
hairpin during the Belgian GP at
Spa-Francorchamps. She ran last
and finished tenth, but at least she
did it – and the wider Maserati
‘family’ were very supportive.

60 FEBRUARY 2014 OCTANE

 Right
The German Grand Prix at the Nürburgring on 4 August 1957:
Juan Manuel Fangio in the Maserati factory team’s ‘Lightweight’
250F, cornering at the Karussell during his imperious drive to
destroy the factory Ferraris, slashing 24 seconds o the
majestic circuit’s lap record, and winning the race a$er the
delay of a bungled pit-stop. His outstanding drive that day
marked the pinnacle of Il Maestro’s motor racing career, and it
clinched for him the !$h of his then-record !ve Formula 1
Drivers’ World Championship titles. Having !rst raced seriously
in Europe in a Maserati 4CLT through 1949, Fangio regarded the
Modena factory family as his natural home. A$er driving for Alfa
Romeo in 1950-51, he had returned to Maserati for ’53-54 before
being lured to Mercedes-Benz, then Ferrari by 1956. Maserati
warmly welcomed him home for 1957 and he drove his last
Grand Prix for them at Reims in mid-summer 1958.

Le
In 1959 Maserati’s chief engineer
Giulio Al!eri wanted to build a
monocoque-chassised front-engined
sports-racing car, à la Jaguar D-type.
But while Italian industry was adept
at welding tubing, few skills were
available in aeronautical-style
stressed-skin construction. So Al!eri
instead sought to match the multiple
load-path capacity of a monocoque
structure by reducing frame tube
diameter and gauge, but maximising
(immensely) the number of individual
tubes. Thus was born the original
Tipo 60 Maserati ‘Birdcage’, launched
in 1959, a disc-braked, twin-cam
slant-four machine that was soon
accepted as the ultimate front-
engined sports-racer. Customers
clamoured, mainly from America but
also at home. Here at the Freiburg-
Schauinsland mountain climb in 1960,
Italian charger Mennato Bo a leads
the parade of sister ‘Birdcages’.

Right
While the big Maserati Tipo 151 Coupé as launched for
the Cunningham team and Colonel Johnny Simone’s
Ecurie Maserati France in 1962 was developed for the
latter over the next three years, so its four-cam V8 grew
from 4.0 litres to 5.0. The 151 became an annual heroine
at Le Mans, until ‘Lucky’ Casner crashed the updated
151/3 during the 1965 Test Weekend. An open
rear-engined Tipo 65 was rushed together in time for
that year’s race, only to be crashed by Jo Si ert on the
opening lap. Maserati concentrated therea$er upon
3.0-litre V12 engine supply to Cooper for Formula 1, and
not until recent years would the marque return in
earnest to premier-league international motor sport
with the MC12. But the spirit had never truly died. End

OCTANE february 2014 61

 100 years of
M ASER ATI

FROM 1946 TO 1957

T H E E A R LY
ROA D C A R S
Initially half-hearted aempts to nance motor racing through
the sale of road cars nally came good with the A6G/54
WORDS David Lillywhite // PHOTOGRAPHY Matthew Howell

62 FEBRUARY 2014 OCTANE

 ‘they lack the cachet (and power) of their
rivals from ferr ari, but they’r e truly beautiful’

I
f ever there was a confusing built by Pinin Farina between 1947 and 1950. to change in 1952, when the lack of Ànances
model range, it’s the disparate So, not a hugely promising start for the really started to bite.
bunch jumbled together under Maserati road cars, but they improved with This is the point at which the Tipo A6 road
the Tipo A6 banner. This is the A6G/2000 (the ‘G’ for Ghisa or cast-iron cars Ànally come good. Engineer Gioacchino
where the purely motor sport cylinder block), an evolution of the original Colombo left Alfa Romeo to join Maserati’s
aspirations of pre-World War Two Maserati that was variously clothed by Pinin Farina, talented Luigi Bellantani and Alberto
segues with the road car focus of the Frua and Vignale. With the single-cam engine Massimino, and together they made huge
Maserati that we associate mostly with the enlarged to 2.0-litres, power was usefully improvements to the A6GCS (Corsa Sport)
1960s onwards – a result, inevitably, of the increased to around 100bhp. racer, converting the venerable single-camshaft
need to improve the company’s Ànances. The resultant boost in torque made this a engine to a twin-cam, with great results.
This Àrst foray into the manufacture of road much better drive than its weedy predecessor, The engineers then turned their attentions to
cars represented a huge landmark for Maserati. but it was still seriously lacking in power, the road car, resulting in the release in 1954 of
In 1937 the Maserati brothers had sold the particularly given its premium price, and just the A6G/2000 (often called the A6G54). This
company to industrialist Adolfo Orsi – a self- 16 were built in 1950 and ’51. was a huge improvement over the previous
made man who recognised the importance of Things still weren’t looking good for model, thanks mostly to a simpliÀed, detuned
racing to the brand, but wasn’t going to let the Maserati’s Áedgling road car aspirations, and version of the new twin-camshaft engine.
commitment to motor sport un-make him. by all accounts Orsi was still distracted by Adapting this engine for the road meant
And so, after World War Two, with the other business interests as well as the more simplifying the complicated camshaft gear-
Maserati brothers increasingly sidelined, he glamorous business of motor racing. That was drive with twin camchains and changing the
set about establishing Maserati as a road car dry-sump oil system for a wet sump. Triple
manufacturer, using the new A6 as the basis. sidedraught Webers were the typical choice,
The roots of the Tipo A6 – where ‘A’ is for resulting in around 150bhp, for performance
company founder AlÀeri Maserati and ‘6’ is Ànally up to the sleek looks.
for straight-six engine – can be found in the This time around bodies were produced by
one-off racing barchetta built for customer Frua, Zagato and Allemano (plus four race
Guido Barbieri by Ernesto Maserati and cars converted to berlinettas by Pinin Farina),
engineer Alberto Massimino in 1945, and the right up until 1957, by which time the best
6CS/46 that followed a year later. They were running twin-ignition engines, with two
represented a new direction in Maserati racing spark plugs per cylinder. Just about every one
cars, away from the traditional single-seaters. of the 60 built was aggressively beautiful.
Similarly, the A6’s new 1.5-litre engine, The 1954 A6G Zagato shown here was Àrst
dreamt up just before the outbreak of war, featured in Octane 117. It’s typical of the low-
was based roughly on the successful pre-war slung, sleek style that coachbuilders opted
racing 6CM single-seater’s straight-six. That for when dressing the A6 chassis and is
was a Àxed cylinder-head design (the iron remarkably similar in looks to the ex-Jay Kay
head cast integrally with the cylinders, Frua A6 we drove back in Octane 10, though
mounted on an Elektron crankcase), with the Zagatos tended to be lighter but less
supercharger and gear-driven twin overhead civilised than the Frua cars.
camshafts. But from this came the new road Neither car is an easy drive: with that race-
engine, with separate single-cam cylinder derived chassis – coil-sprung twin wishbones
head, earning it the moniker of A6/TR for testa up front and quarter-elliptic springs at the rear,
riportata (removable head). and brass bushes for precision – the ride is
And so, using this engine and the basics of choppy and harsh. The big drum brakes
the 6CS/46’s tubular steel chassis design, the require a Àrm shove on the pedal, steering can
Àrst Maserati road car was born. The A6 1500 feel vague at speed, and the twin-cam engine
Gran Turismo, as it was named, featured is revvy rather than torquey, bogging down all
gawky coachwork by Pinin Farina, complete too easily. Meanwhile the Weber sidedraughts
with retractable headlights, Plexiglass roof and gurgle noisily, the exhaust note reverberates
just 65bhp, largely thanks to a restrictive single around the sparsely trimmed cabin and the
Weber carburettor. But the basics were there. aluminium bodywork joins in with enthusiastic
It was unveiled at the 1947 Geneva motor resonation. This is no grand tourer!
show and updated – minus the retractable Make no mistake, even these last-generation
headlights – for the following year, to be A6 road cars were Áawed, and lacking the
shown alongside a drop-top version. Triple cachet (and power) of their 12-cylinder rivals
carbs later boosted power but it was never a big from neighbouring Ferrari – but they set the
seller, with just 59 coupés and two drop-tops scene for some future greats. End

OCTANE FEBRuaRy 2014 63

 100 years of
M ASER ATI

FROM 1957 TO 1968

THE
G R E A T G Ts
Bespoke road-racers couldn’t keep Maserati a
oat amid
wider business concerns. GTs were the answer
WORDS Richard Heseltine // PHOTOGRAPHY Magic Car Pics

B ACK IN 1957, Maserati

should have been basking in
the reflective glow of Juan
Manuel Fangio’s triumphant
return to the works team. During a year in
which arch-rival Ferrari failed to win a World
deposed and his successors had no intention
of paying the $3m they owed. Just to heap on
the misery, the Spanish government reneged
on another big-money deal for machine tools.
Then, in April 1957, the government bank
Credito Italiano requested that Orsi be
Championship Grand Prix, Officine Alfieri declared bankrupt and seized his assets. Orsi
Maserati claimed five rounds, with Il Maestro would live to fight another day, unloading
annexing his fifth drivers’ title. Unfortunately, parts of his portfolio as he did so, but every
it was in no position to capitalise. Trouble lira counted. Whereas Maserati had hitherto
elsewhere in company owner Adolfo Orsi’s served its purpose, trackside glory providing
business empire ensured that the works a halo effect on Gruppo Orsi’s other activities,
equipe would not be represented on track the now the firm also had to return a profit. Road
following year. There was a very real possibility cars represented the future.
of there being no Maserati at all. Fortunately, the firm had a genius on its
Against such a backdrop, the decision to books, Giulio Alfieri’s subsequent career
launch the firm’s first true production road car lending every impression that he was equal to
could have been catastrophic. Instead, the the description. And arguably his most
3500GT was the right car at the right time and important project was the 3500GT.
helped save the company. How Maserati got Alfieri had joined Maserati in August 1953,
into such a mess in the first place, however, is and astutely reasoned that the A6’s successor
a story in itself. Orsi’s commercial activities needed to be more refined, reliable and
spanned from gravel excavation to the economic to replicate in volume. Its 3485cc
manufacture of batteries, but not every venture straight-six was rooted in the 350S sports-
was successful. A contract to provide the racer unit, but the running gear – a German ZF
Italian military with spark plugs was annulled ’box here, a British Salisbury rear axle and
because they kept fouling; a foray into Lucas fuel-injection there – was proprietary
motorcycles (on acquiring the Italmoto stuff. These were sited in a robust chassis
concern) also ended abruptly due to the designed by Alfieri, with Touring constructing
machines’ tendency to suffer piston seizures. the soberly attractive coachwork using its
But what really did for Orsi was a deal stuck patented Superleggera (‘superlightweight’)
with the Perón government in Argentina method of light-gauge small-diameter tubes
(brokered by Fangio, no less) for the supply of welded together to form a skeleton onto
milling machines. Then Juan Perón was which the body panels were hung.

64 FEBRUARY 2014 OCTANE

‘the fir m had a genius
on its books, and his
most important
project was the 3500gt’

OCTANE FEBRuaRy 2014 65

 100 years of
M ASER ATI

ALL THE GTs

5000GT, 1959-64
Conceived in response to a request from the Shah of
Persia as a sort of super-3500GT. Only 32 built, each
with bespoke bodywork and a quad-cam V8 straight
from the 450S racer – so they were good for 170mph.

Sebring, 1962-68
New 2+2 coupé bodywork on the 3500GTI

‘WHILE DELIBER ATELY LESS R ACY THAN

convertible’s shorter-wheelbase chassis, fitted with
luxury equipment such as air conditioning, radio and
auto transmission, and aimed at the US market.

PR EVIOUS M ASER ATIS, THE 3500GT WAS

A MONG THE FASTEST CARS OF ITS DAY’
Unveiled at the 1957 Geneva motor show, elegance, none of them could touch the Berlina
the 3500GT was an instant hit. So much so, it Due Posti, which broke cover at the November
remained in production until 1965, by which 1963 Turin motor show. Fortunately, the
time some 1975 had made. Owners included marque’s French concessionaire, Colonel Mistral, 1963-70
racing drivers Peter Revson and John Rhodes, Johnny Simone, coined the rather more Last of the six-cylinder line, with hatchback Frua
as well as actor (and future Can-Am team romantic tag Mistral after the wind that blows styling that was something of a departure from what
had become the three-box Maserati GT norm. Bears
owner) Dan Blocker. It also spawned through the Rhône Valley across to the a striking resemblance to Frua’s AC 428…
the delicious, Vignale-built, Michelotti-styled Mediterranean Coast, and it stuck.
Spider, introduced in 1960. Dean Martin and Retaining the proven straight-six in a new
film-maker Stanley Irving were early adopters, box-section frame, the big news here was the
with production of both models running in styling. Pietro Frua had produced several A6
tandem at around ten cars a week by 1962. outlines a decade earlier, before penning two
While deliberately less racy in outlook in of the 32 super-exotic 5000GTs made from 1959
comparison with previous Maseratis, the to ’64. His Mistral remains one of the most
3500GT was still among the fastest production attractive Maseratis ever made, the post-1964
cars of its day. In late 1959, Road & Track Spider spin-off only heightening the glamour.
recorded a top speed of 129mph and a 0-60mph Frua also shaped the car that would polarise Quattroporte, 1963-71
sprint time of 7.5sec, its report stating: opinion among marque fans in period: the Said to be the world’s fastest limo in its day, thanks
to its 4.1- or 4.7-litre V8, and characterfully styled
‘Technically, the car’s big feature is its all- mighty Quattroporte. It was conceived by by Frua. Understated name sounds far sexier
aluminium engine. This is a magnificent piece Adolfo Orsi, against the wishes of his son to those who don’t speak Italian.
of engineering, with a massive seven-bearing Omer who had run Maserati since 1950, with
crankshaft and a very simple chain layout Alfieri and Frua being given the green light in
driving the two overhead camshafts… The 1961. The first Berlina Vettura 4 Porte made its
manufacturer states that the car will reach public debut in Turin two years later, alongside
143mph, but we think that figure is about as the Mistral. Powered by an all-alloy V8, one
optimistic as the speedometer.’ It concluded its that was based in a roundabout way on the
report by saying: ‘The buyer of a Maserati engine of the fearsome 450S sports-racer, it set
pays a lot for the privilege of ownership, but the template for future Italian super-saloons
he gets a lot in return.’ from Modena and also helped spawn the
The 3500GT also mattered because of what handsome Mexico coupé in 1966. The same Mexico, 1966-72
In essence, a shortened Quattroporte with two
it led to. The shorter-wheelbase Spider chassis engine would also power the subsequent doors and Vignale styling, built to take over from
formed the basis for the Sebring coupé that Ghibli and Indy GTs – but they would flower the Sebring. Faster than its plain body suggests,
came on line that year. However, for sheer under a different regime entirely. End thanks to quad-cam V8s of 260-290bhp.

66 FEBRUARY 2014 OCTANE

5-9 February 2014
Exhibitions staged for the rst time ever in Europe
■Outstanding cars of the Maharajas ■ Jean Rédélé’s Alpines
■ Centenary of the First World War ■ Youngtimers: 35 years of Paris Dakar
■ The amazing story of two record-breaking cars from the 1920s

Over 500 cars on show

“Automobile art gallery“: 45 artists
And 500 exhibitors
Parts and tolls vendors, Clubs and Federations, Events organizer, Press, Automobilia vendors,
Car vendors, Auction houses, Bodywork and mechanic restores, Insurance, Artists, Scale models.
Photos © : Jorge Moro - Ollirod.

PARIS EXPO PORTE DE VERSAILLES PAVILLON 1

Artcurial auctions 7-8 February www.retromobile.com

 100 years of
M ASER ATI

FROM 1968 TO 1975

E
VERYONE LOVES a good
soap opera, and – as Signor

THE
Berlusconi has proven so
recently – the Italians are no
exception. There’s yet to be a
mini-series about what went on in Modena
when Citroën owned Maserati, as far as we

CITROËN
know, but the scenario would seem to be ripe
for a dramatic treatment.
On the one hand, you have a tight-knit
family – the Orsi clan – running an old-
fashioned specialist carmaker, Maserati.

YEARS
But times are hard and the company is selling
a tiny number of cars. On the other, there’s a
major multinational – Citroën – which mass-
produces hundreds of thousands of cars and
trucks every year, but needs a bit of Italian
glamour. The fly in the ointment is Argentinian
Being taken over by a big car manufacturer usually spells entrepreneur Alejandro de Tomaso, who wants
death to creativity. But not when that marque is Citroën to buy Maserati too – but he’s thwarted by
chief engineer Giulio Alfieri, who has taken
WORDS Mark Dixon a dislike to the man.

68 FEBRUARY 2014 OCTANE

 And there’s more, much more. Get hold of a
copy of Marc Sonnery’s recent book Maserati, ‘Citroën brought This golden age for Maserati largely came
about because of one man’s passion for the
the Citroën Years 1968-1975, and you’ll
Ànd Àrst-hand accounts of the clashes of the work ers marque. It helped that Pierre Bercot was
president of Citroën in the mid-1960s, and that
personality that could have been especially
created for a primetime TV docu-drama. rights that the he saw Ferrari as being ‘new money’ whereas
Maserati was une grande maison – an
Take, for example, Maserati’s long-serving established house. So when he needed a high-
test driver Guerrino Bertocchi. He doesn’t Fr enCh took performance engine for the forthcoming SM
come out of the book very well, to put it super-coupé, he commissioned Maserati to
mildly. Having created his own little Àefdom For gr anted’ supply a V6 for it. Asked whether it would be
within Maserati (his brother Gino was head of acceptable for Maserati to put its own name on
the engine builders, and son Aurelio was in very different. The modernisation that Citroën the cam covers, Bercot is said to have replied:
charge of personnel), he regarded it as a perk brought included massive investment in ‘Oh, but this would make me very happy!’
of the job to appropriate new parts and sell Maserati’s production facilities, and the kind That was just the start. Bercot and Adolfo
them on the black market. When Citroën of workers’ rights that French employees took Orsi senior, the elder statesman of the family,
clamped down on this, Bertocchi started for granted; not least a Àxed-length working got on famously, and soon negotiations were
suggesting to clients that they should go to De day instead of exhausting, open-ended hours. underway for Citroën to take a controlling
Tomaso instead! He was Ànally outed when One long-standing Maserati employee share in Maserati. Adolfo was getting old (he
Citroën hid a tape recorder in a car at the Paris recently recalled the Citroën era as being like had bought Maserati from the founding
motor show and caught him bang-to-rights. ‘Àve years of holidays… we even had salary brothers in the late 1930s), his son Omar was
If this makes Citroën sound like a heavy- rises, which with the Orsis was always a very often ill and conÀned to bed, and his grandson
handed overlord, then the truth was actually difÀcult topic.’ Adolfo junior was too young to take charge.

OCTANE FEBRuaRy 2014 69

 100 years of
M ASER ATI

The safety-blanket of a big company such Although the Bora was critically well In a plot twist worthy of Dallas, Alejandro
as Citroën must have looked very appealing. received, by 1973 the writing was not only on de Tomaso reappeared on the scene. He used
In the late 1960s, building luxury cars was the wall, it was in the newspapers and on the his Machiavellian political skills to acquire
something of a risky business in Italy, which TV. The Arab-Israeli conflict that kicked off Maserati and promptly set about erasing every
was experiencing the same kinds of social on 6 October 1973, and the subsequent oil last trace of Citroën – which he regarded as
unrest as France – encounter a protest march in embargo imposed on Western states by Arab having ‘stolen’ Maserati from him back in 1969
a city while at the wheel of a Maserati, recalls nations, had a huge impact on Maserati. Sales – from the Viale Ciro Menotti factory.
Adolfo junior, and you would be in danger of of the Citroën SM collapsed, and Citroën itself With what seems like pure vindictiveness,
having your car overturned. In fact, one reason was in deep financial trouble; parent company Giulio Alfieri was given 15 minutes to clear his
why Citroën’s takeover of Maserati was Michelin would sell it to Peugeot in 1974 – and desk; his great GT cars would be axed almost
announced in March 1969, and not six months they had no interest in using someone else’s as quickly. Cue closing credits: a particularly
earlier, was because Citroën’s offices in Paris V6, when the PRV stable already had one. On dramatic episode in Maserati history had
had been occupied during the riots of 1968… 23 May 1975, Peugeot shut down Maserati. ended, and another was about to begin. End
Despite the inevitable teething troubles that
accompanied the Frenchmen’s arrival at
Modena, plans progressed apace to create a ‘IF INGEGNER E ALFIERI HAD HAD HIS WAY,
new breed of cars that would carry forward
the Ghibli’s classically beautiful lines with THE BOR A MIGHT HAVE BEEN EVEN MOR E
more up-to-date underpinnings. First and
arguably greatest of these was the Bora: a R ADICAL THAN IT ENDED UP’
V8-powered supercar with all-independent
suspension, launched in 1971.
If ingegnere Giulio Alfieri had had his way,
the Bora might have been even more radical
than it ended up – one of his ambitions was to
use the chassis members as fuel tanks – but,
with its stainless-steel centre roof section and
huge, slightly concave wheel covers, the
Giugaro-styled Bora had the visual flair of a
concept car. It was actually a high-performance
GT that had none of the compromises typically
found in supercars of the day.
Powered by the well-proven Maserati
4.7-litre V8 (enlarged to 4.9 litres for later cars),
the Bora’s mid-engine layout and transaxle
gave safe and enjoyable handling. Indeed, in
Octane’s ’70s supercar group test, issue 26, we
voted it the pick of a five-car bunch that
included Esprit, Urraco, Pantera and 308GTS.
‘High geared and flexible… the Bora is built to
eat up the miles,’ we concluded, adding that it
had an unbeatable combination of ‘supercar
grunt, great handling, relaxed cruising and
fabulous brakes’. Brakes were high-pressure
hydraulically operated, à la Citroën SM, but
the steering wasn’t – the rearwards position of
the engine meant assistance wasn’t necessary.

THE SUPER COUPÉS

Ghibli, 1966-73 Indy, 1969-74 Merak, 1974-83 Khamsin, 1973-82

The supercar that took the fight to Ferrari A more prosaic take on the Ghibli theme by In essence, a V6-powered, lighter version Alfieri’s last fling (styling was by Gandini),
and Lamborghini, despite having ‘only’ a V8 Vignale, longer and taller to offer ‘plus 2’ of the Bora (the ‘flying buttresses’ saved and a return to the traditional front-engine
engine. Gorgeous looks and fine handling seating, initially with 4.2-litre V8 that was weight by doing away with side glasses) to V8 layout but with hydraulics powering
were compensations, helping to shi later upgraded to the Ghibli’s 4.7 and 4.9. broaden customer appeal – and to use up a everything from brakes to light pods to
1149 Berlinettas and 125 Spyders. Sold a respectable 1136 units. surplus of SM engines. 1812 were sold. steering. Not a great seller, at 421 units.

70 FEBRUARY 2014 OCTANE

 SERVICE, RESTORATION & PARTS

CELEBRATING
100 YEARS OF MASERATI

MODERN SERVICE.
TRADITIONAL CRAFT. MCGRATHMASERATI.CO.UK
 100 years of
M ASER ATI

FROM 1975 TO 1993

THE DE TOM A SO ER A
An Argentinian with a passion for Ford V8-powered supercars
took over the trident – and took on BMW, too
WORDS Glen Waddington PHOTOGRAPHY Mark Dixon

W
E CALL it the De Tomaso Italy, it cost similar money to the Lancia Two years later came a 245bhp 2.8-litre
era, but it might be better Gamma saloon, and around half the price of a version of the V6 to power the new, enlarged
known as the Biturbo era. Porsche 911SC. ‘The mass-market Maserati’, 228 coupé, the 222E (as the Biturbo was now
An era not famous for Autocar called it. But by the time cars were called) and the 430 saloon, while fitting a
racing cars, grand GTs or delivered at the end of 1982, the price had steel roof to the short-wheelbase Spyder
cool and characterful supercars. No, when De crept up to £11,000, for a 2.0-litre coupé little wrought a suitably agile GT for a 285bhp
Tomaso took over, Maserati bravely went longer than a Ford Escort. version of the new engine too. Like the Bora, it
chasing a market that didn’t quite exist at the That money bought you a purpose- was named after a wind, in this case one that
time. A market that ended up falling in love, designed, exotically spec’d 1996cc 90º V6 (its blows across the Gulf of Aden. Called the
a few years later, with the BMW 3-series. unusual vee-angle matches that of the Merak Karif, it’s something of an unsung hero.
In 1975, Maserati was bought by Alejandro and Citroën SM engines, although they have ‘0-60mph in 4.8sec!’ screamed the cover of
de Tomaso, the man whose own company only the rear main crankshaft oil seal in the April 1988 issue of Car magazine. It
had survived the early-1970s oil crisis that common), with three valves per cylinder (a pictured a distinctly understated-looking
claimed other American V8-powered smaller inlet valve to ensure high gas speed at coupé, one that turned out to be rare too: 221
European exoticar makers Jensen, Monteverdi, low revs; a larger one to breathe more of it into built in just over three years, only 32 in right-
Facel Vega, Iso and Bizzarrini. He rescued the cylinder at higher engine speeds), and hand drive. It shares that 1970s-redolent
Maserati from oblivion after Citroën, owner force-fed by two tiny IHI turbochargers (less square-jawed front end with other Biturbos,
since 1968, had abandoned it to bankruptcy lag-prone than a larger single one), which married to a stumpy cabin with a cut-off
(and been taken over itself by Peugeot) in ’74. were originally designed to boost Moto Guzzi rear screen like that of an American ‘personal
But when de Tomaso assumed the position motorcycle engines (another De Tomaso coupe’ of the era. Within is the sumptuous
of Modenese saviour, took his 30% stake concern). Two turbos, hence the name. leather and Alcantara cabin that defines
(bought for £64 – the Italian Government Early cars rusted, their engines overheated much of the Biturbo’s appeal, including
owned the rest) and gained control of the and their overloaded rear diffs were fragile – the infamous dash-mounted gold-plated
Maserati factory, he found that output had issues addressed by the Biturbo II in 1986, timepiece (remember that?).
fallen from 735 cars in 1973 to just 201 in 1975 when right-hand-drive cars were being The low-lying facia envelopes you, as do
– and only 89 cars in his first full year. So he brought to Britain. By then, the Biturbo was seats that feel as soft as they look, and that
sacked half the workforce and transferred looking old but the range had grown to include twin-turbo V6 emits a distant snarl. The
much of the production to the Innocenti car the two-door Spyder and the four-door 425, wood-topped gearlever accesses a dogleg first
factory, another outpost of his empire. while the engine was now a 2.5-litre with via a narrow, snicky gate and you’re off at a
He also introduced a new car, rebadging 192bhp. The coupé cost £24,795 (that’s Octane ferocious lick, accompanied by a crisp V6
the De Tomaso Longchamp as the Maserati publishing director Geoff Love’s, right), the warble. The ride is relatively soft, steering
Kyalami and replacing its Ford V8 with the 425 £27,795 and the Spyder £28,795. By quick-witted, roll limited by ungenerous
Bora’s 4136cc quad-cammer. Around 200 were comparison, Ford’s Sierra RS Cosworth was suspension travel, and you sense a tail-
built until it, the Khamsin, Merak and Bora £15,950, and a Jaguar XJ-S 3.6 only £21,500. wagging-dog scenario is merely an injudicious
made way for the Biturbo. This was his car to throttle-prod away. Flawed? Undoubtedly.
save the company, launched in a year when
Maserati production was back up to 528 cars.
‘A TAILWAGGING But thrilling too.
The Biturbo evolved into two more
Nearly 400 of those were of the V8-powered
Quattroporte III limo (released in 1979, DOG SCENARIO IS iterations in the early 1990s, namely the V8-
powered Shamal and the biturbo-powered
supplanting the stillborn Citroën SM-based
QPII), which suggests that moving away from A THROTTLEPROD Ghibli II, with a fairly radical rewrapping of
the severely dated body – by none other than
supercars and into upmarket saloons was less
crazy than it might have seemed. AWAY. FLAWED? Mr Countach, Marcello Gandini.
The Ghibli II went on to spawn a Gandini-
De Tomaso himself was on hand when the styled four-door derivative, the Quattroporte
Biturbo was unleashed on the press on 14 UNDOUBTEDLY. IV. But that happened in 1994 and already, the
December 1981 – 67 years to the day since the year before that, De Tomaso had surrendered
company was founded. Priced at £8000 in THRILLING TOO’ control to Fiat… End

72 FEBRUARY 2014 OCTANE

 100 years of
M ASER ATI

FROM 1993 TO THE PRESENT

THE R EBIRTH
Look what happened when Fiat and then Ferrari took control of the Trident…
WORDS John Simister

T
HE FIRST sign of Fiat’s post- This new car, styled by Giugiaro, brought Ferrari knew there were problems, which
1993 ownership of Maserati an end to angularity and a return to a numerous ECU updates never quite fixed, so
was the transformation of the classically rounded grand-tourer look. Its for 2002 the gorgeous GT got reincarnated.
fourth-generation, Biturbo- slender tail-lights, following the rear panel’s Out, after two huff-puffing decades, went the
derived Quattroporte from upper corners in LED-lit boomerang fashion, turbochargers. In came a Maseratised version
one of the worst-built, most carelessly were especially neat, but the V8’s now-370bhp of Ferrari’s V8, re-engineered with 90-degree
conceived prestige saloons in history to output was particularly hard to modulate via firing intervals, a 4.2-litre capacity and 390bhp,
something bordering on desirable. The big the pioneering but unintelligent drive-by-wire while the gearbox was moved rearwards to
change, however, came in 1997 when control throttle. You’d stall, smoke your tyres – or opt become a transaxle. A short-wheelbase open
of Maserati was handed to that semi- for the automatic version. Once again, here version called, oddly, Spyder GT joined the
independent fiefdom within Greater Fiat, was a Maserati of huge theoretical desirability range, while the GT itself lost those letters and
Ferrari. The first fruit of the new grouping that, in practice, would drive you mad as an was renamed Coupé.
came at the 1998 Paris show, with a handsome owner. Scarily wooden-feeling brakes didn’t To the dismay of aesthetes everywhere, the
coupé, all-new bar its twin-turbo, 3.2-litre V8. help, either. slender tail-lights were replaced by generic

74 FEBRUARY 2014 OCTANE

 accept by the customers Maserati hoped to
tempt from a Mercedes S-class, a BMW 7-series
or a Jaguar XJ. The cabin oozed a very Italian
take on opulence, the V8 was as cracklingly
thrustful as ever, and the combination of a
retro-Maserati front grille and a trio of front-
wing portholes gave it a very strong Áavour of
genetic correctness. This was the coolest big
saloon on the planet, transmission or not.
While the automated manual continued in
the deliciously bonkers Sport GT version, a
normal auto eventually arrived too. This
duality of underpinnings appeared also in the
cars that replaced the Coupé and Spyder, the
GranTurismo of 2007 and its GranCabrio
sibling, which ran on a shorter version of the
QP platform, and joined the saloons in having
4.7-litre engines as well as the 4.2 in order to
give GTS versions the required verve.
As standard, the GranTurismo lacked the
punch expected, which seemed to go with the
way it looked: a normal GT-type shape
Xeroxed-up by 15%. In 4.7-litre guise, with the
cruder but more engaging Cambiocorsa, it
proved very amusing. And don’t forget, these
mechanical elements also found a home in the
(Maserati-built) Alfa Romeo 8C.
More brand cross-pollination had occurred
with 2005’s MC12, fundamentally a Ferrari
Enzo in a slightly longer body and charged
with returning Maserati to the endurance
racetracks, a task it achieved with honours.
This factory-backed competition success,
never attempted with the Enzo, gives the
MC12 more authenticity than it might
otherwise deserve, even if its chief engineer
did call it a Ferrari on the press launch.
Yet it was that same year Maserati was
plucked from the Ferrari mothership and
‘The GT brouGhT berthed with Alfa Romeo. Now, in 2013, there’s
a new Quattroporte and a shorter-wheelbase,
a r eTur n To The BMW 5-series-rivalling saloon called Ghibli,
sharing a new platform and new V6 engines
classically rounded with, yes, twin turbochargers. The engines,
and the related, new, twin-turbo V8 for the QP,
Gr and-Tour er look’ are built by Ferrari while the cars are made in
the old Bertone factory at Grugliasco, near
Turin. Biturbos are back, because that’s what
modern emissions and efÀciency constraints
slabs to suit US legislation, necessary because everything. This faster, harder-edged, more demand. And, for the Ghibli, there’s even a
Maserati was to re-enter the US market after focused, 400bhp Coupé gelled in a way its turbodiesel. Times change indeed.
years away. A small industry subsequently antecedents had not, and anyone driving it Which leaves the Levante, an SUV due for
developed to ‘backdate’ the look. Also new couldn’t help being smitten. It was the way launch in 2015 and derived from the Kubang
was a two-pedal ‘automated manual’ the Coupé should have been from the start, concept car mooted in various forms over the
transmission similar to Ferrari’s F1-shift, and is an undeservedly overlooked classic in last decade. It shares underpinnings with the
named Cambiocorsa (‘race change’). These the making today. By then, though, the next Jeep Grand Cherokee, a mild irony given
new models still looked delicious but the Maserati generation was under way. Meet Chrysler’s past shareholding in Maserati, but
manual gearbox – actually Maserati’s last – Quattroporte mark Àve. will be built in Turin with Maserati engines.
had a cantankerous shift. Deliberately, to steer Pininfarina did the styling this time, on an That’s the way today’s car-world is
people to the future? Who knows? all-new platform with, again, a rear-mounted going, it seems: SUVs with branding once
Something was still lacking elsewhere in the transaxle. The automated manual was unimaginable. What would Messrs Orsi,
way these cars interfaced with their drivers, re-named DuoSelect and shifted more gently, AlÀeri, De Tomaso and the Maserati brothers
but 2004’s GranSport version Àxed nearly although its innate surges were still hard to make of that? End

OCTANE FEBRuaRy 2014 75

b e n t l e y r -t y p e s p o r t s s a l o o n

76 FEBRuaRy 2014 OCTANE

 model of
discretion
The Bentley R-Type Continental is an obvious icon.
Expensive, too. So meet the more affordable yet no less
luxurious alternative. And this one’s been tweaked…
Words Robert Coucher // PhotograPhy Mark Dixon

OCTANE FEBRuaRy 2014 77

b e n t l e y r -t y p e s p o r t s s a l o o n
Y ou know how occasionally you
meet an upper-crust English girl with
a cut-glass accent? One who initially
appears a bit plain but has a real glint
in her eye. You look more closely and
notice she is rather well put together. Then she casually
drops into the conversation that she is actually a champion
point-to-point horse racer, a parachutist or has a Ducati 888
that she enjoys on early-morning runs. Naughty but nice.
This immaculate 1953 Bentley R-Type Sports Saloon is a
Le and below
It’s a Bentley, but Crewe insisted on
Rolls-Royce-style luxury within; under
the bonnet there’s a 200bhp 4.9-litre
straight-six from the later S1, which
makes this R-Type a real Q-ship.

British motor car. In fact it is a frightfully English motor car,

one designed for the sporting driver – chap or gel – and not
as a chauffeur’s conveyance. It’s elegant, conservative and,
er, rather well put together, but there is more to it than initial
impressions might suggest.
WO Bentley built big, rumbustious, race-winning
machines. Unfortunately his company went bankrupt in
1930 and was bought by Rolls-Royce. Messrs Rolls and
Royce built quiet, reÀned, genteel motor vehicles for the
aristocracy. The Royce crowd, run by Ernest Walter Hives at
the time, probably found the Bentley Boys a bit of a loud lot,
what with a South African mining magnate (trade, dear boy)
mixing with a pilot, a doctor and even a well-heeled motoring
journalist – whatever happened to them! – and a racing
driver funded by a wealthy racehorse owner named Dorothy.
Come the Great Depression, the diamond miner pulled
the plug and Bentley Motors Ltd went to the wall in 1931.
Napier & Son was in negotiations with the receiver to buy
Bentley but another company – called the British Central
Equitable Trust but actually a front for Rolls-Royce Ltd –
offered a counter-proposal and outbid Napier in a sealed bid
auction, with its offer of £125,000.
Hives was an aeronautical engineer responsible for the
sophisticated Merlin engine in the SpitÀre so he probably
looked down on Walter Owen Bentley, a railway engineer.
Rolls-Royce dealt ruthlessly with Bentley, who was not
allowed to design anything once Royce had taken over his
company, and he left for Lagonda in 1935.
This history is important because Bentley Motor Cars
became, in essence, Rolls-Royce sporting cars from 1933
onwards, when the Royce 20/25 was spruced up as the
Bentley 3½-litre, built at the Derby Works. This was the
age of the ‘Silent Sports Car’. The Standard Steel MkVI
arrived as a complete ready-to-drive saloon car in 1946 and
this R-Type Sports Saloon was Àrst launched in 1952, along
with the extremely upmarket two-door Bentley Continental
Sports Saloon, with almost exactly the same mechanicals
clothed in lighter coachwork, usually by HJ Mulliner of
London. A badge-engineered Rolls-Royce.
Today, the 200 or so surviving examples of the Bentley
Continental are worth in excess of half-a-million pounds
each. On the other hand, this slightly less rakish, 180kg
heavier four-door Bentley R-Type Sports Saloon, one of 2486
produced, is worth about £60,000. That’s quite a saving, and
they were extremely well made so a number have survived.
As with most classics, rust is the enemy and, as with many
saloon cars, a good number ended up in the scrapyard. But
Bentley R-Types have always been loved. Initially bought by
comfortably well-off owner/drivers, garaged examples have
been looked after by keen Bentley Drivers Club members for
years and they keep purring along discreetly.
This immaculate, fully restored Brewster green R-Type
looks absolutely perfect. Its deep green paintwork is the

OCTANE february 2014 79

t iem
b net lweiyt h
r -t
oylp
ive esrp o
wrin
tst esrablo
ototno m

1953 bentley r-type sports saloon

ENGINE S1-spec 4886cc straight-six, inlet-over-exhaust, twin SU carburettors
POWER 200bhp @ 4300rpm TORQUE 200lb  @ 2500rpm
TRANSMISSION Four-speed manual, rear-wheel drive
STEERING Worm and peg SUSPENSION Front: wishbones, coil springs,
lever-arm dampers, anti-roll bar. Rear: live axle, semi-elliptic leaf springs,
lever-arm dampers BRAKES Drums WEIGHT 1920kg
PERfROMANcE Top speed 110mph. 0-60mph 11.0sec

80 FEBRuaRy 2014 OCTANE

OCTANE february 2014 81
b e n t l e y r -t y p e s p o r t s s a l o o n

ideal hue, set off by the toffee brown leather trim and just Above The Bentley takes off with a whoosh. Suddenly you are
enough chrome to prevent it from looking drab. The rounded An R-Type Continental charging down a quiet country road at indecent speed and
Fastback is the most
grille is so much more subtle than the square Rolls-Royce having to work the undergeared worm-and-peg steering to
recognisable and iconic
job on its equivalent Silver Dawn – tempting some Bentley Bentley of its era. The keep the R-Type on an accurate course. Goodness, the
drivers to refer to Royces as ‘Áat-fronted funeral followers’. Sports Saloon is the Bentley word ‘rumbustious’ spring back into mind.
The Bentley sits on fresh Avon Turbosteel tyres and the aordable alternative. Like that upper crust gel, this fragrant Bentley has a
odometer indicates just 65,525 miles, which seems plausible. naughty little secret. Open the split bonnet on the driver’s
Shutlines are razor thin and the doors close with a tight side and all is present and correct. Twin SU carburettors and
clunk. The interior is beautifully assembled, with ashtrays lashings of black lacquered paint on most surfaces. But open
seemingly everywhere. The detailing is a delight and the bonnet on the passenger side and you will be struck by
everything is meticulously constructed. the very sporting-looking banana branch exhaust manifold.
The previous owner, a fastidious German gentleman, A standard R-Type Bentley Sports Saloon comes with a
wanted a car with a pre-war feel but one that runs like a sweet 4566cc inline six-cylinder engine producing an ample
classic and the R-Type Àts the bill perfectly. From the upright 150bhp or so. Later Continentals received the bigger-bore
driving seat (modern safety belts discreetly Àtted), the view 4887cc engine with 172bhp, and the replacement S1 beneÀted
through the windscreen is down a long and narrow bonnet, from a further developed six-port head version of this big-
over the proud Áying B mascot, with the sidelights atop bore six, knocking out around 200bhp. Yes, this R-Type has
each wing acting as neat guides. Indeed, the R-Type looks the big-bore engine from an S1, which makes the grab
pre-war, so how does it run? handles on the back of each front seat very useful indeed.
It does without the need for an ignition key but a small one On the road this Bentley is properly fast. Not only does it
is on the fob for the Yale door locks. Turn the heavy chromed have the big engine, which looks exactly the same as the
switch mounted in the exquisite walnut veneered dashboard, 4½-litre original, it also has a much higher rear axle ratio,
then thumb the starter button. Nothing. Or so it would giving it lovely long legs. The Sports Saloon is no trafÀc-
appear. But wind the window down and you pick up a faint lights racer but get it bowling along, then give it some juice
burble. The big six-cylinder engine is virtually silent. On top and it hoovers up the horizon with proper attitude.
of that it is completely isolated from the interior, exhibiting At a cruise the car is not that quiet as some wind noise
nary a vibration nor a shudder. is evident, but not much more so than in a fabled million-
The diminutive clutch pedal goes to the Áoor with the dollar Continental. The mechanical, servo-assisted drum
lightest of touches and the gearlever is to be found on your brakes are remarkably effective, even if the steering is
right-hand side between the seat and the door. Click it into slightly vague and, although this Sports Saloon weighs some
non-synchro Àrst gear, add a bit of downward pressure on 180lb more than a Conti, it will take a very, very determined
the throttle pedal and the Bentley moves off quietly. driver to shake it off.
First gear is a surprisingly high ratio so hang onto it a A really effective Q-car that’s charming and elegant most
while longer than you would expect in a car of the 1950s. The of the time but enormously naughty fun when pressed. Ever-
bolt-upright lever is a gem and requires only the lightest so-gently? Don’t be quite so assured. End
pressure between the gears. Housed within the steering boss
is a knob that adjusts the rear suspension. Slide it to the ‘Àrm’ Thanks To Ian Pinder of RR&B Garages where this Bentley is for sale,
position and give the throttle pedal a proper shove. +44 (0)1527 876513, www.rrbgarages.com.

82 february 2014 OCTANE

 1928
4½ LITRE
BENTLEY
Maintained regardless of cost for
the past six years and rallied
extensively throughout the world.
Engine, gear box and differential
fully rebuilt. Fantastic proven car.
Contact us for further details
or if you are considering
buying or selling a similar car.

www.themedcalfcollection.com
[email protected] +44 (0)1730 893992

A P A S S I O N R E A L I S E D
s a fa r i r a l ly

Wild
Game
It’s an eight-day challenge across some of Africa’s wildest terrain,
so what did the Safari Classic rally have in store this year?
Words Franca Davenport // PhotograPhy McKlein

84 february 2014 OCTANE

OCTANE february 2014 85
s a fa r i r a l ly

T
wo former World Rally former World Rally Champion Stig Blomqvist was keen
Champions, several Kenyan to test the performance of his Tuthill-prepared Porsche
National Champions, a double 911, setting fastest time on the Àrst section and taking the
World Production Car Rally lead after the Àrst day. Only a minute behind him was
Champion and a Swedish Touring local legend and six-times Kenya Rally Champion Ian
Car Champion were on the entry Duncan in his Ford Capri V8 Perana. The other former
list for this year’s East African Safari World Rally Champion and twice winner of this event,
Classic rally. The machinery was equally impressive. Bjorn Waldegård, was in third place, closely followed by
Yes, Porsche 911s made up just over half the Àeld, Paris-Dakar veteran Gérard Marcy, whose experience
alongside Datsun 260Zs and Ford Escorts, but more proved useful through the sisal plantations.
unusual breeds included a Ferrari 308GT4, a Ford Capri Although familiar to some, these Àrst sections
V8 Perana and a Chevrolet Corvette. Thus the stage was managed to catch out a few Safari regulars. Many of the
set for an epic eight-day, 2500-mile battle, starting and cars hit an old railway crossing, which kicked them into
Ànishing in the humidity of Mombasa on Kenya’s Indian the air at some spectacular angles. Steve Troman’s
Ocean coast, the route looping through the countryside spectacular leap turned into a roll, leaving his Porsche
regions of Kenya and Tanzania and taking the cars from 911 crumpled but (just) driveable.
sea level to altitudes of 2600 metres above the Great Rift The next day re-ran the Taita hills section in the
Valley in Central Kenya. Territory made famous by the opposite direction, with the early morning providing
original event of 60 years ago. cooler temperatures but some fog for the front-runners.
The battle began as soon as the crews left Mombasa This twisty, more European-feeling section was a
behind, taking in the quick and sandy sections through favourite for former World Production Car Rally
the sisal plantations before moving into the twisty and Champion Grégoire de Mévius in a BMA Porsche 911, as
often stony sections of the Taita hills – which can also he set fastest time on both runs. However, it was
Clockwise from top
Stig Blomqvist and Staan spring the occasional elephant. Heat was an issue for Waldegård who set fastest time on the 70-mile section
Parmander take to the water; many, the odour of burning rubber emanating not only up to the Tanzanian border, maintaining third place but
Michiel Campagne’s Chevrolet from tyres, but also from the shoes of co-drivers bracing closing the gap to the top two. ‘Well, we have to show
Corvette Sting Ray; Marzio
feet against hot Áoor panels. them we are not giving up!’ he joked. Despite the quick
Kravos’s Ferrari 308GT4’s engine
expired on the penultimate day; With three well-placed Ànishes behind him on the times from the Europeans, it was the Kenyan crew of Ian
Francis Tuthill rebuilds 911 ’box. Classic in a Ford Escort but so far no outright victory, Duncan and Amaar Slatch who were in the overall lead

86 february 2014 OCTANE

 s a fa r i r a l ly

‘Some modern rallies

barely cover 100 miles
in a day, but on the
Safari you can drive
that far on just one
competitive section’

Right
It takes guts to take on a huge
eld of 911s in
a Capri. The kind of guts that means you don’t
notice when you’re dropping over the edge…
at the end the second day, by more than a minute from eastern boundary of the Rift Valley. Little time for the
Blomqvist who reported having brake problems. crews to admire the view or the wildlife, although some
Some modern rallies barely cover 100 miles in a day, were forced to spend more time than anticipated with
but on the Safari you can drive that far on just one the locals. Jean-Pierre Mondron broke a bolt in the rear
competitive section. This was the case for the Àrst section suspension of his Porsche 911, meaning a long wait for
of the third day, requiring a combination of speed and the service crew but plenty of time to make friends with
endurance. Unfortunately it was on this section that the Masai. Meanwhile, former Safari-winning Datsun
Waldegård hit a double concrete river crossing at full works co-driver Lofty Drews resorted to hand signals
speed, rolling his Porsche 911. It meant retirement for the when his intercom stopped working for two competitive
Swedish father-and-son crew (Mathias Waldegård was sections, leading driver Jayant Shah to respond with
on the maps) but they followed the pack for the remaining some of his own…
days, sad to be out of the action yet happy to support the Göransson set fastest time on the next morning’s Àrst
seven other Swedish crews. section, heading back towards the Kenyan border.
At the end of day three it was the Kenyan driver Duncan’s Capri had another puncture, while Blomqvist’s
Duncan who was once again leading, this time by a mere 911, still suffering brake problems, swung out and got
15 seconds from Blomqvist, despite suffering the Àrst of lodged on a sandbank. All of which played into the
what would be several punctures on his Capri. This was hands of de Mévius, who took the lead but then promptly
to be the only occasion when the same crew maintained lost it on the next section when he broke a driveshaft.
the lead over two consecutive days. By the end of the fourth day and halfway through the
Alongside the main show, several other interesting event, Blomqvist was back in the lead by 50 seconds over
events were developing. Between them the BMAPorsches Duncan, who had suffered three punctures in the same
of de Mévius and Munster took fastest times on all the section. More than ten minutes behind them, Marcy had
day’s sections, while Swedish Touring Car Champion settled into a consistent pace, with a comfortable margin
Richard Göransson was getting to grips with the Safari of ten minutes to the fourth-placed Datsun 260Z of Geoff
and setting some very quick times. Göransson had never Bell. Further down the leader board the margins were
driven competitively on mud and only encountered sand not so large. In Àfth place Steve Perez was holding off the
when he was in the gravel pits on a track, yet he was attack of two experienced Kenyan crews, both in Porsche
quickly learning how to drive at speed on both surfaces. 911s and both sharing the driving; whilst Philippe
The Tanzanian sections provided stunning scenery as Vandromme in a Kronos Vintage Porsche 911 was in
the route ran alongside Lake Manyara (famous for its eighth place, only two seconds ahead of John Lloyd in
tree-climbing lions) and down the escarpment on the a Viking Ford Escort RS1800.

OCTANE february 2014 89

s a fa r i r a l ly

Below and bottom Parmander had a trouble-free day, re-taking the lead
Ian Duncan and Amaar Slatch from Duncan by 59 seconds.
with the winning Capri Perana;
the Onkar Rai/Baldev Chager
Then the rally headed back to the Taita Hills on what
Porsche 911, which nished h. many crews described as the toughest day. Both Duncan
and Blomqvist suffered punctures, putting the Kenyan
crew only nine seconds ahead going into the Ànal day.
However on the open roads the advantage of leading
was questionable, since the Capri was Àrst out and had
to clear the route, which is no easy task on this event.
Usually the crews ease the pace at this point to ensure
a Ànish, but this year there was no such thing for the
leaders. On the Àrst Taita hills section Blomqvist and
Duncan set the exactly the same – and the fastest – time,
sustaining the nine-second difference between them.
Then the Kenyan crew lost over half a minute on the
second section, giving Blomqvist the lead – but then a
puncture on the Porsche 911 in the Ànal section snatched
it away. In the end, victory went to Duncan by three
minutes and 14 seconds from Blomqvist.
The intensity of the battles did not lessen in the second ‘Last time I won this rally in 2009 I was nine minutes
half, and neither did the challenges. Rain in the section ahead on the last day but this time it was nine seconds.
out of Amboseli caused slippery conditions for the front- This has been a real Àght – it’s gone down to the last
runners and treacherous mud further back. Geoff Bell’s second and it would have ended up with seconds again
260Z overheated but, with some rewiring and water if Stig hadn’t got a puncture,’ said Ian Duncan.
donations from crews and local Masai, managed to Ànish Although disappointed, Stig Blomqvist adopted his
and set fastest times on the next two sections. Meanwhile typically cool Swedish stance: ‘Of course, today could
the duel at the top continued, with Duncan retaking the have been a better day and I guess we just took the short
lead from Blomqvist by 2½ minutes. straw. It was down to luck but that’s just the way it is,
Next day, sand, sand and more sand caused bad especially on the Safari.’
visibility. Duncan suffered another puncture when he Driving a fantastically level-headed rally, Gérard
hit ‘one of the only two rocks in the section’, and the Marcy (911) remained in the third position he had
engine blew on the Ferrari 308GT4 of Marzio Kravos and adopted on day four, while Steve Perez (260Z) kept his
Renzo Bernardi. River crossings and the complex fourth place ahead of the 2013 Kenyan National Rally
network of tracks on the Delamere’s estate were aptly Champion Baldev Chager (911) and the father-and-son
described by Perez’s seasoned co-driver Paul Millington Kenyan crew of David and Alex Horsey (911).
as being ‘like a Welsh night rally without the maps and As Waldegård put it so aptly from the sidelines: ‘It was
no landmarks’. Unlike many others, Blomqvist and great to watch the battle, but I wanted to be part of it.’ End

90 february 2014 OCTANE

 World’s apart...
Eastern charm and Western adventure with
the most experienced team in classic rallying

2
The With 25 plus years organising over
Sunday 19 June to
65 events worldwide, Philip Young
(pictured above) presides over the
Saturday 23 July 2016
NOVA SCOTIA TO SAN FRANCISCO
most experienced organising team in
historic rallying. Philip scooped the
THE 2015 Personal Achievement Award “for One of the World’s Great
inventing historic rallying” at e
TRANS-AMERICA
7- 2 8 JUNE 2 0 1 5
2013 International Historic Motoring Motoring Adventures
Awards in association with Octane.
NOVA SCOTIA TO
SAN FRANCISCO A true endurance rally of nearly 10,000 miles, now on
Call or email the UK Rally
its h running with the Endurance Rally Association.
Drive from sea to shining sea, Oce to nd out more e 2013 route was hailed as the best yet and now we are
through the spectacular sights of
the ‘land of the free and the home of
about these and other preparing to go even better with the next event in 2016.
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www.endurorally.com
F e r r a r i 16 6 m m b a r c h e t t a

dark
horse
The odds that an unknown coachbuilder could
better Touring’s classic 166 barchetta were long –
but long odds are there to be beaten
Words Peter Tomalin // PhotograPhy Dan Savinelli
A rchive images Marcel Massini

92 February 2014 OCTANE

OCTANE February 2014 93
F e r r a r i 16 6 m m b a r c h e t t a

p oring over this spectacular

166MM barchetta in all its
freshly restored glory, it takes
quite a leap of imagination to
picture it hammering along the crumbling
roads of post-war Europe, sides caked in oil
and dust, bodywork beaten back into shape
after its inevitable off-road excursions. This,
though, was early Ferrari, a young company
forging its reputation in the crucible of motor
sport, competing in the great road races of the
day, from the dirt and heat of the Tuscan plains
to treacherous Alpine passes. This was Ferrari
before the marketing men got involved, before
all the baggage arrived.
The 166MM played a crucial role in putting
Enzo Ferrari’s Áedgling company on the world
map, and this particular 166MM was right in
the thick of it, as we shall see. It was also, at
different stages of its colourful life, a race and
rally car, a motor show star and a fastback
coupé. Now, after undergoing a properly
painstaking restoration, it is soon to go to
auction with an estimate ‘in the region of
€3,000,000’. Given its history and its one-off
nature, it might just exceed those expectations.
If all 166MMs are special, this one is more
special than most.
To understand the signiÀcance of the Type
166 series, you have to look at its forebears.
But preferably not for too long. Ugly little
blighters, those early Ferraris. Oh, they were
effective – the Type 125 of 1947 won races
virtually from the off, thanks to Gioacchino
Colombo’s wonderful little V12 engine – but
it’s unlikely anyone ever pinned a photo of a
125 to their bedroom wall. Bulbous snouts,
bathtub bodywork, rudimentary cycle wings –
form was dictated strictly by function, panels
hammered into simple shapes by artisans
rather than drawn by artists. It wasn’t long,
though, before that all began to change.
The new 166 series (named after the capacity
of one cylinder, giving a total of 1992cc)
appeared in early 1948. The very earliest
examples were every bit as brutally functional
and unlovely as the 125s they replaced, though
they were also the Àrst Ferraris that were
actually sold to paying customers. The real
turning point came in September 1948, when
Ferrari attended its Àrst motor show.

94 February 2014 OCTANE

F e r r a r i 16 6 m m b a r c h e t t a

The star of its stand at the 1948 Turin Salon Enrolling the services of his well-known
was the 166MM, the sufÀx chosen to celebrate 1953 Ferrari 166mm barchetta countrymen Lucien Bianchi and Johnny Claes
Clemente Biondetti and Giuseppe Navone’s ENGINE 1995cc 60° V12, SOHC per bank, as co-drivers for longer events, Herzet was
victory in May’s Mille Miglia road race with a three Weber 36DCF twin-choke carburettors soon competing in Germany, France, Italy and
POWER 130bhp @ 7000rpm TORquE 117lb  @ 5000rpm
166 Sport. Under the 166MM’s bonnet was a Portugal. On the Rallye des Alpes, 0300 M
TRANSMISSION Five-speed, rear-wheel drive
1995cc version of Colombo’s now well-proven STEERING Worm and sector Ànished a mightily impressive third overall
60-degree, single-overhead-cam V12, fed by SuSPENSION Front: independent, double wishbones, and Àrst in class.
three twin-choke Weber carburettors and good transverse leaf springs, hydraulic dampers. Rear: live Perhaps its most notable performance,
for a claimed 140bhp at 6600rpm. axle, leaf springs, hydraulic dampers, anti-roll bar though, was on the gruelling Liège-Rome-
BRAKES Drums WEIGHT 699kg
The real news, though, was the MM’s PERFORMANCE Top speed 125mph. 0-60mph 10sec Liège rally. Photographs show the berlinetta
beautifully proportioned barchetta (literally powering around a mountain hairpin in low
‘little boat’) bodywork by Carlo Anderloni at cloud, the foglamps, set into the egg-crate
Touring of Milan. Its taut curves were greatly handful of coupés, or berlinettas as the Italians grille, blazing through the murk, the chassis
admired and soon widely imitated – not least called them. One such was chassis 0300 M. leaning hard on its Englebert crossplies. In a
by AC with its Ace. Now Ferrari had a shape, It was on 1 April 1953 that the Ferrari works repeat of its showing in the Alpine rally, it
an image, in keeping with the performance dispatched chassis 0300 M, complete with placed third overall and Àrst in class.
of its cars. 2.0-litre racing engine, to Vignale of Turin to At the end of the year 0300 M was shipped
The 166MM was no playboy’s plaything; have its coupé bodywork Àtted. Upon out to South America, where it took part in
this was a serious sports-racing car and would completion it was delivered to Jacques Swaters’ four further races on the street circuits of Brazil,
score many of the Scuderia’s Àrst international Garage Francorchamps in Brussels, and from its best result being a Àfth in the Grand Prix of
victories, including an outright win at Le Mans there to its Àrst owner, local businessman and Rio de Janeiro.
in 1949. MMs were built in small numbers, keen amateur racer Jacques Herzet. All this as a berlinetta, remember. In
mostly by Touring and Vignale. In those days Herzet’s enthusiasm was very soon evident. February 1954 Herzet had the battle-scarred
Ferrari provided the chassis and engine; it was Within days, he had entered his new Ferrari 166 returned to Belgium and delivered to
up to the customer or supplying dealer to in its Àrst event, the Coupes de Spa, on 17 May Brussels-based designer and coachbuilder
decide which coachbuilder would clothe them. 1953. It was barely six weeks since the chassis Martial Oblin, who was instructed to remove
In all, and across two series between 1949 and had been delivered to Vignale. Perhaps most the coupé bodywork and rebody 0300 M as a
1953, fewer than 50 examples were built, no remarkably of all, given that there could have barchetta – both in the interest of lightness
two cars exactly alike. Most, like the original been precious little time for testing, it Ànished and also because Herzet wanted something
show car, were barchettas, but there was also a second overall. genuinely unique.

96 February 2014 OCTANE

 ‘Photographs show the car
powering around a mountain
hairpin in low cloud, the foglamps
blazing through the murk’
F e r r a r i 16 6 m m b a r c h e t t a

Little known and hardly prolic (apart though Herzet was unable to replicate the
from this Ferrari, Oblin appears to have triumphs of the previous year.
bodied only two other cars, a Jaguar XK120 As if a racing career wasn’t enough for this
and a Talbot-Lago T26 coupé), Herzet’s Ferrari, shortly after the start of the 1955

‘Oblin’s bodywork compatriot nevertheless did him proud.

Oblin’s bodywork had clear echoes of the
season, and in between races, its bodywork
and interior were given a hasty tidy-up in

had clear echoes Touring barchetta, but with a powerful stance

all of its own. What made it even more
preparation for its next role – as the star of
the Martial Oblin stand at the prestigious

of the Touring singular was its striking matt-charcoal

paintwork with central stripe in vivid red, set
Brussels Motor Show in April 1955. It was no
doubt a proud moment for both Herzet and

barchetta, but a off with polished, 16-inch wheels and eye-

catching cockpit trim inspired by haute
Martial Oblin.
Herzet continued to campaign 0300 M

powerful stance couture fashion of the day.

In its new nery – and usefully lighter as
throughout 1955 and ’56, frequently nishing
among the class front-runners and taking

all of its own’ a spider – 0300 M returned to competition in

the summer of 1954, nishing sixth in class
in the 12 Hours of Reims and appearing in the
rst in class in the 1955 SAR Cup race in
Campione d’Italia. The car’s last competitive
event was the Côte de Bomerée hillclimb on
Liège-Rome-Liège and the Tour de France, 10 May 1957, at which it nished fth in class.

98 February 2014 OCTANE

Below and le
Oblin’s bodywork was complemented
by an equally special bespoke interior
inspired by the fashion of 1954.

OCTANE february 2014 99

F e r r a r i 16 6 m m b a r c h e t t a

Clockwise from right

Herzet and Bianchi at the 1954 Tour de
France; 0300 M on display at the Brussels
motor show in 1955, and blasting along
French roads in the Reims 12 Hours.

rare to have a car that looks as stunning as this

but that also has such a fantastic history.’
Artcurial director Matthieu Lamoure is one
of the privileged few to have driven the Oblin
166MM. ‘I was lucky to drive it through the
streets of London for the St James’s Concours

‘The $400,000 restoration saw the

in 2013. That was quite a thrill!
‘It really is a great car to drive. It starts

team undo myriad alterations that

immediatelyandrunsbeautifully.Mechanically
it feels almost like a new car. The controls are

had been wrought over the years’

light and smooth. I have driven later, larger-
engined Ferraris, including the 212 barchetta
with the 2.6-litre engine, but I have to say the
166 feels very powerful, very responsive. I was
surprised by the performance. And when
you’re behind the wheel you just want to drive
Little is known about Herzet’s subsequent chassis, drivetrain and its unique Oblin and drive.’
racing activities, but we do know that later in bodywork. To this day, it even retains its Venerated Ferrari historian Marcel Massini,
1957 he sold the car to a fellow Brussels original tool roll and quick-jack. who pieced together much of the history of the
resident, Jan de Dobbeleer, and that the car In 2012 Bob Selz Ànally parted company car, describes the Oblin barchetta as ‘a little
remained in Belgium until 1966, when it was with 0300 M and it was acquired by Dennis gem’. ‘Martial Oblin and Jacques Herzet were
imported into the USA by Volkswagen dealer Nicotra, the Connecticut-based founder of the clearly proud of this great car,’ he says. ‘Today,
Ed Bond. After passing through the hands Premier Classic Car Collection. It was Nicotra 0300 M gives us all the opportunity to see a
of several other American owners, in 1977 it who commissioned its recent restoration, great piece of Ferrari’s race and design history.’
was bought for $15,000 by Dr Robert ‘Bob’ which was led by Kent Bain and Charlie Webb Massini adds: ‘Its restoration was performed
Selz, a dentist based in Hallandale, Florida. at Automotive Restoration Inc. After careful with continued competitive use in mind, not
And in Bob Selz’s sympathetic custody it consideration, it was decided to take the car concours events. Although its stunning
would remain for the next 35 years. back to the exact conÀguration in which it had appearance might have you believe differently,
An active member of the Ferrari Club of appeared at the 1955 Brussels motor show, I suspect we will see this car on the track and
America, Selz continued to use the car regularly. a moment in time that captured all that on the road for many years to come, being
In 2005, he had it shipped back to Italy where is great and unique about this special car. driven hard, just as it was in those early years
he drove it in the Mille Miglia retrospective, The $400,000 restoration saw the team undo of its illustrious life.’
and he repeated the experience in 2009. myriad alterations that had been wrought over Let’s hope Massini’s right. Anything less
For a car with such a competition history – the years, and the Ànished car re-emerged in just wouldn’t do justice to this unique Ferrari
25 major events in the Àrst four years of its life public at the Cavallino Classic in Palm Beach – or to the enterprising Belgian who wrote the
– 0300 M has survived with its structure and in January 2013. early chapters in its remarkable story. End
mechanical components remarkably intact. Now it’s going to auction, at Artcurial’s
During its racing career it was subject to Rétromobile sale on 7 February. The house’s
numerous small modiÀcations, as racing cars experts are clearly besotted with it. ‘Not The Ferrari 166mm barcheTTa by Oblin will
are, and it underwent a restoration in the late everyone likes restored cars,’ says consultant be auctioned by Artcurial Motorcars at Rétromobile in
Paris on 7 February, along with lots including the 1953
1970s and again in the early ’90s, at one point Pierre Novikoff, ‘but this is different. It has Ferrari-engined Abbate Motoscafo hydroplane – said to be
being repainted in a more typically Ferrari been so expertly done. Really clever. And the only boat to be tted with a 1950s Ferrari F1 motor.
Rosso Corsa. But it always kept its engine, exactly as it was for the 1955 show. It is very More at www.artcurial.com.

100 February 2014 OCTANE

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r ac l i b r a r y

Welcome to the
inner sanctum
Trevor Dunmore has looked after the Royal Automobile Club’s
private library for 12 years. Time for him to disclose his
favourite publications from a priceless motoring collection
Words Martin Gurdon // PhotograPhy Martyn Goddard

L
ife can’t be much fun for asked for early on,’ says Dunmore, later
most librarians. Their world has unearthing a bound volume of the Club’s
been squeezed between the Notes and Notices from 1899-1900, containing
internet’s print-chewing progress thanks to Mr Hissey for his bequest. There was
and savage local government also a toast list for the club’s annual dinner,
funding cuts. Many have been left weeping which included Her Majesty the Queen, the
over closing libraries and P45s, but Trevor Prince and Princess of Wales, and ‘success for
Dunmore isn’t one of them. He looks after “Automobilism”’.
the Royal Automobile Club’s huge, vehicle- The library itself has been in its current
themed library, working from its grand location since 1961, in what was once the
headquarters built in 1911 on London’s Pall billiard room. ‘It’s north-facing, there’s very
Mall. Although he concedes that electronic little variation of sunlight, and temperature
media will change his rareÀed world, its can always be controlled,’ says Dunmore,
collection of books and artefacts is in no adding that big variations of heat and cold
danger of being wound up: in fact, he’s in the ‘kill books’. Just a fraction of the RAC’s
middle of cataloguing it. collection is on display.
A neat, softly spoken man who obviously The library room is a long, high-ceilinged
cares deeply about the collection, Trevor space with open Àreplaces and walls lined
Dunmore looks slightly pained when asked with tall, dark wood bookcases, serenaded by
how many books it contains. The library has low voices and the muted roar of trafÀc. It
grown organically since the rein of Queen would make a location scout for Downton
Victoria, so it’s perhaps not surprising that its Abbey swoon because, in the best sense, it’s a
fastidious custodian is reluctant to provide visual cliché of the private members’ club,
an exact Àgure, but it runs into thousands. which as Trevor Dunmore points out with
Then there are the bound volumes of The polite Àrmness, is exactly what it is. You can’t
Autocar, The Motor Owner and The Car just turn up on spec.
Illustrated, not to mention the newsletters, Dunmore himself came to it in a charmingly
reports and fascinating ephemera, including leftÀeld way. His father ‘had some nice cars’,
century-old club menus. including a Park Ward-bodied Alvis TD21,
‘There’s been a library since the club started which explains his interest in the subject of the
in 1897,’ says Dunmore. ‘The Àrst donation club’s books; but he’s also been a professional
was made by a Mr J Hissey in 1899.’ This chess player, worked in retail interior design
gent gave a quartet of books that included and, after a spell as a mature linguistics
Across England in a Dog-Cart. student, found his vocation as York Minster’s
‘They were in the Touring section, and were librarian, moving to Pall Mall 12 years ago.

102 february 2014 OCTANE

OCTANE february 2014 103
r ac l i b r a r y

‘Trevor Dunmore’s
pleasure seems to
be derived from
the construction
of a book as much
as its content’

He doesn’t see the bibliophile leap from the

sacred to the, um, octane as especially big, as
both subject areas require detailed knowledge,
cataloguing skills, the ability to deal with
specialist enquiries, and empathy to preserve
and care for often-delicate printed material.
‘Books are very attractive things and I’m
handling beautiful objects,’ says Dunmore.
Roger Labric’s Les 24 Heures Du Mans, one of
1000 printed in 1949, is a personal favourite
(‘It has soft, thick, watermarked paper and
superb illustrations. A lovely book’) and the
club’s Jubilee book, covering the years 1897 to
1997, also gets an honorable mention.
Trevor Dunmore’s pleasure seems to be
derived from the construction of a book, its feel Top and above right
and design as much as its content, whether Trevor Dunmore has been
he’s considering the Art Nouveau Áourishes of the overlord of this inner
sanctum of the Royal
something dating from early in the last century, Automobile Club for
or an entirely modern title Àlled with colour 12 years. The club’s
pictures. He didn’t need much persuasion to old-fashioned,
point us in the direction of some more of them. gentlemanly atmosphere
lends itself well to a
private library.
The Car Illustrated, Volume 1
28 May to 20 August, 1902
This contains some forthright words about the
iniquities of the law. Under the heading
‘Parliament and the Motor’, class mores were
also on display in the House of Commons’
debating chamber. ‘Mr Tompkinson,
essentially a stern, unbending Tory, thought it
was a serious thing that magistrates preferred
the Áimsy evidence of a single policeman
to the testimony of two unimpeachable
gentlemen; the conduct also of the chairman of
the bench was distinctly that of a prejudiced
party,’ he thundered.
On the page opposite is a large picture of
‘A lady enthusiast’ called Mrs Claude Watney,
astride her 20hp Panhard, modelling a frankly
hideous coat ’made of sable heads’ by ‘Paquin’s
Paris house’. Dressed in this garment that was
‘well worth the large sum it costs’, Mrs W
looks sterner than Mr Tompkinson sounds.
Next we delve into a feature on ‘Military
Motor-Cars’ by Sir George Arthur, Bart. He
wrote about knowledge gained from the ‘now

104 february 2014 OCTANE

happily concluded South African campaign’ Inside, The Motor Garage of Wardour Street
and ‘its lessons on the subject of mobility was offering the Royalty Grease Plunger,
having been taken to heart, especially in view ‘Àlled instantaneously the same way a cheese
of the appalling exhaustion of horse-Áesh.’ scoop is Àlled’. How about Ferodo clutch and
He also extolled the virtues of the Sims War brake linings, made from ‘bonded asbestos’?
Car: ‘an impressive looking crinoline of six- Cadillac invented the electric starter in 1912,
inch armor’. At 17ft long, 6ft wide, and and two years later others were following suit.
powered by a 16hp petrol engine, it would be Mass-Paige had a line drawing of a rakish lady
ideal, wrote Sir George, ‘to dampen street with a feather in her hat pressing her foot on a
riots’. He also had nothing but praise for the Áoor starter button in ‘the only car that a lady
Military 10hp Wolseley, with its extra 2hp can with perfect safety drive and maintain’.
motor to power a searchlight. Ordered ‘at the Maybe it was Àtted with the Richmore electric
express request of Lord Kitchener’, its 150-mile starter: ‘Off you go. Just press the pedal,’
range was ‘the equivalent of three forced suggests the copywriter. ‘A lady’s foot will
cavalry marches’. start the most stubborn of engines.’ An
illustration shows a very contemporary
The Autocar arrangement of electric starter and ring gear.
21 February to 28 March, 1914 (issue 957) An early car phone was being sold, too.
Nestling amongst its peers in another hefty For 55 shillings owners of ‘closed carriages’
leather binding is one of a year’s worth of The could buy the Rotax Autophone, ‘a highly
Autocar. A quick look at its advertising shows powerful telephone giving clear and loud
just what frontier-technology cars were a communications from the interior of the car
century ago, in much the same way computers to the chauffeur …he is able to receive
and the web are now. instructions without removing his attention
The cover is festooned with purple prose from the manipulation of the car.’ Quite.
about the merits of Riley detachable wire
wheels, rival wheel-makers Rudge, Rotax
dynamo car lighting equipment, and Star’s Above right and right
The ‘lady enthusiast’ Mrs Claude Watney
claim that it makes ‘the car with the Ànest
and her 20hp Panhard, in 1902’s The Car
engine in the world’, while insurers Car & Illustrated, which also includes this story
Central offered readers a ‘1914 Eclectic Policy’. about the armour-plated Sims War Car.

OCTANE february 2014 105

R AC L I B R A R Y

Right
The RAC library’s own custodian
chose this sample of his favourite
publications, the most modern
of which is 2009’s Carscapes
(pictured at bottom right).

The Boys’ Book of Veteran Cars

By Ernest F Carter ‘A gaggle of giant, sinister owl in a dinner jacket mercifully
never happened. If motorway services make
Dating from 1959, this hardback tome on early
motors now feels just as antique as The Car camp-looking you despair of humanity, this is nothing new.
‘In some few – very few – instances, these
Illustrated. Its typeface and primary-coloured
cover’s splashes of yellow have the same schoolboys peers road houses are developing an unpleasant
character and attracting a rowdy class of
nostalgic appeal as the graphics from Pearl &
Dean’s period cinema advertising logo. theatrically at a person,’ writes an outraged contributor to The
Morris Owner. ’So one hesitates to take a lady
It also features a gaggle of frankly camp-
looking schoolboys (who will now be drawing 1908 Renault’ passenger, or, say, the village parson.’

their pensions), peering theatrically at a shovel- The Jaguar XK140 Explored

nosed 1908 7hp Phantom Renault racer, and is By Bernard Viart, edited by Roger Payne
part of a series that included books for boys on This book is another favourite of Trevor
Scotland Yard and astronomy. Girls were Carscapes Dunmore’s. ‘A real labour of love,’ he says,
offered ballroom dancing and skating. By Kathryn A Morrison and John Minnis describing its 2000-plus technical drawings as
Start reading and it quickly becomes The cover of this 2009 volume bears an oddly ‘amazing’, and it’s hard to disagree. Even an
apparent that this is actually a very good book. beautiful picture of London’s Westway flyover exploded diagram of a tail-light assembly,
I quickly find stuff I didn’t know. and the ultra-modern Audi and Mercedes which looks very much like the type fitted to
‘Gottlieb Daimler was the son of a master showrooms near it, just up the road from where Morris Minors, has a pleasing artistic
baker,’ according to Mr Carter. ‘He was at the fabulously Art Deco Performance Cars symmetry. It apparently featured ‘special
some time employed by Si. Joseph garage once stood. cheese-head set screws (chromium plated, x2)’.
Whitworth’s Coventry works, but later It looks at the traces left on Britain’s Presumably in later years owners would curse
returned to his native Germany, where he landscape by cars and the infrastructure they these screws as having the consistency of
spent ten years working in an oil-engine works needed, finding interest in things that would cheese when they welded themselves to the
where he became enthusiastic about ways and be otherwise easy to miss – such as Laurel lamp’s housing.
means of making an internal combustion Garage in Rambury, Wilts, with its corrugated- The photos of the cars being built at Browns
engine. Wilhelm Maybach was chief engineer iron building and 1950s petrol pumps. In the Lane also reveal a vanished world, as does an
of the works.’ ’20s, the average garage needed a lathe, advertisement for Quality Street chocolates
There are profiles of long-defunct marques, drilling, milling and grinding equipment, a (‘18 delicious varieties’), featuring an XK140,
including Gnome and De Dietrich-Bugatti, and power hacksaw, a planishing machine, a forge, a sweetie tin perched on a map spread over
‘current’ car builders including Armstrong- a vulcaniser and a 5hp engine to drive these the car’s bonnet, and a raffish, blazered young
Siddeley, AC, Austin and Morris, all written things. The authors unearthed Wells Garage in man with carefully coiffed hair offering a
for intelligent people who hadn’t hit puberty, Hitchin, which still has most of this stuff. willowy blonde something sticky in a
which in 1959 was probably when they were A chapter on ‘Hospitality for the Motorist’ cellophane wrapper.
23. Today it’s about ten, which perhaps reveals the vanished world of the ‘road house’ This is a book that tells you the XK140’s tools
explains why so many children’s books now cafés, many based in Art Deco concrete included a ‘Thor Mallet’, and provides total
resemble paint factory explosions, and their structures, although plans to build one in 1933 immersion in its automotive subject matter.
contents are so dumb. on the Barnet bypass with a tower resembling a Rather like the RAC Club’s library. End

106 FEBRUARY 2014 OCTANE

 Wednesday, 26 th March , 2 p.m. to 8 p.m.: Happy View Day / Preview
Thursday 9 a.m. to 6 p.m., Friday 9 a.m. to 7 p.m., Saturday+Sunday 9 a.m. to 6 p.m.
g n tr i a ls speci a l

I
F YOU DIDN’T know better, Duncan Pittaway
would strike you as being nothing more remarkable
than a thoroughly nice, good-humoured chap. Like
as not he’ll be wearing a proper shirt and tie –
although, if he’s been in the workshop, the cuffs
of the shirt may be slightly oil-stained – and he’ll appear
the epitome of normality. It’s when you engage Duncan in
conversation that the truth emerges.
‘I was thrown out of Tesco’s the other day,’ he says in a
mock-injured tone. ‘I’d been working on the Fiat and I was
desperate to nd exactly the right shade of red for the
bodywork, so I popped down to Tesco and wandered round
picking up anything that was coloured red. But I couldn’t
nd what I wanted, so I started opening jars of jam to check
the colour of the contents. That’s when security turned up.
‘I offered to pay for the jam but they said that wouldn’t be
necessary. My feeble attempt at humour – “In that case, can
I take the jam anyway?” – didn’t go down too well.’

108 february 2014 OCTANE

Special
Brew
It may ‘only’ have two cylinders and a cyclecar chassis, but this
homebuilt special is a giantkiller on the vintage trialling scene
Words and photography Mark Dixon t rialling images Peter Mcfadyen

OCTANE february 2014 109

g n tr i a ls speci a l

‘The Fiat’ is in fact the long-lost 28-litre, four-cylinder S76 engine will conk out, or I’ll miss a gear or something. On the
recordbreaker from 1911, which Duncan is reconstructing 2012 Cotswolds Trial I was on course for a win, and then
using an original rolling chassis found in Australia and an before the start of the last section I was poncing about and
original engine from one of only two cars produced. He’s chatting to someone, and the car went cold, and when I made
spent the last eight years scouring the world for all of the S76 the Àrst turn on the section, the engine died! But I’m genuinely
components that have survived and is determined to have not competitive. I just love taking part.’
the car ready for the road by next summer. That will be the Duncan started trialling in a Riley 9, which he describes as
Àrst time an S76 has run, let alone been driven on the road, ‘utterly useless – it would struggle to make it to the beginning
for more than 100 years. Mind you, Duncan’s being saying of a section, let alone get through the section itself. But it gave
that for the last three years. me a taste for trialling, and I already had a GN for racing, so
In contrast to the S76, the GN special featured here is a I thought a GN for trialling would be fantastic. I started
work of whimsy. In essence it’s a big vee-twin engine in a building it about ten years ago but I’d had the bits for ages.
lightweight cyclecar chassis, driving a solid rear axle via Once I started it all came together within a couple of years.’
chains and a bevel box. But it’s proved a supremely effective Foundation of the special is a standard 1921 GN chassis,
trials car, even though Duncan stresses that, for him, looks are with GN bevel box (which turns the drive through 90º) and
much more important than outright performance. chain transmission using dog clutches. The front axle is a
‘Special-building is all about getting the aesthetics right,’ 1923 Frazer Nash item, very similar to a GN’s apart from
he enthuses. ‘I never built the GN to be a super-successful being stronger and having a wider track, and the brakes –
trials car – you’re restricted in what you can do in any case which operate on the rear wheels only – are made up from
because the chains and bevel box mean you can’t move the Triumph Gloria drums with GN internals.
driving position back over the rear axle. And I didn’t want to It’s the engine, however, that really gives this special
compromise the looks; I wanted it to be like a GN special that its unique character.
someone could have built in the 1920s. ‘The standard GN engine is a 1.5-litre vee-twin,’ explains
‘The driver’s no good, anyway! I always seem to be doing Duncan, ‘but I didn’t have that; what I did have was the
really well until the halfway point in the pub, or the end of bottom end of an Anzani Cycle Pacer 2.4-litre vee-twin.
the Àrst day, and then I’ll cock up one of the sections – the These engines were used in motorcycles to “pace” cyclists

110 february 2014 OCTANE

 Clockwise from
facing page
3.4-litre vee-twin gives
plenty of poke on trial
sections; iconic GN
‘radiator’ shell was
extended to preserve the
narrow, upright look;
outside levers for gears
and rear-wheel brakes;
Duncan in his element.

‘I spotted the remains of a radial engine, the

lower cylinders rotted into the ground’

following close behind, so they could beneÀt from the minutes later the engine was ticking over like a watch.
slipstream and go faster. I couldn’t believe it. Since then I’ve swapped it for a larger,
‘I thought about Àtting motorcycle cylinder barrels, but 42mm Zenith that I found at Beaulieu Autojumble, because
they’re all too small; and then I was going to make some from I learned the hard way that if you bore the venturi out too
scratch, but that looked like too much effort. And then I was much, then the carburettor stops working…’
visiting a friend’s dad who restores old aeroplanes, and Beaulieu Autojumble was the source of much of this car.
I spotted in his lean-to the remains of a Continental A-70 Duncan is particularly proud of the Ramsden’s Super Sparker
seven-cylinder radial engine. It had been stood outside for that sits on the left of the dash. It’s a glass-fronted little metal
years, so the bottom cylinders had rotted into the ground, and box with a number of gapped terminals visible inside, to
the crankcase had been smashed by people robbing parts out which the ignition leads attach. The idea is that, by forcing the
of it – but, because the camshafts had been nicked, the valves electrical impulse to jump a gap en route to its plug, it
on the uppermost cylinders stayed closed and the internals intensiÀes the Ànal spark – and, if the engine is misÀring,
were perfect. I was even able to re-use the pistons. you can see which cylinder is at fault.
‘I made new con-rods from billet steel and ended up with ‘This is what Harry Ramsden made before he got into Àsh-
an oversquare design of about 3.4 litres capacity. The and-chip shops,’ jokes Duncan. ‘I bought two of them as
carburettor is a sidedraught early-20s bronze Zenith. new/old stock at Beaulieu, and now I know why they’d
Originally, I Àtted a fabulous old SU but, while the engine never been used. All you end up with is a myriad of sparks at
ran, it ran incredibly badly. So I rang Mark Walker [infamous the back of the dash. When I had a breakdown in the middle
VSCC specials builder, and restorer of the 1905 Darracq Land of a trial section, I disconnected the HT leads from the
Speed Record car featured in Octane 87] and he said, “Well, Ramsden’s Super Sparker and spliced them together with
that’s because SUs are crap on vee-twins!” some paperclips that I pinched from a marshal, and then
‘I happened to have a bronze Zenith on the shelf and the wrapped the whole lot in gaffer tape. I fully intended to
mounting holes looked similar, so I bolted that on and ten replace the leads when I got home. That was three years ago.’

OCTANE february 2014 111

g n tr i a ls speci a l

‘I broke a front spring Look closely and you’ll see traces of a mysterious orange
fabric, a kind of fake fur that used to adorn the scuttle ahead
on a trial, but finished of the cockpit. Much in the way that John Bolster named his
famous pre-war special ‘Bloody Mary’ to embarrass prudish
the event by clamping commentators, the orange fur earned Duncan’s GN a
nickname that’s too rude to repeat here. Perhaps fortunately,
the leaves together a subsequent pressure-wash detached this unique feature
and it was never seen again.
with mole grips’ Why, though, is there an open-jawed spanner clamped
beneath each front spring? ‘I broke a spring on a trial, and
Ànished the event by cadging Mole grips from every passing
vintage car and clamping the leaves together,’ explains
Duncan. ‘To Àx the car in time for the next event, it seemed
Other Beaulieu Ànds include the revcounter, which is easiest to rob the front springs from my racing GN. But I
from a 1920s Cirrus Moth biplane, and the steering wheel, forgot that I’d lowered the front end on that by reversing the
which is from a Vauxhall 14/40. It’s the second example spring eyes, so they rolled upwards rather than downwards,
Duncan has Àtted, having broken the Àrst when he tipped the and I didn’t realise that there was now a two-inch ride height
car over during (he thinks) the Derbyshire Trial, with his difference until I was at scrutineering for the trial!
13-year-old daughter on board. ‘We were both Àne, and Molly ‘By slackening each spring mount and inserting a spanner
now has the broken wheel hanging on her bedroom wall.’ between spring and chassis, the back of the spring was
The bodywork was the only job that Duncan subcontracted, cantilevered up and the front moved down, restoring the
and it was brilliantly fashioned from aluminium by Keith Hill front-end ride height. It’s become quite a conversation piece.’
– twice, after Duncan insisted that it had to be made really While any conversation with Duncan is guaranteed to
narrow to preserve the GN’s proportions, and then discovered amuse, we’ve chatted long enough, and it’s time for me to Àre
that two people couldn’t actually Àt in it, side-by-side. The up that monstrous vee-twin and have a play in the Àeld
patinated matt-black paint job has nothing to do with the behind Duncan’s farmhouse. The starting procedure is
artiÀcial ageing currently popular with certain vintage car conventional enough by vintage car standards – except that
owners. ‘I was in such a rush to get it ready for its Àrst trial, you can’t declutch to help the engine turn over, because the
I didn’t have time to use etch primer,’ explains Duncan. ‘When starter motor drives the bevel box and propshaft to the
I pressure-washed it after the trial, half the paint came off.’ engine, rather than acting on the engine Áywheel.
 Clockwise from
facing page
Duncan and Octane’s
Mark Dixon on last year’s
Herefordshire Trial; car’s
proportions are spot-on;
dash is stocked with nds
from Beaulieu ’jumble;
chain drive has proved
totally reliable; oil tank
behind engine keeps it
fed with Castrol R.

OCTANE february 2014 113

g n tr i a ls speci a l

1921/28 gn special
ENGINE 3.4-litre (approx) GN/Continental vee-twin, twin-coil ignition, Zenith 42mm carburettor POWER 55bhp (estimated)
TRANSMISSION GN four-speed transmission by bevel box, chains and dog-clutches to solid rear axle STEERING Pinion and crownwheel
SUSPENSION Front: Frazer Nash beam axle and quarter-elliptic springs, lever-arm dampers. Rear: GN solid axle and reversed quarter-elliptics,
lever-arm dampers BRAKES Triumph Gloria drums with GN shoes, on rear wheels only WEIGHT 500kg (estimated)
PERFORMANCE Top speed 70mph. 0-60mph 15sec (both estimated)

You pressurise the fuel tank by hand-pumping it, like difÀcult it can be to overcome slippery, damp grass with two-
blowing up a bicycle tyre, until a handful of psi registers on wheel drive. Which, of course, is exactly why trial driving is
the Enots gauge. You turn on the ignition switch (another such an addictive art.
Beaulieu Ànd, natch), retard the ignition with a cycle-type When I’ve tired of bouncing round and round the Àeld,
lever, then press the starter button. With luck, the engine will Duncan takes me out for a proper blast in the GN in the
now erupt in a clattery bellow, exhaust barking through the narrow lanes that crosshatch this part of Somerset. This is
shotgun pipes mounted on the nearside, and the revs then where the narrow footprint of the GN really shows its worth:
falling to a ridiculously slow frap-pop-pop, frap-pop-pop inch-perfect positioning is easy thanks to the near-horizontal
rhythm. The pedal layout is conventional and there are four front wing tips and the direct steering.
forward ratios to explore with the outside gearlever. As we accelerate uphill with a lazy whop-whop-whop
A lively start is guaranteed by the short-travel clutch, and from the vee-twin, I’m reminded what a great road car this
Àrst gear seems to be remarkably tall – but this is a real stump- is. It’s noisy, it’s exciting, it’s dripping with character, and yet
puller of an engine, so it will lug away from stupidly low revs. it’s also utterly reliable; even the chain-driven gearbox, the
‘At Àrst you tend to use much higher revs than you need to,’ reason why so many Frazer Nash owners’ Àngernails are
shouts Duncan above the clatter of the vee-twin. ‘It’s actually permanently dirt-blackened, has given no trouble at all. And,
much nicer if you drive it at slower revs.’ because there’s no radiator to boil, it will sit happily in trafÀc
So I putter away gently and let the torque of the engine do for hours – ‘although it’s hard to act cool when you’re stuck
the work, and soon we’re bouncing merrily over the tussocky in a jam,’ laughs Duncan, ‘because it vibrates so much at
grass, travelling at a respectable speed even in Àrst gear. Dare tickover that if you rest your chin on your hand, you end up
I snatch second? No need to double-declutch in the GN; in punching yourself in the face!
fact, because the gearbox uses dog clutches, you actually ‘The fantastic thing about building specials is that you can
need a slight rotational speed differential to ensure they will do the impossible – you can open a shed and Ànd your dream
engage, so you pause brieÁy between ratios and then pull the car. Remember all those stories from the 1950s, about how Bill
lever into second gear with a muted ‘thonk’. Boddy would go round the back of a pub for a pee, and Ànd
Now we’re in second, I can build a bit of speed to tackle an old Shelsley special tucked away – well, that’s no longer
some of the hillier sections of the Àeld. Not enough speed, as possible; but with a bit of imagination you can make your
it turns out: even with a solid rear axle it’s amazing how own. You can wander around Beaulieu and be inspired.’ End

114 february 2014 OCTANE

TR A NSMISSION SECR ETS

A TALE OF
TWO PEDALS
In the second instalment of our two-part guide to transmissions,
here beginneth the lesson on automatics
WORDS John Simister // ILLUSTRATION Robert Hefferon

Above
What you might call the traditional
torque-convertor automatic
transmission, in which fl uid couplings
fluid
do the work of a manual’s clutch and
gears are shi ed hydraulically.

116 FEBRUARY 2014 OCTANE

 ‘Some of the
engine load. Speed is typically measured by a The DCT – described also as DSG, PDK, TCT
governor on the output shaft, acting as a and other tags, first seen on the road in the

finest cars – GTs,

pressure regulator for the gearbox’s pumped Audi TT V6 but pioneered by Porsche in the
hydraulic circuit, allowing system pressure to racing 956 three decades ago as the Porsche
Doppelkupplungsgetriebe (PDK) – is seen by
luxury saloons
rise with speed. Engine load is determined by
throttle position or inlet manifold vacuum. carmakers as the future. Instant F1-style

and modern
Changes in these parameters are communicated switch-like manual control if you want it, or
to a bank of spring-loaded hydraulic valves. restful automation. You can maybe set a faster

sports cars and

The movements of these valves against their lap time on a track. Fuel economy and CO2 are
spring pressure cover, or uncover, ports that often more tax-favourable, partly because the

supercars – have a
allow the hydraulic actuation of whichever system might be better than the driver at
brake bands or clutches are required. A high choosing the optimum gear ratio, mainly

gearbox that does

engine load will trigger a lower ratio, provided because Europe’s official economy tests favour
the car isn’t going too quickly as sensed by the self-shifters. That’s because they can do their

the work for you’

governor. Further valves are actuated by the own thing rather than having to change gear at
selector lever (now via electrical switches) for officially mandated, and sometimes unsuitable,
park, reverse, neutral and manual control. speeds in the tests (one of the scandals of our
Such automatics have had as few as two age). So what’s not to like?
gears (the GM Powerglide) or as many as eight. Almost nothing, logically. And a DCT is
Current torque-converter autos use internal great if you like your car to feel like a computer
clutches instead of brake bands, and can lock game. Many people do, which is why sales of
the torque converter once the car is moving to manual-transmission versions of sporting cars
stop wasteful slippage and give a more positive are falling. So if, like many of us in the
feel. This can also make shifting via a manual Octanosphere, you’d rather do it yourself, feel
override feel more satisfying, and so compete what’s happening in the driveline and relish
better in sporting cars with the two more recent the skill of perfecting the gearshifting progress
trends in two-pedal transmissions. with co-ordination of clutch, gearlever and
The first
first of these is the robotised manual, accelerator, just enjoy it while you can. Before
which uses automated control of a conventional long it will be another good reason to buy a
clutch and gearbox. It developed from past classic car, because there might no longer be
automatic-clutch systems that required you to any suitable new ones.
move a normal gearlever, such as the Porsche We’ve covered the story of the main
Sportomatic, Citroën C-Matic and Saab transmission types, but there have been others
Sensonic, all of which sensed lever movement – the sidings on the gear train’s tracks, if you
to control the clutch. like. Take the Frazer Nash chain drive, with its
The first
first commercially available system was variously sized sprockets on a solid rear axle.
Ferrari’s F1-Shift, fitted
fitted to the 355, which added Or the ingenious but doomed use of

I
paddleshifters on the steering column for magnetisable powder as a progressive coupling
F YOU READ Octane last month, fingertip
fingertip control. Alfa Romeo’s Selespeed came in a clutchless or automatic gearbox (Smiths
you’ll already have an insight into next, but all such systems have been plagued Manumatic and Easidrive; the French Ferlec).
the workings of manual transmission by snatches and surges that require a sensitive But the biggest cul-de-sac, except for its use
and why we Octane types have such driver to overcome, despite automatic throttle- in some hybrid cars, has been the continuously
a love affair with it. But some of the blipping to smooth downshifts, and stories variable transmission, or CVT. This was
world’s fi finest
nest cars – GTs, luxury abound of savage clutch wear. pioneered by DAF, which used a pair of drive
saloons and, increasingly, modern sports cars Robotised manuals, although cheap to make, belts linking pulleys able to alter their width as
and supercars – have a gearbox that does the have largely been ousted by the latest required and thus position the belt further into
work for you. Time for a lesson here, then, too. generation of torque-converter automatics or, or out of the pulleys’ vee channel. So the
Epicyclics lent themselves to automation, more often, by double-clutch transmissions effective circumference could alter, changing
growing from pre-selector transmissions in (DCT) whose speed and precision these new one pulley’s rotational speed relative to its
which an electric switch selects ratios by autos try to emulate. Here, the gearbox has two partner’s. A centrifugal clutch got the little
locking parts of the gear train with brake concentric input shafts, each with its own DAFs moving from rest.
bands. You select the next ratio and press a foot clutch, one inside the other, and (in six-speed In the 1980s, both Ford and Fiat revisited the
pedal to engage it. A fluid
fluid flywheel
flywheel – really a form) each is linked to its own set of three idea but used a wide drive chain within the
centrifugal clutch in which oil flowing
flowing through gears, one even-numbered, the other odd. gearbox instead of belts. Audi adopted the
internal turbine blades gradually locks the two The transmission can shift from ratio to ratio CVT more recently and called it Multitronic,
halves as speed rises – transmits drive and with no break in power, because one clutch incorporating steps in the ratio progression to
enables the car to move away from rest. engages exactly as the other lets go. Sensors provide ‘gears’ for a manual override mode,
From here it was a short step to automatic measure acceleration, revs, speed and more to but the DCT has supplanted it.
control of ratio changes, with an extra turbine predict which gear will be needed next, be it CVTs tend to be unsatisfying to drive, often
within the fluid
fluid flflywheel
ywheel to multiply torque higher or lower, so it’s pre-selected and ready feeling as though a clutch has started to slip,
and extend the downward reach of each ratio: to transmit power as its clutch bites. It’s more but uniquely they allow the driver to experience
a torque converter. Instead of being manually compact and effiefficient
cient than a torque-converter the odd sight of a speedometer needle rising
controlled, the actuators that select the ratios auto, and isn’t constrained in its exact choice of as a revcounter needle is falling, achieved
are triggered according to the car’s needs. gear ratios as an epicyclic transmission, for by gradually easing the accelerator. This is
These actuators are hydraulic, and which ratio mathematical reasons, is. And its shifts can be almost certainly the last time you’ll read about
is used, when, is dictated by road speed and near-instant and perfectly smooth. that in Octane. End

OCTANE FEBRUARY 2014 117

English ElEctr ic light n i ng

Speed of
Lightning
Deep in America’s Old South, a crack team has spent 13 slow years
attempting to return one of Britain’s fastest warbirds to the air
Words Dale Drinnon // PhotograPhy Martyn Goddard

118 FEBRuaRy 2014 OCTANE

A shiver up the spine is surely natural, Except that this particular specimen isn’t
I tell myself, when I rst slide into that quite up to any defending – not yet, anyway
brutal-looking ejector seat. Glancing back – and if it were, my 15 minutes of Cessna 150
along the rake of the evil, stubby wings expertise wouldn’t contribute much to the
doesn’t help, either. There are many reasons cause. And the sovereignty this plane is
– all of them valid – why the Lightning was presently best positioned to protect is that of
nicknamed the ‘Frightening’, but the most the State of Mississippi, the last foreign
relevant is simple: Britain’s English Electric invader to remotely threaten the borders of
Lightning was possibly the meanest, boldest which was, ahem, Great Britain, during the
piece of ghter hardware produced during War of 1812. We Americans don’t get irony,
the entire Cold War, and the merest thought you say? I beg to differ.
of unleashing its apocalyptic fury down Still, there is method to this Mississippi
the tarmac and across the North Sea to madness. For one thing, if you’re a UK-
defend British sovereignty is enough to founded group restoring an aircraft, it’s
inspire rather sobering reections on one’s handy to do so somewhere you can y it
place in the universe. afterwards. And British authorities are

OCTANE FEBRuaRy 2014 119

English ElEctr ic light n i ng

Clockwise from top le notoriously less open-minded about It was the Àrst airplane anywhere to achieve
American volunteers Titus Dean, Bill Norman certifying supersonic ex-combat machinery supercruise – sustained supersonic operation
and Bob Newton bring XS422 into the hanger;
unique vertically stacked engines were brilliant
for civilian operation than their American without the use of after-burners.
in principle, dicult in reality; progress on the counterparts. Stennis International Airport in Nothing else of the time, or of some
restoration has been slow but steady thanks to Mississippi, a back-up landing site for the substantial time thereafter, could quite match
the determination of the AALO and its supporters. Space Shuttle, is also blessed with enough the Lightning’s combination of agility,
runway to host most anything currently able acceleration and raw speed, particularly at
to get aloft, and is conveniently located mere altitudes where the sky starts turning black.
miles from the Gulf of Mexico and tantalising, Ripping the throttles on this bad boy must
dare-not-dream opportunities to smash the take bigger stones than straddling a shell from
sound barrier to minuscule smithereens. the Paris Gun and smacking the primer with
Smashing barriers is furthermore the a sledgehammer.
Lightning’s strong suit. Conceived in the early Like the similarly Götterdämmerung-
1950s when the prospect of an extremely worthy F-104 StarÀghter, however, or a
short-notice Soviet bomber attack on the UK Top Fuel dragster, or a hydrogen bomb, it
was all too real, and entering service in 1959, was a complicated instrument beyond the
1965 English ElEctric / the Lightning was intended to dash forth and capabilities of the merely ‘brave’, and not
BAc lightning t5 waylay those attackers well short of British known to suffer fools, whether enemy or
Crew Two, side-by-side airspace – and really, that’s about all. Forget friend. Following Ànal decommissioning by
engines Two Rolls-Royce Avon 301R turbojets air superiority or ground support; this was the Royal Air Force in the late ’80s, and with
thrust Dry: 12,690lb. Aerburn: 16,360lb basically a manned surface-to-air missile. British regulations allowing virtually no
span 34 10in (10.62m) With two bellowing Rolls-Royce Avon domestic secondhand market, the number
Length 55 3in (16.84m)
height 19 7in (5.97m) turbojets, and no more fuel capacity than remaining in active private use worldwide
wing area 458.5sq  (42.6m²) necessary to keep the pilot’s feet dry on the was but a tiny handful.
MaxiMuM speed Mach 2.27 @ 40,000 return trip (maybe), the Lightning enjoyed a That’s when Andrew Brodie started to
range 800 miles better than 1:1 thrust-to-weight ratio, and get interested. Our friend Andrew is a world-
zooM CeiLing >70,000
initiaL rate of CLiMb 20,000 per minute
could go vertical as soon as the wheels came renowned British specialist in the Citroën SM
arMaMent suite Two Firestreak or Red Top up, scream from take-off to 40,000 feet in two- but, like most car guys, his fascination with
air-to-air missiles and-a-half minutes, and blast through Mach 2. cool technology extends in all directions.

120 FEBRuaRy 2014 OCTANE

 Le and top
The Lightning’s
revolutionary
features included
60-degree notched
delta wings and
a low-mounted
tailplane; most
of the plane’s
electrics have
now been sorted,
and the scale of
that particular
achievement
becomes apparent
when you take
a look inside
the cockpit.

OCTANE FEBRuaRy 2014 121

English ElEctr ic light n i ng

Clockwise from far right In 1997, one such direction became the demanding subject; like an F1 car, every
XS422 last ew with the illustrious Empire acquisition of an EE Lightning, because as practical design consideration was secondary
Test Pilots’ School in August 1987, but with
a bit of luck it will complete ground runs in
Andrew says, ‘I suddenly discovered you to the Need For Speed.
the spring and be back in the air soon aer. could get into one for just £8000’, and he wrote The vertically stacked engines, for instance,
a cheque for XS422, a surplus two-seat trainer reduce frontal area and drag, but also
dating from 1965. complicate every powerplant servicing task,
It was only after Andrew began to and internal space is at such a premium that
contemplate the resto process that he realised the landing gear uses special narrow-section
‘the purchase price was only a down- tyres to save room. This is not a project to be
payment…’ He then followed the wisdom undertaken lightly, or knocked out on the odd
of many other Àrst-time airplane owners weekend from your garden shed.

‘The Lightning (airplane ownership being among the few

hobbies more expensive than a simultaneous
So it’s softly, softly all the way, strictly
according to the RAF book, and absolutely

was basically a divorce, motor racing career and coke habit)

and established with some like-minded friends
no shortcuts. After some 13 years of patient
toil, the airframe, controls and electric

manned surface- a syndicate, the Anglo-American Lightning

Organisation, dedicated to making XS422 Áy
refurbishments are now basically completed,
the engines are in, and during November’s

to-air missile… again. The AALO has since grown into a

substantial network of supporters and donors,
work session, they started and ran perfectly.
Hopefully this spring, with a little fettling

every practical plus a volunteer technical team headed by

retired RAF engineer Phil Wallis that regularly
and a little luck and a little more funding
(yes, it’s always, always about the funding),

consideration was assembles at Stennis to carry on the hard graft.

Anyone who has ever restored any
XS422 will make the big step to ground runs.
In just a few more shifts, it could indeed be

secondary to the automobile won’t be surprised that progress is

slow, and aero-restos are more exacting yet,
ready to roar down the runway, swing vertical,
and bring forth Mississippi Thunder from

Need For Speed’ and far, far more complex. Besides the fact that
minor screw-ups can result in much worse
English Lightning. End

than coasting to rest on the hard shoulder, For more on XS422, or to nd out how you can help
the Lightning happens to be a legendarily the AALO, go to www.lightning422supporters.co.uk.

122 FEBRuaRy 2014 OCTANE

 F O R M E R LY T H E C A R D I V I S I O N O F T H E B R I S TO L A E R O P L A N E C O M PA N Y

Sales Service & Parts

368-370 Kensington High Street, London W14 8NL Unit 19 Shield Drive, Great West Road, Brentford TW8 9EX
[email protected] [email protected] / [email protected]
020 7603 5555 020 8560 3300
www.bristolcars.co.uk www.bristolcars.co.uk
Gone but not forGotten
Words Giles Chapman

Le
John Blatchley, pictured in the
centre, with the Rolls-Royce design
team at Crewe, working on a model
of the forthcoming Phantom V.

Rolls-Royce Silver Dawn. It would be 1955,

though, before the Àrst Rolls entirely styled by
Blatchley was unveiled.
‘I spent years working on one, full-size
mock-up of “the new car”, only to be told
when it was Ànished to put it on the bonÀre,’
Blatchley recalled. “It was too modern. So I
was asked to do a quick sketch of something
more traditional, which I did in about ten
minutes. It was taken into a board meeting and
they decided to make it.’
That’s how the 1955 Silver Cloud came by its
classical elegance, and Blatchley was anointed

John Blatchley
chief styling engineer. Next came the Silver
Shadow, intended primarily to be owner-
rather than chauffeur-driven.
‘Styling this car was very much an
Failed his school exams but went on to make Rolls-Royces architectural exercise. Visually, you could tell it
look like Rolls-Royces for a quarter of a century was a real engineer’s car because it was so
unembellished. The speciÀcation demanded it

J
be lower, narrower and shorter, with better
ohn Blatchley shaped the process. I would make a 1:16 scale drawing visibility and luggage space, and a bigger
archetypal Rolls-Royce, that global and the car would be completed in six weeks.’ petrol tank. My biggest challenge was getting
emblem of self-made worth, but But with war clouds gathering in 1940, all the paraphernalia, plus passengers, into a
claimed he never had much ambition Gurney Nutting ceased bodying expensive car that still looked all right.’
himself. Indeed, he took the cars’ silhouette cars and Blatchley – unable to Àght because The Corniche derivatives reinstated a hint of
from the vintage era to the 1980s with only of a lingering heart murmur – found himself the Áowing lines from another era to the side
rudimentary formal design training. at Rolls-Royce’s Nottinghamshire factory, a elevation. ‘It was just like the old times. I made
Having been born in Golders Green, North draughtsman designing aero-engine cowlings. a quarter-scale model from clay and the
London, in 1913, Blatchley was 12 and at a He described the work as ‘intensely boring’. coachbuilders at Mulliner Park Ward division
ChesterÀeld boarding school when he was However, Rolls-Royce was planning to launch made the car with virtually no changes to my
diagnosed with rheumatic fever. He was its Àrst complete car with ‘factory’ steel original.’ But times were changing at Rolls.
bedridden for three years. bodywork, so Blatchley was co-opted as ‘Frankly, with all the new regulations and
‘So I missed out on a proper education. I Rolls-Royce’s Àrst in-house stylist in 1943. safety stipulations, the job was getting too
had a private tutor but I didn’t learn much. ‘No-one there had a clue about body design. difÀcult for me. Previously, what I said about
When I was better, father sent me to a crammer My Àrst job was to put a little Ànesse into it – styling went. Now, everything had to go before
to get me into Oxford but I failed all my exams the prototype had no elegance at all. I had to endless committees. It was unbearable. I came
– I never did any work.’ make something that would be stamped out into designing Rolls-Royces thinking of them
Cars were his burning passion, and the by the thousand look like a craftsman-made as Áying drawing rooms. My one passion was
sickly boy had spent happy, solitary afternoons motor car. I also had to completely design the to perpetuate that.’
sketching and building cardboard models of interior – seats, dashboard, everything.’ And so, aged 55, Blatchley resigned. He had
fantasy designs. Eventually, his father agreed This became the 1946 Bentley MkVI/ some private means and moved to Hastings,
that maybe becoming a car stylist wasn’t a bad where he restored a 16th-century cottage and,
plan. Stints at Chelsea School of Engineering
and Regent Street Polytechnic were followed ‘you could tell the by his own admission, enjoyed a life of doing
very little. ‘They tried to persuade me to stay
in 1935 by a lowly post with coachbuilder
Gurney Nutting. Blatchley’s task was to make
Silver Shadow was but I’d made up my mind,’ he told me,
chuckling. ‘I never regretted it. I always
the initial customer drawings, later to be
translated into reality by the Àrm’s craftsmen.
a real engineer’s car thought it would be better to be poor but free.’
He died in 2008 following an epic 40-year
Within two years he was chief designer.
‘We were in the business of virtually tailoring
because it was so retirement… but not before he’d declared his
admiration for the controversial new Phantom.
cars for customers. It was a wonderful learning unembellished’ ‘I think they’ve done a marvellous job.’

124 february 2014 OCTANE

ICON
Words and photography delwyn mallett

Crittall windows
Essex, to house his workforce, with many
houses – his own included – in the
International Style. It was dubbed ‘The
Metal Window Kingdom of Happiness’.
They became a mainstay of Modernist and Art Deco Crittall’s utopian dream and much of the
happiness was soon dispelled by the Great
architecture, but began life in an Essex smithy Depression but, by the outbreak of World War

I
Two, the company had become the world’s
have a particular fondness for wooden frames, and more commonly found in largest manufacturer of steel windows, gracing
Crittall windows, more by chance than commercial and institutional buildings. All buildings from New York to New Delhi, with
design, having spent most of my life would change after the war with the massive many of them architectural landmarks penned
gazing at the outside world through council estate building boom that followed in by the world’s leading architects.
panels of glass separated by slim steel glazing order to fulÀl the Government’s promise of Such was the ubiquity of the Crittall window
bars. I was born in a Crittall-equipped 1930s ‘homes Àt for heroes’. that it crossed all architectural styles and in
semi and spent my teenage years in another – Competing manufacturers agreed on its domestic applications could be found in
with curved ‘Suntrap’ glazing that, at the time, standardisation and, in conjunction with everything from seaside bungalows to the
although lost on me, represented a small but architects, appropriate frames were designed countless semis of ever-expanding suburbia
signiÀcant step up the social ladder on our for the new housing units, taking into account and the avant-garde Modernist villas of the
suburban housing estate. My two schools and the size of bricks and the height of rooms. more architecturally adventurous.
college were overÁowing with Crittall and I Francis Henry Crittall even created his own Today the classic period of Crittall windows
now live in a house, built in 1928, that owes Utopian village, Britain’s last, at Silver End in is perhaps best exempliÀed by the many new
nothing to the Modernist movement but still factory buildings that were built in the 1930s.
boasts in its abundant fenestration examples
of most frames in the Crittall catalogue. ‘Crittall windows These cathedrals of industry often blossomed
along the arterial roads radiating from major
Blacksmiths had been pounding out
handcrafted metal windowframes for many were everywhere, cities and many were built in the Art Deco
style, or its close relative Streamline Moderne.
centuries before Francis Henry Crittall turned
his own hand to the craft. His father, also
from seaside Those that survived the post-war wrecker’s
ball, such as the Hoover building (now a Tesco
Francis, bought the Bank Street ironmongery
in Braintree, Essex in 1849, but it was the son’s
bungalows to the supermarket) west of London, are now
cherished as irreplaceable elements of the
new venture that would propel the company
into a worldwide phenomenon and make the
semis of suburbia’ United Kingdom’s architectural heritage.

family name a synonym for steel windows.

The mass production of metal frames was
made possible by Sir Henry Bessemer’s
success during the late 19th century in making
mild steel, which, unlike cast iron, could be
continuously drawn through rollers into
accurate proÀles. Francis was quick to seize
the opportunity to expand the business and
the Crittall Manufacturing Company Ltd was
incorporated in 1889 with around 30
employees in its Braintree premises.
In 1905 Crittall introduced and patented its
characteristic ‘fenestra joint’, in which vertical
and horizontal glazing bars were ‘woven’
together at their crossover points, allowing the
bars to be slimmed down without losing their
rigidity. In 1909 a factory was opened in the
USA, soon followed by others in South Africa,
India, Australia, New Zealand and China.
Crittall also had a factory in Germany and,
for disciples of Modernism, there could be no
greater endorsement than the fact that in 1925
architect Walter Gropius speciÀed Crittall
windows for the new building to house that
most inÁuential of all 20th-century art schools,
the Bauhaus, in Dessau.
Before World War One steel windows
were still a luxury item, more expensive than

Right
Part of the restored Hoover
building complex, this was
the canteen – complete
with Crittall windows.

126 February 2014 OCTANE

Chrono
Words Nick Foulkes

Hail the alchemist

Auction house Christie’s held a farewell sale for its genius consigner
Aurel Bacs, which achieved ludicrous prices for brand new watches

I
t is the most surprising resignation
since Harold Wilson suddenly quit as
Prime Minister back in the mid 1970s.
I am talking about the decision by
Aurel Bacs to quit Christie’s.
I like Aurel, I have bought and sold watches
with him on and off over the years, but I fear
that, like Aurel, my days in the salerooms may
be over, as he has helped push the business of
buying old watches at auction out of reach of
the amateur.
While visiting the Daumier exhibition at
the Royal Academy, I was acquainted with
the difference between an amateur and a
connoisseur. Daumier’s pictures were pretty
expressive that the difference was one of
means; the amateur was seen looking through
a bunch of prints while the connoisseur was
depicted as an aristocratic individual
surrounded by art treasures. While my
pretensions may like to depict me as a
connoisseur, I am only ever going to be an
amateur – a lover of what I am increasingly
unable to afford.
Life is full of ‘could have/should have’
moments, but it is very easy to be wise after
the event. Take the Àrst watch story I ever
wrote; it was for British GQ, for one of the very
earliest issues, and it concerned the startling
‘The price of a watches. The Ànal lot was an example of
the current-production Platinum Daytona.
fact that prices of old Daytonas were almost
overtaking those of the new examples – which
new rolex Daytona Admittedly, the proceeds of this lot were going
to a highly deserving children’s charity but,
I suppose is a bit like having been around to
write the story that the Ferrari Daytona was
at auction is more that said, the CHF197,000 ($217,000) that the
lot achieved must have surprised even Aurel.
almost within range of the prices of current than three times Out of curiosity I checked on the Chrono24
production models.
Of course, instead of transmitting this what a dealer will website the following morning and found the
same model available for $61,345. The result is
information to the readers of the then-newly
launched Gentlemen’s Quarterly, I should charge you for it’ that I now Ànd myself writing a story that says
the price of a new Rolex Daytona at auction is
have been acting on the information myself, more than three times what a dealer will
but back then I was a poor, struggling writer Àgure out. A few minutes after the Ànal gavel charge you for it. And apparently they were
trying to make my way in the world and, guess fell on Sunday 10 November, I received a queuing down the stairs at the Hôtel des
what, 25 years later I am still a poor, struggling triumphant communiqué from the Christie’s Bergues in Geneva, where the sale was held,
writer trying to make my way in the world, press ofÀce, proclaiming 50 lots sold and 50 just to get a chance to pay over the odds for a
but in the meantime the watch market has world records established. current production watch. Aurel is a genius.
gone bananas. Certainly the sale was rigorously put Now, this is all way above my pay grade,
One of Aurel’s leaving presents to Christie’s together and each lot was vetted by Pucci but I thought I would console myself by
and to the collecting and dealing communities Papaleo, a Daytona enthusiast. Doubtless the purchasing a copy of Papaleo’s book… but
was a 50-lot, single-brand, single-model handsome hard-cover catalogue will serve as that was until I saw the price: $4000, which
auction to celebrate the 50th birthday of the an eminently useful reference work. But it will rises to $6000 for the Ànal 200 copies of the
watch that I had written about all those years also serve, as the sale’s name suggests, as a 599-strong print run.
ago. Called Rolex Daytona ‘Lesson One’, it lesson in the rising prices attained by what Forget being unable to afford the watches.
taught us all a lesson that we are still trying to are, in essence, industrially produced sports I can’t even afford the book about them.

128 february 2014 OCTANE

AutomobiliA
Words and photography Giles chapman

shutting up shop
Online trade is seeing-in the demise of the
motoring bookshop. Did they try hard enough?

M
otor Books has closed. If you’re visiting London and
intending to take your routine detour down Cecil Court
for a peek at the latest titles and a bagful to take home,
then don’t bother. This narrow premises has had its tens
of metres of bookshelves stripped out. Now, the new tenants are trading
in antique medals. On Motor Books’ very last afternoon, in October,
I found owner Tom Gethings in glum mood, selling off shelf-stock at
half-price and taking down the signage.
‘There’s no one single issue behind the closure, but we just can’t carry
on here,’ he says. ‘Footfall is very important, and that’s what you get in
Cecil Court, but the rent is rising so the overheads get bigger and bigger.
The ending of the Net Book Agreement [a price-Àxing mechanism
between publishers and booksellers, now deemed against the public
interest] hit us hard. And, frankly, publishers have let us down; they
just haven’t supported us.’
The internet has also exerted its fatal sting. I’m as guilty as everyone
else of submitting to the ease of one-click, online ordering, which is
usually enhanced by a discounted price or free postage. The knowledge
that books are highly unlikely to sustain damage in transit generally
assuages my collector’s fussiness.
So, happily, Tom is taking Motor Books into
exclusively online territory at www.motorbooks. and despite 39 new independent bookshops of
co.uk. ‘We’re developing the website; that’s the ‘Motor books all types opening across the UK, 73 outlets
focus. Our key customers are very much
collectors. The sort of books they like have to be itself really is closed their doors. Their owners have plenty of
things to blame for declining sales, yet how
really good, like the Tony Brooks autobiography
Poetry In Motion, of which we’ve sold lots of
(or was) quite an much time did they devote to making the
atmosphere clubby and appealing, or staging
signed copies. We’re going to have all the new
titles and much more too.’
institution. until special events with free wine and interesting
authors or exhibits on hand to entertain?
Motor Books itself really is (or was) quite an
institution. Until the store’s demise, it was the
the store’s demise, Motor Books made a sterling effort, with
signings by such names as Karl Ludvigsen and
world’s oldest motoring bookshop, established in it was the world’s Nick Mason. It branched out into military
1950 in Westminster, moving brieÁy to Cheapside
in the City, and then rooting itself in St Martin’s oldest motoring history, railways, aviation and motorbikes in its
basement. If Tom Gethings couldn’t make it
Court in 1957. This pedestrian corridor linking
St Martin’s Lane with Charing Cross Road, bookshop’ work here then it’s doubtful if anyone else can.
That said, what is the future for new books on
sandwiched between the heaving tourist hotspots cars and related matters anyway? Further
of Leicester Square and Covent Garden, is – if you’ve never been there gloomy news comes from Haynes Publishing. Although its world-
– a delightful enclave of specialist booksellers and antique dealers. Cecil famous Workshop Manuals will continue for the slowly dwindling band
Court is the sister street, to which Motor Books skipped six years ago. of car-maintenance-at-home diehards who want them, it’s axed its entire
There are shops selling only theatre books, Italian-language titles and book publishing division. For years this has produced a continual Áow
one focusing entirely on gambling and cocktails books, so it’s a wonderful of solid, mainstream titles, which accounted for maybe one-third of all
place to fritter an hour or two, and somehow retains a unique aura new car books published in the UK. One guesses they’ve been trying to
despite the intensive redevelopment constantly going on all around it. push this elephant up the stairs for quite some time.
However, might I venture that few of these little shops are overly The unavoidable truths, however, are: most popular marques have
friendly. Some of them, with their scowling, beady-eyed proprietors been covered ad nauseam from every possible angle; nearly everything
hunched up in corners, are even a little intimidating. Before Tom took you can ever want, new or secondhand, is a mouse-click away, sometimes
over Motor Books in 2001, the place fell very much into that category. for as little as a penny (I bought Àve such 1p books individually only last
The proprietor was a bad-tempered South African bloke who, famously week); and young enthusiasts harvest what they desire on their
among his customers, wore shorts all year round. ‘Are you going to buy computers, phones and tablets.
that book?’ he’d bark at a startled browser. If the response was a timid On the very bright side, take a look at your own library of marque/
shake of the head, the owner would snap: ‘Well, put it back then!’ race/driver titles with renewed satisfaction. One way or another, they’re
In those days, this sort of Basil Fawlty behaviour fell into the ‘character’ not making and selling much more of this stuff. And, remember, if you
category. And no-one likes the saccharine insincerity of the modern do want a London browse, then the venerable Foyles still has a
coffee-shop chains. But customers need to feel they’re welcome. In 2012, reasonable transport department. For now.

130 FebRuaRy 2014 OCTANE

BOOKS
REVIEWED BY RICHARD HESELTINE AND MARK DIXON

A chequered life
Graham Warner and The Chequered Flag
RICHARD HESELTINE, Veloce, £80, ISBN 978 1 845844 13 4

WE’LL COME CLEAN right from the start. This long-awaited biography of Graham
Warner – sports car dealer, motor sport team manager, talent spotter (both of drivers
and musicians…) and much, much more – has been penned by Octane contributor
Richard Heseltine, who reviews most of the books on these two pages.
But rest assured that Richard has had no influence about its choice as Book of the Book
Month. We would have picked it regardless, because it’s actually rather good. of the
That’s not to say it’s perfect. The typeface, in particular, is large but very light and hard
to read. This is doubly annoying because Veloce has done a fantastic job of reproducing
Month
what we know were some very poor-quality but historically fascinating images –
notably, the family snaps of Warner in his National Service days.
It’s worth persevering with the irritating typeface because the writing is as fluid and
pacey as you’d expect from Richard, and he has the advantage of being presented with
a great story to tell. Graham Warner gained early fame as team principal of The
Chequered Flag sports car agency and equipe, racing a Lotus Elite registered ‘LOV 1’,
and very successfully too. But he was even more adept at spotting upcoming drivers
and giving their careers a leg-up: he put Jim Clark into his first race in a single-seater,
for example. The single-seater was a Gemini, a notably pretty Formula Junior race car
that represented yet another string to Warner’s bow: race car construction.
In later years Warner brought colour to the UK rally scene by campaigning a Lancia
Stratos, and the ups and downs of rallying this piece of exotica – the chief ‘up’ being an
outright win on the 1976 Mintex Rally, the ‘downs’ being repeated crashes (the ’Flag
ended up running three Stratoses in total) – are covered in depth. But it’s the mentions
of Warner’s lesser-known ventures that add spice to the mix: his shortlived period as
a record mogul, producing albums for blues legend Alexis Korner; and in particular the
chapter on the central role he played in the restoration of a WW2 Bristol Blenheim
bomber; not once but twice, thanks to a severe crash on its maiden post-rebuild flight.
Warner’s life has, indeed, been a chequered one, and this book will make a fine legacy.

The wild roads Modifying & Classic car Supercharged Alfa Romeo Giulia
PHILIP YOUNG/GERARD BROWN tuning Fiat / auction yearbook Mercedes in Coupé GT & GTA
The Endurance Rally Association
£80 Lancia engines 2012-2013 detail 1923-1942 JOHNNY TIPLER, Veloce, £50
ISBN 978 1 904788 17 1
GUY CROFT, £65 ORSI & GAZZI, Historica Selecta JAMES TAYLOR, Herridge & Sons
email guy.cro,@btconnect.com €52, ISBN 978 88 96232 05 7 £50, 978 1 906133 48 1

THIS GLOSSY large-format GUY CROFT is widely (and THE BOOMING market for VETERAN MERCEDES author THE INNER dust jacket states
book celebrates the 2013 Peking justifiably) considered an classics makes this annual and historian Taylor turns his that this is ‘widely recognised as
to Paris Motor Challenge (you authority on tuning classic almanac of auction house action attention to pre-war models in being the book on the Alfa GT
know, the one won by a Leyland ‘Lampredi’ Fiat and Lancia particularly timely – at least, it this 208-page hardback guide. and GTA models’, and that’s
P76). It’s very much the inside twin-cam engines. This, the will be if you’re in the business He relates in some depth the more than mere marketing guff,
view, with day-by-day reports, 2013 ‘workshop edition’ (loose of buying or selling. This edition story behind Ferdinand as previous editions have been
plus additional commentary leaves in a ringbinder) of his includes details of the most Porsche’s involvement with very well received among
from the many competitors on 2010 hardback masterwork, has recent August sales held during the marque (including his Alfistas. This greatly expanded,
the 12,000km, 33-day marathon been expanded and updated. Monterey Car Week, an straight-eight GP car designs) large-format reworking relates
event. Of the 96 vehicles that set In addition to Cro,’s words – and innovation that will now be an and ends with the stately Type the story behind the glorious
out, 83 arrived in Paris, and there are a lot of them – there is ongoing feature due to their 770 tourer. As with other works 105-series Bertone Giulias in all
they’re all pictured herein. It’s also a wealth of details, photos influence on market values. As in this series, it also includes their many flavours. Aside from
photographer Brown’s many and diagrams. You have to hand usual, there are summaries for some crisp modern-day development history and a
images that captivate here. It it to Cro, for his ability to parcel nearly 5000 cars sold, of some photography by Simon Clay of breakdown of the many different
would be easy to assume you out technical stuff in such a way 350 different makes; a more models such as the 540K, plus editions and engine options, it
couldn’t go far wrong given, say, that even those of us who are detailed look at the 2012-2013 specification tables, production also includes a decent study of
Mongolia’s scenic vistas, but the not engineers can understand it. auction ‘top ten’; and lots of info and several period images. the GTA and GTAm versions’
photos here are particularly While the asking price may graphs and lists too. All-in-all It isn’t exactly cheap, but it has racing history (and not just in
stunning. Not cheap by any appear steep, you will not find it’s a vital tool for anyone higher production values than Europe). Insights into restoring
stretch, but this is a nice thing this much useful information looking to compare prices: not other, similar works and the ‘In ‘Berties’ from expert Mike
to look at, that’s for sure. anywhere else. just traders, but collectors too. Detail’ subhead is warranted. Spenceley is a welcome bonus.

132 FEBRUARY 2014 OCTANE

 w w w.hortonsbooks.co.uk

Lucky John COLLECTORS’ BOOK

JOHN SPRINZEL, The Coulthard Press, $60 (see text for availability)

THE ONLY PROBLEM with this excellent book is

Hot rod pioneers
ED ALMQUIST, SAE International, 2000, valued at £30
getting hold of a copy: you can order it from www.
spritespot.com but, if you live outside the USA, that SEE PAST the rather nasty
will add $25 shipping cost to the price. But if you cover image, and the poor
club together with four mates and order direct from repro, and this is a brilliant
John Sprinzel himself in Hawaii (where he now book. As the title suggests,
lives – email [email protected]), you can it covers true hot rod
get five signed copies for $360… Either way, it’s pioneers (of which author Almquist is one)
well worth doing, because this is a thoroughly and is packed with photos from the 1940s and
enjoyable, well illustrated and nicely produced ’50s. Fortunately, it doesn’t cover only the
romp through John’s life to date: from National usual suspects: a particular stand-out section
Service in the RAF, via Speedwell (we love the shot is dedicated to Art Malone, the preternaturally
of workshop foreman, one Graham Hill esq), and of brave drag racer, Indy 500 starter and
course lots of top-flight rallying and racing, to the dirt-oval challenger. One look at his 1000bhp
renovation of historic buildings. The type is notably Kurtis record car will make your eyes widen.
easy on the eye, making it a pleasure to read.

Carrozzeria Scioneri Inspired to design Bert Hadley

ELVIO DEGANELLO & ALLESANDRO SANNIA, Società
Editrice Il Cammello, €39.90, ISBN 978 88 96796 20 7
NIGEL BENNETT, Veloce, £35
ISBN 978 1 845845 36 0
a son of Birmingham
COMPILED BY GEOFF ROE, www.pwa7c.co.uk, £18
FIAT AUTHORITY Sannia appears NIGEL BENNETT is one of THIS IS THE THIRD book
to be on a mission to document those ‘names’ who is well published by The Pre-War Austin
the many Italian coachbuilders, known – revered, even – the Seven Club, and it’s the best yet.
this follow-up from his recent length and breadth of pitlanes Hadley is a great motor racing
work on Viotti being a the world over, but rather less character who has long deserved
collaboration with veteran familiar to the wider populace. a decent biography. The author
journalist Deganello. It relates the This entertaining effort recalls the Austin apprentice-
story of Antonio and Renato Scioneri’s eponymous redresses the balance, with Bennett himself turned-works-racer’s bids with the glorious Seven
carrozzeria, which grew from making bodies for relating his journey from building 750MC specials single-seaters that, as Tony Dron wrote in his
commercial vehicles to creating a ra0 of to becoming chief designer at Penske, via spells at column last month, were among the most
luxuriously equipped Fiats, o0en working with Team Lotus and Ensign. This is much more than sophisticated open-wheelers made in the UK in
designers such as Giovanni Michelotti. While some just a dry ‘and then I did this’ biog. Instead, you get period. The story then moves on apace to Hadley’s
of the cars mentioned herein were familiar, the a real feel for what it was like to be on the front post-war Le Mans bids with Jaguar and Triumph,
majority were not. We were unaware of Scioneri’s line, and it was especially pleasing to read about the narrative also taking in his exploits in
efforts on Prince and NSU platforms, for example, his Indy 500 campaigns (Bennett’s designs won everything from trials to endurance record
or that the name was still being used in the 1990s. five times at The Brickyard), not least his thoughts attempts, most famously at Montlhéry. This
A pat on the back, too, for Norman Hawkes, who on the ’94 race, which Emerson Fittipaldi had in so0back makes clear just how underrated this
did the English translation. the bag until a late error. A cracking read. Brummie ace was, and it’s great value at £18.

1967 Chris Amon, Scuderia Ferrari Around the circuit

and a year of living dangerously DAVID CROSS, Dalton Watson Fine Books,
ISBN 978 185443259 9, £59
JOHN JULIAN, David Bull Publishing, £35, ISBN 978 1 935007 24 1 THIS, THE sequel to Cross’s
WE HAVE BEEN eagerly awaiting the arrival of this book. well-received Inside the
Rather than being a blow-by-blow account of his career, Paddock (a former Book of the
this hardback covers Chris Amon’s 1967 season, his first Month, no less), continues from
with Scuderia Ferrari. The racing year began well with where the previous book le0 off.
victory in the Daytona 24 Hours, but then team-mate However, it not only includes further images of race
Lorenzo Bandini died at Monaco. Then fellow Ferrari transporters, but also support vehicles, oil, tyre and
alumnus Mike Parkes was badly injured, while Ludovico other sponsors’ machinery, and even medical cars
Scarfiotti merely quit the team. and fire appliances; basically, the sort of stuff that is
This superb book relates all of this turmoil and generally overlooked by history. Some of the trucks
countless other dramas that affected the 20-something pictured here may be familiar, not least the famous
who became team leader more by happenstance than forward-control Mercedes transporter o0en
planning. Author Julian tracked down numerous drivers employed to carry a 300SLR in the mid-50s. Rather
to recall their thoughts and provide insights, not least the more intriguing, however, are vehicles such as
likes of John Surtees and Gurney, but also Ferrari Norman Holtkamp’s Merc-inspired (and self-built)
insiders such as Brenda Vernor. There’s even a small Cheetah transporter, which was reputedly evil to
contribution from Eva Marie Saint, one of the stars of drive. This is great to dip into, the tragedy being
racing melodrama Grand Prix. Highly recommended. that Cross passed away as the book went to press.

OCTANE FEBRUARY 2014 133

 Original and exclusive limited-edition

7ullman ,ditions designs, commissions and publishes Alps, as ^ell as the ^orld»s greatest historic automobiles
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View and buy online at w w w.pullmaneditions.com

GEAR
EDITED BY CHRIS BIETZK ([email protected])

‘Filmography
of Cars’ print
$44. www.calmtheham.com
WITH THE exception of Denzel, who could
probably open a film about seal clubbing at
this point, the car has been Hollywood’s most
consistently bankable movie star over the past
50 years, and this 24x36-inch lithograph pays
tribute to our favourite four-wheeled heroes.
From Bond’s DB5 to the Ghostbusters Cadillac
Miller-Meteor, they’re all here, and beautifully
illustrated by design collective Calm the Ham.

Montblanc Leonardo pen
£2355. www.montblanc.com/en/
IF YOU’RE about to drop a significant chunk of change on a new
computer, consider instead this more attractive – and far more
reliable – word processor from Montblanc. Inspired by Leonardo
da Vinci and his preoccupation with human flight, it features an
anodised aluminium cap and barrel, and neat etchings of the
great man’s design for a mechanical wing and his study of a bat.

Headcase helmet protector

£38.95. +44 (0)1628 635552, www.headcaseurope.com
Breguet Tourbillon Extra-Thin
WITH SOME race organisers turning away competitors
£106,800. www.breguet.com/en/ who show up with minor cracks or scratches on their
CHILDREN OF the 1960s must be very confused. We were supposed helmets, there’s more than one good reason to invest
to be sporting magical, paper-thin watches by this point, yet the in a case that will protect your lid properly. Less bulky
fashion in recent years has been for ever clunkier wristwear. Breguet, than a traditional metal carry box, the Headcase comes
though, remains determined to boldly go where no watchmaker has in a range of colours and is a snip at under forty quid.
gone before, and has now managed to cram a tourbillon into a slim
‘Classique’ case – a feat of engineering that suggests that, perhaps,
we can still look forward to a future where less is more.

Musical Fidelity
MF-100 headphones
£119. www.musicalfidelity.com
SARTRE WAS half right: hell is other people’s
music, so make sure the soundtrack to your
day is your own with Musical Fidelity’s new
cans, which feature ergonomically designed
ear pads to help block out the rest of the world.

136 FEBRUARY 2014 OCTANE


Official Ferrari 2014 ‘Myth’ calendar
£59.90. www.raupp.com
A DIFFERENT Ferrari every month for a year? No, it’s not some NetJets-type
fractional ownership scheme for the super-rich, but Ferrari’s official calendar
for 2014. Featuring Maranello masterpieces new and old (all photographed by
Günther Raupp), it is likely to sell out in a hurry, with only 5000 copies available.

Julien Coudray Manufactura 1528
CHF180,000 (+ tax). www.juliencoudray1518.ch/en
THE 1528 Platinum is the Q-car of the watch world, its unfussy
exterior concealing some spectacular machinery. Behind the hand-
enamelled dial is a unique movement made of solid platinum and
finely engraved with a pattern inspired by Renaissance art. Like the
best Q-cars, it will run like a top between long service intervals, too.

Porsche 911 Carrera RSR
kit by Tamiya
From £130. +44 (0)1908 605686, www.hobbyco.net
WE’VE WAITED 40 years and here, finally, is our
chance to drive the 1973 Targa Florio-winning RSR.
Tamiya’s 1:10 R/C model is a wonderfully faithful
rendering of that famous car; in fact, about the
only thing missing is a covering of Sicilian dust.

The Simulator
From £12,000. www.thesimulator.co.uk
THIS PLUGS the gap between the best driving games
and professional level simulators. The many tracks
(which include Brands Hatch, Silverstone, Laguna
Seca and Spa) have been laser-scanned for accuracy,
to the point that camber and tarmac changes and
bumps are detectable, and felt through the seat, as
are acceleration, cornering and braking forces, with
the entire chassis moving to simulate motion. The
cars feel spot-on, too: we tried the McLaren MP4-12C,
Ford GT, Lotus 79 and the skittish Lotus 49. Use it for
entertainment or as a remarkably effective training
tool but be warned, it’s addictive and exhausting.

OCTANE FEBRUARY 2014 137

MODELS
Models shown are available from Grand Prix Models, +44 (0)1295 278070, www.grandprixmodels.com.

REVIEWED BY MARK DIXON

1:43 SCALE
McLaren M8D 1 // ALFA ROMEO 6C 2500SS
BY BBR PRICE £87.95
MATERIAL Resin & metal handbuilt
1:18 TRUESCALE MINIATURES QUALITY  VALUE 
PRICE £114.95 MATERIAL Diecast Flawless paint and plenty of very fine
QUALITY  VALUE  bright trim are highlights of this model
of the Freccia d’Oro in Alfa’s collection.
2 // PORSCHE 917K
BY DVA DOLERMO PRICE £179.95
MATERIAL Resin handbuilt
QUALITY  VALUE 
Unusually, this model of the 1970 Piper/
Model Wetson practice car for Le Mans – note
the filled-in tail ‘valley’ – is US-made.
of the 3 // MLAREN 12C SPIDER
Month BY TRUESCALE MINIATURES
PRICE £69.95 MATERIAL Resincast
QUALITY  VALUE 
Superb replica of McLaren’s recent 12C
Spider, finished in trademark orange.
4 // JAGUAR SS100 BY SPARK
PRICE £49.95 MATERIAL Resincast
QUALITY  VALUE 
THE MCLAREN M8D will forever be Riverside on 31 October 1971. Unlike earlier Look more closely, however, and you’ll The wheels on this otherwise attractive
associated with the tragic death of company M8s, the M8D featured knife-edge rear fins see evidence of cost-cutting in the overscale SS100 model look undersized but maybe
founder Bruce McLaren, who crashed in an to support its low-mounted wing, following plastic details; and our sample (which may that’s down to the owner of the real car…
M8D at Goodwood in 1970 and was killed the banning of strut-mounted rear wings. not be typical) felt poorly assembled, with
instantly when he was thrown from the car. At first glance this is an attractive model everything a& of the doors in floppy danger 5 // ASTON MARTIN ULSTER
This model, however, is of the M8D at a very attractive price. The bodywork is of parting company from the rest of the car. BY SMTS PRICE £125.95
(strictly speaking, an M8E/D, chassis 80-03) of metal, the rear section li&s off to display Even so, it displays very well. It may not MATERIAL Metal handbuilt
owned by actor and racer Paul Newman and engine and transmission, and there are have the exquisite finesse of a CMC model QUALITY  VALUE 
driven by Chuck Parsons to fi&h place at working side-opening doors, too. – but, then, it costs one third of the price. Good value for a handbuilt, and weightily
constructed in metal, this British model
of LM20 also has pleasingly fine detail.
1 2 3 6 // ROMETSCH LAWRENCE
COUPE BY MATRIX PRICE £76.95
MATERIAL Resincast
QUALITY  VALUE 
Something different for VW collectors:
the real car was based on a 1959 Beetle
and this is a very attractive replica.
7 // FERRARI 512M
BY MG MODEL PRICE £144.75
MATERIAL Resin & metal handbuilt
4 5 6 QUALITY  VALUE 
Italian model of the Müller/Herzog entry
in the 1971 Nürburgring 1000km has a
slightly heavy casting but super finish.
8 // LOTUS 18 BY SPARK
PRICE £49.95 MATERIAL Resincast
QUALITY  VALUE 
Diminutive model of Moss’s 1961
Monaco GP winner is distinguished by its
7 8 9 open body sides, revealing chassis detail.

9 // DUESENBERG SJ SPEEDSTER
BY TRUESCALE MINIATURES
PRICE £90.95 MATERIAL Resincast
QUALITY  VALUE 
Big, beautiful, immaculately finished
– this is a lovely model of the Maharajah
of Indore’s Gurney Nutting Speedster.

CLASSIC MODELS
BRM V16 IT WAS SUPPOSED to be Britain’s challenge
to Ferrari in Formula 1, but the early post-war
and around 1956 started making a range of
racing cars to give Dinky a run for its money
not very accurate, shade of green. Whereas
Dinky Toys of this era typically had tinplate
by Crescent Toys BRM did not live up to expectations. It wasn’t in school playground races. bases, the Crescent has a diecast one, painted
WORDS AND PICTURE: ANDREW RALSTON

until the early ’60s that BRM got it right, Several of these, such as the Mercedes cream, and details such as the bonnet louvres
winning the Constructors’ title in 1962 with W196, Jaguar D-type and Vanwall, were also and 16 stub exhausts are accurately cast.
Graham Hill as World Champion. modelled by Dinky and, as the Crescents were Surviving examples needing restoration
Both Corgi and Dinky Toys modelled BRMs always a bit more expensive, they probably aren’t too hard to find, but a mint original with
in diecast form, in 1958 and 1964 respectively, didn’t sell in large numbers. They are, its box is a different proposition and will cost
but to find a model of an early V16 you have however, well-finished and have more a three-figure sum. Even if you find one, it’s
to look to one of the lesser-known diecast realistic wire-style wheels than their Dinky likely that the driver figure will be suffering
manufacturers of the time, Crescent Toys. competitors. A selection of Crescent racing from metal fatigue, which means that he will
Since the 1930s this brand had been cars is believed to have been sold as an have developed alarming cracks in his head.
associated with hollow-cast toy soldiers and impressive gi& set in a display box. Come to think of it, maybe that just adds
farm animals. In the 1950s Crescent opened The Crescent BRM is based on the V16 to the realism, as motor racing was a very
a new factory in Cwmcarn, Monmouthshire, Mark 2 model and is finished in a pleasant, if dangerous sport in the 1950s…

138 FEBRUARY 2014 OCTANE

For car buying
advice, would you
go to neighbour
Petulia?

No, for real-life, no-nonsense,

buying advice go to Carbuyer
We won’t just tell you what it is like to drive a car, we’ll tell
you what it is like to own. We’ll reveal the running costs,
explain what might go wrong and you can nd out what
existing owners think. So for information that’ll help you
buy your perfect new car, there’s only one place to go.

Expert reviews Owner opinion Trusted advice

M AT T HE W HOW E L L

OCTANE CARS
BY OCTANE STAFF AND CONTRIBU TORS

History man
I know this from a photocopied page MoT tester Simon at the superbly money to buy new – but Derek is
1970
of a book that shows pictures of ‘my’ named Sunnyside Garage in Kempsey, con!dent that he can fabricate it, once
lAmborghini
Espada (I have a 50:50 share with Worcestershire, very kindly let me put he’s sourced the correct balljoints.
espAdA
MARK DIXON Octane contributor Richard Heseltine) the Espada on the ramp while he and It may be too late to get this done
@OctaneMark and mentions that it had an exposed my classic car fettler Derek Magrath before the dreaded winter salt hits our
metal gearshi# gate specially !tted by levered at a suspicious-looking British roads and the Espada goes into
the factory. Unfortunately, all I know steering link that had recently hibernation, but how sweet those !rst
FOR ME, one of the fascinating parts about the book is that it’s in English, developed an audible ‘knock’. It turns drives in spring will seem.
of buying a ‘new’ classic car is that the relevant page is 68, and it was out that the joints at each end are both
moment when you sit down with published in 1983 – does that sound knackered, which explains why the Above and below
whatever history came with it, and familiar to anyone? Espada currently lacks the steering Espada has always performed well in a
straight line, and hopefully it will soon be just
try to piece together the story of its It took mere seconds to !nd a precision I knew it should have. as satisfying in the twisty bits. Former owner
earlier life. website for the Blum law !rm, which Entirely predictably, the steering Ian Stringer is kindly allowing Mark to store it
Fortunately, there’s a thick pile of helpfully provides biographies of the link costs an extortionate amount of in his garage, alongside his superb Montreal.
paperwork for the Espada, which was family members. This shows that Dr
sold new in Switzerland and remained Blum didn’t retire until 2006, so I’m
with its !rst owner for 15 years. And, very much hoping that he’ll still be
thanks to the power of the internet, hale and hearty, and willing to share
I may be able to track him down. some memories of his time with the
The invoices show that the !rst Espada when it was new.
owner was a Dr Urs Blum, who Back in the present, we’re getting
worked for a family !rm of patent very close to fully sorting the car. In
lawyers in Zurich. Dr Blum was clearly last month’s Octane Cars I described
a man of catholic tastes, because how having the front brake calipers
there’s a garage invoice dated 1975 for rebuilt had almost, but not quite, cured
work on three cars owned by him: the an alarming pull to the right under
Espada, a Cadillac and a Range Rover! braking. I felt sure that the residual
M A RK DI xOn

It turns out that Dr Blum was the problem lay with the steering, and I’m
Swiss representative of the now feeling rather smug because it
International Lamborghini Club, too. turns out I was right.

142 February 2014 OCTANE

That elusive slip of paper O C TA N E ’ S
FLEET
recorded as 1969. This had not been a problem in the past
These are the cars – and
but as a ’69 car it needs seatbelts to be fitted and ‘the motorbikes – run by
1963 ABARTH computer says no’. My heart sank as the MoT inspector the magazine’s staff
SIMCA pronounced that it was not possible to proceed as my car and contributors
DELWYN MALLET was beltless. Fortunately, he was also a classic car
enthusiast and sympathetic to my plea that this particular
model was built in 1962, so he telephoned ‘MoT central’ for
HOORAY! AN MT. The story so far. Having rather advice. Much to my relief, he was told to proceed on the
foolishly le( my Abarth-Simca, which had not turned a basis that it was a 1962 car.
wheel in anger for around 20 years, with my restorer So far so good, I hear you say. But no. I now have an MoT
chappie with the request to get it back on the road – and for a car that, despite the fact that I have owned it for more
have it MoT’d – I was rather stunned to find on my next visit than 30 years, technically does not exist in the form tested.
that it had been stripped of virtually all of its mechanical Plus, the computer said ‘no’ to an online attempt to renew DAVID LILLYWHITE
components. And, as time progressed, it was also stripped the road fund licence on my 1955 Mercedes 300SL Gullwing Editor
of paint, doorskins, dash and upholstery! for the same reason – in this case an ‘F’ registration. 1971 MGB GT
With everything now reinstated and looking tickety-boo, Having failed to find a DVLA telephone number that allows 1971 Saab 96
1973 Citroën SM
it was finally time for that vital certificate. The car was built one to speak with a human, the paperwork is in the post
1976 Zip Shadow Kart
in 1962, so just outside the 1960 date a(er which an MoT and I fear a protracted saga lies ahead.
becomes mandatory. However, a(er such a comprehensive
rebuild an MoT is a wise move to make sure that everything
that should be working is working and nothing is loose.
Due to its long absence from the road, my car had not
entered the MoT computer age. First problem, then. As the
car is not on the system, it has to be entered ‘as presented’.
Sounds easy, but what I ‘presented’ bore little relation to
the now out-of-date registration document. The car was ROBERT COUCHER
registered as a Simca, a legend that appears nowhere on International editor
the car! The chassis plate, as does every badge on the car, 1955 Jaguar XK140
declares ‘Abarth’ – so the car is now entered as such. 1991 Range Rover Vogue
Next problem. The car was imported in 1969 and carries
a ‘G’ suffix, and the ‘date of first registration’ was also
Below
Delwyn’s Abarth-Simca is back on the road following protracted
restoration work – and a bureaucratic nightmare with the MoT…

SANJAY SEETANAH
Advertising director
1998 Aston Martin DB7 Volante

GEOFF LOVE
Publishing director
1989 Maserati Biturbo

MARK DIXON
Deputy editor
1927 Ford Model T
1927 Ford hot rod
1963 Fiat 2300S coupé
1970 Lamborghini Espada
1987 Bentley Turbo R
2001 Honda Insight

OCTANE FEBRUARY 2014 143

OCTANE CARS
BY OCTANE STAFF AND CONTRIBU TORS

Top of the (shooting) range

limiter becomes second nature and
2013 RANGE the Sport is sufficiently economical, GLEN WADDINGTON
ROVER SPORT at about 30mpg. Associate editor
ROBERT COUCHER We swished out on the motorway in 1983 Porsche 944
@OctaneRobert supreme comfort and assembled at a 1989 BMW 320i Convertible
pub where the car park was full of
Discoverys and Defenders. The rest of
MY ETYPE Jaguar-driving friend the shoot were very interested in the
and doctor, Jonathan Botting, invited new Range Rover, especially when we
me to join his shoot a couple of weeks went into the forest.
ago. Everyone has been raving about Heavy rain had rendered the whole
the new Range Rover Sport so I area ankle-deep in mud but the
thought it important I give one a test Rangie did not falter. Fair enough, on MARK SOMMER
drive. An interesting comparison with one really treacherous bit of soaking Art director
my 22-year-old Range Rover classic. wet grass it did have to work a bit – on 1999 Alfa Romeo GTV 3.0
So I called the Land Rover press road tyres – but sceptical Defender
office and this sparkling new 3.0-litre drivers were impressed. I managed to
SDV6 turbodiesel arrived at my front bag a few pheasant, with Botting
door. A perk of the job, yes, but the instructing me to swing the gun up to
guys and gals at LR know you are the bird in a smooth action. Bit like
a discerning lot. This SDV6 offers motor racing: smoothness is all.
292bhp, with nought to 60mph The Range Rover Sport then eased
dispatched in seven seconds and us back into London in smooth luxury TONY DRON
a top speed of 130mph. Feels like with a brace of birds in the back (yes, Test driver
a supercar in comparison to my yes!). It is probably the most complete 1932 Austin Seven
old Rangie. motor vehicle ever. Totally competent
I put on as much tweed as I but luxurious, handsome and
possess, then collected Jonathan and entertaining to boot.
a couple of shotguns. In London the
Sport feels big but it is very light to
Top and below
drive and the eight-speed auto-box
Capetonian Coucher might be more used to
keeps every lb # of torque on the boil. shooting impala; here, pheasant must do. ANDREW ENGLISH
A#er a while reaching the engine’s rev Choice of shooting brake is important too. Contributor
1965 Aston Martin DB5
2000 Triking

JOHN SIMISTER
Contributor
1934 Singer Nine Le Mans
1959 Morris Mini-Minor
1961 Saab 96
1987 Peugeot 205GTI 1.9

STEVE HAVELOCK
Contributor
2003 Corvette C5 Coupe

RICHARD MEADEN
Contributor
1992 Porsche 911 RS

144 FEBRUARY 2014 OCTANE

 M A RK DI xON
Cover story
1999 ALFA I didn’t realise how many options
ROMEO GTV for car covers were available. A"er a
MARK SOMMER lot of research, I plumped for the
@OctaneArtEd ‘Stormshield’ from a company called
Specialised Covers, which produces
covers for aeroplanes, helicopters and
the day a"er I bought the Alfa, trucks – and cars, of course.
a colleague at the Octane oce Their covers are made to order in
mentioned that a couple of the tyres Britain, and I appreciated the attention
looked very so". Deputy editor Mark to detail shown by a phone call I
Dixon rustled up a tyre pressure received asking if my GTV had the
gauge and we found that the readings Zender spoiler option (which it does).
were all on the low side; seriously so, Room for it would be tailored into my
in a couple of cases. Worryingly, the cover for the perfect t.
sidewalls on the rear tyres were also Being breathable, the Stormshield
displaying signs of cracking. can be put on over a wet car, as any
Mark showed me how to tell when moisture will permeate through the
a tyre was made, by looking for a material. The cover is made of three
four-digit code moulded into a little layers: an outer mesh, a breathable
box on the sidewall: the rst two membrane and an inner eece to
numbers show the week, and the last protect the paint. Although it is
two the year. So, for example, a tyre certainly not the cheapest outdoor
labelled 5012 will have been made in cover (prices from £249), this wasn’t
the week beginning 17 December something I wanted to skimp on.
2012. The front tyres on my car turned OK, I still wish I had a garage to
out to date from 2009, but the rears stash the Alfa in over winter but this
were made in 2006! No wonder the surely has to be the best alternative.
tread was looking a bit thin. Roll on next spring!
Because the Alfa’s road tax ran out // www.specialisedcovers.com
at the end of November, and the MoT
Top and below
was due in mid-December, I decided
With a cover to keep the Alfa protected, Mark
to keep the car o the road for a few no longer has to fear the weather. Straps pass
months before shelling out for new under the car to keep the cover in place.
tyres, mainly because I want to avoid
the inevitable salt blitz on the roads.
My original plan was to rent a
garage, but I couldn’t nd one at an
aordable price. Instead, because
I’m lucky in having sucient space on
the drive to store the car, I thought I’d
invest in an outdoor car cover as well
as a solar-powered trickle charger to
keep the battery topped up.

OCTANE February 2014 145

OCTANE CARS
BY OCTANE STAFF AND CONTRIBU TORS

Small
wonders
MARTYN GODDARD
Photographer
1932 1963 Triumph TR6SS Trophy
1965 Austin-Healey 3000 MkIII
AUSTIN SEVEN
TONY DRON

THE SEVEN should be running

around by now, I know, but it’s a
hobby and there isn’t time for such
fun. I have been cleaning up and
painting all those bits you can’t see
and fitting lots of the small parts, DELWYN MALLETT
Contributor
including the rear numberplate
1936 Cord 810 Beverly
bracket (just visible around the base 1946 Tatra T87
of the spare wheel in the photo). The infinite, obsessive patience for fit it correctly. The right man says he 1950 Ford Club Coupe
original bracket had been replaced in ridiculous tasks of this kind. It took can do it early in the New Year. 1952 Porsche 356
the 1930s by one of those folding ages but I did manage it – and without Back in the summer, I inspected the 1955 Mercedes-Benz 300SL
1957 Porsche Speedster
luggage racks, which must have been any holes drilled in wrong spots. Zenith carburettor closely and saw 1963 Abarth-Simca
regularly overloaded, causing The old ’plate and original-style that the throttle butterfly spindle was 1963 Tatra T603
distortion in the body. A new bracket, rear lights can be added easily now, badly worn. A rebuild was essential
a perfect copy of the original standard plus the 6V flashing indicators that and Roger Spearman in Ongar was
item, was obtained from Austin Repro. everybody insists are essential today. recommended. Of course, he found
Fitting it required drilling eight A classic motorcycle parts department many other faults, all of which he
holes into the repaired floor under the sold me a suitable set. repaired. As part of his service, he
back seat. Getting those holes in As my Seven needs total re-wiring, runs the rebuilt carburettors on his
precisely the right places and then I drew up a special wiring diagram and own Seven to check that everything is
using washers as spacers to position bought proper armoured cable from working properly. Austin Seven SARAH BRADLEY
the bracket accurately, when working The Seven Workshop in Bradford-on- owners are lucky, having so many Contributor
alone, might have been designed to Avon. However, I have realised that an good blokes like Mr Spearman to help 1929 Ford Model A hot rod
drive anybody mad. Luckily, I have experienced Austin Seven expert must us get our cars just right. 1956 Chevrolet 3100 pick-up
1969 Plymouth Roadrunner
Various motorbikes

business for much of the ’80s but it was never my

childhood fancy. Nestling between Cindy Crawford and
Claudia Schiffer on my bedroom wall was a picture of a
Porsche 911. Originally it was a 964 Clubsport but as
puberty progressed it morphed into a 993. When I passed
my driving test in 1994, this was the motor of choice. MASSIMO DELBÒ
M A LC OL M GRIF F I T H S/P OR S C HE

True to the auctioneer’s theory, when I hit my 30s I was Contributor

having an early mid-life crisis – and went and bought a 1967 Mercedes-Benz 230
1972 Fiat 500L
manual Carrera coupé. For me, this is the 993 at its
1980 Ferrari 308GTB
unmolested best, but finding a good one is far from easy. 1982 Mercedes-Benz 500SL
A'er six months scouring the classifieds, I spotted a Polar
Silver example. It was 9pm on a Friday night when I called
Eclectic Cars in Oxfordshire to find partner Simeon Cattle
still at his desk. ‘The advert has been up three hours,’ he

The early bird... explained, ‘and I have someone coming to view it at 9am
and another at 10.30am.’
By 7.30am the following morning I was parked outside
their office. By 9am, I had checked the history, had a test ALISTAIR WEAVER
drive and done the deal. Sadly, Eclectic Cars is no more (it’s Contributor
1994 PORSCHE been reborn as the Classic Car Project Shop), but the car
1994 Porsche 911 Carrera 2
911 CARRERA 2 they sold remains a delight. It’s just passed 70,000 miles
ALISTAIR WEAVER but is arguably running better than ever. Porsche GB even
borrowed it for this year’s Goodwood Festival of Speed as K E E P U P T O D AT E
AN AUCTIONEER once told me to look at classic cars part of the 911’s 50th birthday celebrations. Follow the progress of the Octane
when they’re 20 years old. His rationale was simple: people In my professional life I’ve driven just about every 911 fleet via Twitter, Facebook and the
want the cars they lusted a'er in their teens but wait until since the 996, but I’ve never stepped back to the 993 and Octane website blogs
their mid-30s before buying them. He reckoned he could felt downbeat. That’s the advantage of buying the last of the www.facebook.com/octanemagazine
even chart the phenomenon in the residual values. ‘Buy a air-cooled 911s – nothing that follows will ever be quite the @octane_magazine
Testarossa,’ was his honest advice. same. For now at least, I’m living the dream. Unlike Cindy
The Ferrari might have kept the Athena poster shop in or Claudia, the 993 is an adolescent fantasy made real.

146 FEBRUARY 2014 OCTANE

 ChequeredFlag
OCTANE’S MONTH IN MOTOR SPORT
I N A SSOCI ATION W ITH

The private bank for

historic motor racing
W W W. E F G I N T E R N A T I O N A L . C O M
C O M P I L E D B Y PA U L H A R D I M A N
P HIL JONE S

Mallory Park saved?

MALLORY PARK, the Leicestershire motor racing became ‘intolerable’ and in 2012 legal action was which may be from the quarry across the road, and
circuit that opened in 1956, has new operators, and brought against MPML. our door is always open – we want people to come
it’s hoped that racing will restart there in 2014. In August it was fined £2500, plus £23,000 and speak to us.’
Stuart Hicken and Eddie Roberts, both well costs, and the company called in administrators Hinckley and Bosworth Borough Council was
known in the motorcycle racing world, have a!er a court order to reduce the number of ‘guardedly optimistic’ that a compromise between
formed Real Motorsport Ltd to run the circuit on a operating days to comply with a condition dating residents and the track could be found.
day-to-day basis. The previous operating company back to 1985. It also owed the landlord Titan ‘We realise there is a lot of bridge-building to be
Mallory Park Motorsport Ltd went bust a!er a large Properties Ltd almost £120,000. done with the local community,’ Hicken added, ‘but
rise in noise complaints from neighbours Eddie Roberts said: ‘The council wants Mallory Mallory Park has been here for a long time and we
culminated in court action and a crippling fine. to stay open, as do many of the local residents. are hopeful that with understanding all round it will
Residents in nearby Kirkby Mallory said the noise We’re going to deal with the noise issue, some of have a long and successful future.’

Sat-nav rallying brings down entry fees

THE RALLY DRIVERS’ Club, set up by Jonothan sat-nav will indicate, and when you pass a given
Bowles, late of Continental Car Tours, has landmark you note the precise time on your card.
launched a new rally initiative based on sat-nav On hills, a change of direction can be given at a set
technology, for both classic and modern cars. height using the sat-nav elevation reading.’
Bowles explains: ‘As in a regularity rally, the The ‘winner’ is the crew that gets nearest to the
route book gives the distance between each required average speed. ‘We’ve tried it in France
junction. The direction of travel is given by and it keeps crews busy – and it’s less costly than
compass directions, for which the sat-nav will traditional rallying,’ says Bowles. Entry costs £199
indicate the way to go. You are also given an per car, including ferries and hotels.
average speed to maintain (say 27mph), which the // www.rallydriversclub.co.uk

148 FEBRUARY 2014 OCTANE For daily motor sport updates visit www.octane-magazine.com
 New hill for Manx Classic In brief
Retired climb to be replaced by new course for Manx Classic
MINI AND IMP CUP FOR RAC
THE SLOC HILLCLIMB – part of the Manx Classic course. The climb will start near the 9th Milestone A new award for Minis and
Hillman Imps will run within the
since the mid-90s – has been retired for a while, and and follow the glen through a series of le$- and
2014 Roger Albert Clark Rally
the Manx Motor Racing Club will be running a new right-hand bends to a sweeping 80º le$-hander Championship to celebrate their
1.45-mile course as the second of the three-leg at the entrance to Glen Helen, climbing to a height half-century in rallying. The Mini
motor sport festival in April. Creg Willey’s, in the of 700$. The finish line will be at the start of the and Imp Cup, open to all models
centre of the island, is part of the TT course in Glen Cronk-y-Voddy straight. of the original Mini and the Imp
plus derivatives, will be contested
Helen, a couple of miles north of Ballacraine, and was // www.manxmotorracing.com
across the seven-event season.
part of the original 1904 Gordon Bennett and 1905 TT // +44 (0)1624 650170 Among the first to commit is Clive
King, leading Mini driver on gravel
in historic stage rallying. First up
is the Red Kite Stages in Wales
on 2 February.
// www.racrallychamp.org

BEST OF SCOTLAND
Next June’s Skyefall Rally of
Scotland is a new ten-day tour of
the Highlands and west coast for
classic and vintage cars,
organised by Bespoke Rallies.
Starting and finishing at
Gleneagles, it offers 1000 miles of
exquisite driving in the Highlands,
the north from Cape Wrath to
Thurso, and the iconic drive down
the west coast from Ullapool to
the Isle of Skye. Golf, distilleries,
fly fishing and fine dining are part
of it too. Accommodation includes
Gleneagles, Drummuir Castle and
Dornoch Castle. Entry before
1 February 2014 costs £7650 for
a two-car crew.
// www.bespokerallies.com

BACK TO THE CLIMB

close second in 2012. In the Standard The Smith Formula 2 car sold for
Sports Cars class, his score of 704 a more realistic £37,855 than its
put him 26 points ahead of his £19-24k estimate at H&H’s first
nearest rival. Clive Hamilton-Gould Chateau Impney sale on 4
December. The Droitwich hotel
(Citroën A Tourer) won the combined
hosted hillclimbs between 1957
Edwardian and Touring Cars category,
P HIL JONE S

and ’67 and the FWB Climax-

chased by James Potter’s Alvis and powered single-seater, the first of
the Austin 7s of William Leith and two built, ran there in 1959 and
Richard Wadman. ’60. It’s eligible for the Invitation
class with the Formula Junior
Among the Modified Sports Cars,
Swansong vintage driving tests David Leigh (Frazer Nash Interceptor)
Historic Racing Association.
// www.formulajunior.com/For
7 December Bicester, Oxfordshire, UK and the Austin 7s of Richard Marsh Sale/FJ_Cars_for_sale
and Cotswold Trial winner Matt
TONY LEES checks the route while the course and, with names such as Johnston drove valiantly against the
conducting the Vauxhall Viper special Alvis Adventure and Riley Retirement, clock but were unable to outdo Paul
one-handed at St George’s Barracks the 12 autotests were more Compton in the Wolseley Aerees
at Arncott in Oxfordshire in the VSCC challenging than ever. Special for class honours.
Winter Driving Tests. These were the A determined drive by Edmund Race medicals for club members
last to be devised by Malcolm Elder Burgess in his 1924 Bugatti Brescia carried out at the event raised £5775
during his 36-year stint as clerk of made him the victor a$er finishing a for charities.

For daily motor sport updates visit www.octane-magazine.com OCTANE FEBRUARY 2014 149
 ChequeredFlag
MOTOR SPORT CHOICE

S T E V E JONE S
Not just for boy racers
The Stock Hatch series is proper, close circuit racing on a minimal budget. Paul Hardiman wants a go…
THE 750 MOTOR CLUB is an institution – if not are awards for the highest placed driver who has not extinguishers, plus rear warning light, all as per the
a national treasure – running 14 separate previously held an MSA car race licence , and one for Blue Book. Allow at least £1500 for this. Groombridge
championships in the UK. Of these, stock hatch – or, the best-prepared car. says a complete good car can be bought for
to give it its full title, DemonTweeks/Yokohama As Groombridge admits: ‘The Saxo was the last of £4500-5000, which is cheaper than building afresh,
Stock Hatch – is one of the cheapest ways into the breed really, a biggish two-valve engine in a and adds: ‘There are so many out there that people
circuit racing and, given that the cars are so evenly lightish body, so it became the de facto car of choice.’ aren’t building new ones.’
matched, the racing cannot be anything but tightly But as the Saxo ages, the emerging replacement is The provisional calendar for 2014 includes:
packed. As the 750MC’s series co-ordinator Giles looking like the Citroën C2 VTS. Brands Hatch, 26-27 April
Groombridge says: ‘It’s close racing, so you need a Whatever your choice of weapon, there are a Snetterton 200, 26 May
ready supply of headlights…’ few basic but all-encompassing rules. No engine Castle Combe, 14 June
Begun in 1997, the series is for hatchbacks that modifications are allowed, though you are allowed to Silverstone International, 23-24 August
were available for sale in the UK a(er 1 January overbore by up to 0.5mm. Other than that, Cadwell Park, 6-7 September
1992, with multi-valve engines up to 1400cc or up to blueprinting is your lot, and engines must be drilled Donington GP, 4-5 October
1600cc with two valves per cylinder. In practice it for lockwiring. The transmission must use the Registration fee is £120, and membership of the
provides a proper place off the road for those small standard gearbox, and ratios and final drive for the 750MC for 12 months costs £20.
front-drivers favoured by your friendly local model must be used. No limited-slip differential or The results do make it look like a Citroën Saxo
‘hoonigans’. There is a minimum weight including similar is permitted, and neither is traction control. one-make series, but that’s evolving as new models
driver (910kg for a Citroën Saxo VTR, 840kg for a Only standard-configuration suspension is come along. The previous front runners, Ford Fiestas
Ford Fiesta 1.4Si, for example) and the winning cars allowed, with unchanged pick-up points, no spherical and Peugeot 205s, now have their own home in
are ballasted a(er each round: 20kg for first place, joints, only single-adjustable dampers and standard Classic Stock Hatch, started in 2011, for which cars
10kg for second and 5kg for third. anti-roll bars, though springs may be stiffer and can be bought for as little as £2500.
As it implies on the tin, modifications are limited shorter, subject to a minimum ground clearance of Riding on the back of Stock Hatch is the new Clio
to keep costs down, and most of the 14 rounds for 75mm. Saxos can have have their power steering 182 Series that will have its own races for 2014,
2014 are double-headers to reduce travelling costs racks changed for an unpowered alternative. You can having had a ‘so( launch’ in 2013. Based on the
– only the best 12 results count. Last year’s winner chuck away the heater, but the windows must roadgoing 182 Cup car, this follows the same
was Tom Bell driving a Citroën Saxo VTR; in fact, remain windable. principles as Stock Hatch, and cars can be built for
these pocket rockets filled the entire 37-car finishers’ Brake friction material is free, but you must retain £5000-6000, including donor. Groombridge says:
board, apart from three of their clone the Peugeot standard discs and drums with no cross-drilling or ‘We are expecting at least 20 cars to make the
106 in 21st, 22nd and 31st place, and Paul Carter’s grooving, and no ABS unless standard. Control tyre starting grid at the first round in 2014.’
lone Vauxhall Corsa in 33rd. There is also a sizable is the Yokohama AO48R, on standard-for-model rim So what are we all waiting for?
section in the regulations devoted to the Saxo’s four- sizes, and front-runners will use a few sets in a
cylinder engine… season, at about £400 for four. Of course, you must // 750 Motor Club www.750mc.co.uk
As well as trophies for the top six placings, there add a rollcage, race seat, electrical cut-off and fire // Motor Sports Association www.msauk.org

150 FEBRUARY 2014 OCTANE For daily motor sport updates visit www.octane-magazine.com
 1958 Aston Martin DB2/4 MkIII - Estimate (£): 150,000 - 170,000
Sold for (£): 220,800 at The NEC Classic Motorshow sale November 2013

Race Retro & Classic Car Sale

22nd & 23rd February 2014
Stoneleigh Park
Warwickshire

Quality Consignments Invited

CLASSIC CARS >> SPORTS CARS >> COLLECTOR CARS >> MOTORBIKES >> AUTOMOBILIA >> LIFESTYLE

www.silverstoneauctions.com
www.silverstoneauctions.com +44 (0)1926 691141
 ROUND THE BEND

Druids
MARK HALES ON GETTING IT RIGHT THROUGH A CORNER THAT’S EASY TO GET WRONG

Clay Hill
Knickerbrook
Druids

Hill Top

Foulstons Lakeside Dentons

Deer Leap
Island Bend
The
Avenue
Lodge
Old Hall
Shell Oils Corner

OULTON PARK nestles in leafy countryside near

Tarporley in Cheshire, in the former grounds of
stately Oulton Hall. The hall burned down in 1926
but enough of its grandeur remains in the setting to
lend the track a unique ambience. In 1947, the Mid-
Cheshire Car Club began building a track on service
roads laid during the war, making an initial 1.5-mile And there is the challenge of the corner itself. As the 1990s. I could avoid the previous Druids gotchas
circuit, most of which remains as today’s shortest you roar down the slope from the summit of Clay and emerge with the car just about straight, my foot
option. On 3 October 1953, the club’s efforts were Hill, most of Druids’ 90 degrees and its two clipping already well in and an excess of horsepower from the
rewarded with a crowd of 40,000 for the first public points is hidden by the trees and the rise and fall of Rover V8 setting about a pair of 16in Dunlop crossply
meeting, an event that catered for cars and bikes. the road. Only when you have tried to brake too late slicks. The nose would li$ over the rise, then the tail,
International racing arrived soon a$erwards and and slithered wide a couple of times do you really just as the camber fell. The rears spun-up and the car
throughout the late 1950s and ’60s Oulton’s Gold take note of the camber, which falls away to the le$ instantly swung tail le$, nose right. It was easy
Cup regularly attracted the best F1 teams and in the first half, where the road is dirty and dusty enough to catch but it would hop me le$ and rattle the
drivers. Stirling Moss won the cup five times, the because the good guys know not to go there. wheels on the kerb which meant that, to stop the car
first in 1954 with a Maserati 250F delivered that Only if you force yourself to look right as you going any wider, I had to li$ off the gas. Anybody
morning from the factory, the last in 1961 in the approach that first part do you see how much the behind who didn’t then had a good run into Lodge.
four-wheel-drive Ferguson – the car’s only victory. road rises and falls in the second. If you look le$, Not much of this bothers youngsters in Formula 3
By 1970, Formula 1 cars were deemed too fast for which you only do when you’re touring round, you’ll cars, or older people in Radicals. They might just
the track, although there were non-championship see the barriers which, these days, are separated by knock it down one from top, maybe a slight li$,
races for a couple of years, and then Formula 5000s a gravel trap. I remember a Porsche Cup race where maybe not. Depends on the day and the freshness of
assumed the top spot. The natural contours of a some unfortunate in a 928 got it wrong and hit them the slicks, but Druids apparently unravels in front of
picturesque park among the trees are still a major hard enough to lay the Armco flat. He went so far them while they make one calm steering input. For
ingredient in Oulton’s special status; these and the into the woods that the rescue crews couldn’t find those of us on treaded tyres, it goes like this…
vast emerald sward of an unspoilt infield. him at first and then the meeting was delayed by Don’t try to brake too late down the hill but keep
Our subject is Druids, the double-apex right that several hours while the maintenance crews the car in balance and aim to miss the first apex by
winds through the forest on the track’s northern struggled to replace the wooden posts. about half a car’s width. Drive it towards the second
edge. It’s fast and the barriers are close, and so are There’s a final challenge in store, even if you get but don’t be too eager – you want to be straight as
the trees that almost overhang the track on the way the first bit right. The camber drops away quite you ride the hump beyond. The road continues to
down from Clay Hill, shading the road until the sharply towards the kerb on the le$ as you exit, just tighten, so don’t go for the clip too soon. Now,
a$ernoon and leaving the dew clinging to the where the road slopes down from the rise. It doesn’t straighten the steering to run straight across the top
dimples in the tarmac. More than once I have sat in trouble modern single-seaters with an excess of with a car’s width to the le$. The road will turn a bit
the truck unable to explain to mechanics with folded grip but it certainly rattled the TVR Tuscans I drove in more and you should exit still on it, just far enough
arms and serious expressions why I was some from the kerb. Which all sounds so easy sitting here.
three seconds a lap slower than the last time. It was IN ASSOCI ATION W ITH If it was on a flat piece of road, or surrounded by a lot
a so-subtle difference and difficult to pick out of run-off, it might be easy sitting there too.
because it applied only to that part of the track.
I later learnt that the time would come along MARK HALES
with the a$ernoon sun but if we changed the car it Octane’s resident test driver is also a track instructor,
wouldn’t, thereby reinforcing the belief that we – or The private bank for historic motor racing and regularly races famous historic cars, including
I – had got something wrong. W W W. E F G I N T E R N A T I O N A L .C O M Nick Mason’s Ferrari 250GTO.

152 FEBRUARY 2014 OCTANE For daily motor sport updates visit www.octane-magazine.com
Tradition, tailored for your lifestyle.
Take a journey and discover our Land Rover creative heritage. Work with the Icon team to form

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[email protected]
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THE MARKET
BUYING // SELLING // OWNING

TOP 10 PRICES
NOVEMBER 2013
£8,851,000
$14,300,000
1964 FERRARI 250LM
RM/Sotheby’s, New York, USA. 21 November

£4,425,500
$7,150,000
1938 TALBOT
LAGO T150
C SS
TEARDROP CABRIOLET
RM/Sotheby’s, New York, USA. 21 November

£4,357,500
$7,040,000
1959 FERRARI 250GT SWB
COMPETITION BERLINETTA SPECIALE
RM/Sotheby’s, New York, USA. 21 November

£2,757,500
$4,455,000
1955 MASERATI A6G/2000 SPIDER
RM/Sotheby’s, New York, USA. 21 November

£1,498,000
$2,420,000
1933 ROLLS
ROYCE PHANTOM II
CONTINENTAL SPORTS COUPÉ
RM/Sotheby’s, New York, USA. 21 November

£1,498,000
$2,420,000

Ecurie Ecosse cars make £8m

1955 FERRARI 250 EUROPA GT COUPÉ
RM/Sotheby’s, New York, USA. 21 November

£1,498,000
$2,420,000
1936 DELAHAYE TYPE 135
World-renowned Skipworth collection is sold by Bonhams – and sparks a ferocious bidding war COMPETITION COURT
TEARDROP COUPÉ
DICK SKIPWORTH surely suffered a £61,980, while the Cooper-Climax came up, the American waded into an RM/Sotheby’s, New York, USA. 21 November
few sleepless nights as he considered Monaco and Tojeiro-Buick raised exhausting bidding war that dragged
parting with his well-known collection £219,900 and £214,300 respectively. on for longer than it took Brooks to sell £1,430,000
$2,310,000
2011 BUGATTI VEYRON 16.4
of Ecurie Ecosse team cars, and when The XK120 set a new record for the the ex-Fangio W196 earlier in the year. GRAND SPORT BLEU NUIT
the eight vehicles were finally offered model at £707,100, but things really He eventually completed his off-the- RM/Sotheby’s, New York, USA. 21 November
for sale by Bonhams on 1 December, warmed up when the C- and D-type shelf racing team at a cost of
the process of auctioning off the most Jaguars sold for £2,913,500 and £1,793,500, paying more than four
£1,430,000
$2,310,000
1956 ASTON MARTIN DB2/4 MII
famous of them was fittingly torturous. £2,577,500 – both to the same US times the truck’s original high estimate. ‘SUPERSONIC’ BY GHIA
At Bonhams’ newly refurbished HQ phone bidder… All told, the collection raised over RM/Sotheby’s, New York, USA. 21 November
in London, Robert Brooks sold the You don’t buy a pair of team cars £8 million, and in a charming twist it
seven blue-and-white-liveried racing and then pass up the opportunity to emerged that Dick’s sons had bought
£1,259,500
$2,035,000
1961 FERRARI 250GT CABRIOLET
cars without incident. The 1959 Tojeiro acquire the matching transporter, the Sprite. We doubt he is losing any SERIES II
Jaguar made £382,300 and the Sprite so when Dick’s 1959 Commer truck sleep second-guessing himself now. RM/Sotheby’s, New York, USA. 21 November

THE PRANCING HORSE is in no mood to be Ferraris ran as a herd through November,

reined in. The HAGI F dropped back by 6.56% with most index constituents matching each
The HAGI Ferrari index in September and by 8.12% in October, but other for pace-setting form, although some
260 Ferrari set off at a gallop through November, higher-volume production models of the
240 gaining 13.37% to head the field of collectible 1960s and 1970s showed a little less urge.
220
thoroughbreds. A benchmark price for a 250GTO in a private
With an index level of 229.76 the HAGI F transaction that came to worldwide attention
200
is once again leading all other HAGI indices. certainly contributed to the confidence in
180 Moreover, at the 11-month marker, YTD Ferrari, and to the marque’s parade-ring
160 growth for 2013 has stampeded to 50.39%. profile. Both of these things have helped to
140 Yet for all that snorting and straining at the attract the interest of new collectors who
120
bit, the HAGI F has yet to catch up with its are engaging at all levels of the collectible
August peak, when the index nosed 236.07. Ferrari sector, as has the fact that the YTD
100
In Ferrari market terms that may be of the HAGI F is running at more than twice
30/11/2010

31/01/2011

31/03/2011

31/05/2011

31/07/2011

30/09/2011

30/11/2011

31/01/2012

31/03/2012

31/05/2012

31/07/2012

30/09/2012

30/11/2012

31/01/2013

31/03/2013

31/05/2013

31/07/2013

30/09/2013

30/11/2013

regarded as moderation, but once again the rate of the S&P Global 1200.
the marque has demonstrated that for Will blinkers be required in 2014 to keep
MONTH/YEAR
Vertical axis is based on a benchmark of 100 set at 31 December 2008.
punters and riders no other mount offers Ferrari on course? For more information, see
The HAGI Ferrari index charts the prices of key collectable Ferraris. as much excitement. www.historicautogroup.com. Dave Selby

F O R D A I LY M A R K E T N E W S U P D AT E S V I S I T W W W. O C TA N E
M A G A Z I N E . C O M OCTANE FEBRUARY 2014 155
MARKET // PRE V I E WS COMPILED BY CHR IS BIETZ K

TZ is something of a teaser
Artcurial, Paris, France 7-8 February

A FLICK through the catalogue for Artcurial’s place before Saturday’s Alfa-only event, when At one point an owner also saw fit to spoil its
February sale suggests that some of the most some 60 cars will go under the hammer. Almost beautiful lines by installing a pair of less than
exciting cars at Rétromobile will be found not two-thirds of those come from a single collection, subtle air scoops at the rear. There really is no
on the exhibitor stands, but in the auction room. one that includes an example of virtually every accounting for taste. Happily, its current Italian
Headline lots include the remarkable Ferrari significant post-war Alfa Romeo. custodian has been kinder to it, and 7500042
166MM featured on pages 92-100, a beautiful The humblest of them is a 1961 Ondine, set to will be offered in concours condition, with its
1954 Pegaso Roadster and a 100mph 1931 make €10,000-12,000, and the most outrageous aluminium body restored to its original state.
Bentley 8 Litre Sportsman Coupé, all of which perhaps the grunty 1750 GTAm Corsa, valued at Like all TZs, it is sure to be as much of a joy
should have their fair share of suitors. €320,000-350,000, but the real showstopper is to drive as it is to behold. As journalist Henry
Even a cursory glance at the long consignment the car pictured below – a superb TZ1. Manney observed in period: ‘This is such a good
list will reveal something else, though: for all the Chassis AR 7500042 le+ the factory on GT car.… Those who want to have bags of fun
undoubted loveliness of the aforementioned cars, 11 March 1965 and was sold only days later to and race successfully couldn’t do much better.’
this auction is going to be dominated by one a Parisian importer. Though most right- Bear that endorsement in mind when bidding
marque and one marque alone. Recovering thinking folk would agree that red is the only gets underway; the top estimate of €1,000,000
Alfaholics, prepare to fall off the wagon… proper colour for a TZ, the car was originally is ambitious, but it wouldn’t be a surprise to see
On Friday 7 February, a handful of Alfa Romeos painted white, and later in its life suffered the this little gem make a big mark at Rétromobile.
will be offered in the ‘main’ sale – which takes ignominy of being refinished in canary yellow. // www.artcurial.com

O N E T O WAT C H
ALSO LOOK OUT FOR…

1989 Ferrari Testarossa This tweed jacket disobeyed orders,

which is no less than you’d expect
Coys, Birmingham, UK 11 January of an artefact belonging to Steve
McQueen, who wore it in the 1968
AN UNDERAPPRECIATED senior-league Ferrari supercar is a while handling, power, driveability and smoothness were all blockbuster Bullitt. It’s also faster
rare thing. However, in Ferrari terms you certainly couldn’t call the enhanced, even if its outright pace didn’t quite match that of than it looks, for although the director
Testarossa rare, with more than 7000 built from 1984 to 1992, and its more compact predecessor. But none of that matters in requested maximum speeds of 75-
that must surely be one reason it seems so undervalued. the market, which values the perceived purity and relative 80mph, the jacket exceeded 110mph
Following on from the 512BB, the next-generation flagship model exclusivity of the 512BB, which totalled less than 2000 units. in chase sequences. It is expected to
raised the stakes – and strakes – with its aggressive Pininfarina The car coming up at Coys is le+-hand drive and is liveried in make $300,000-500,000 when it is
styling. At its heart was the same mid-mounted 5.0-litre flat-12, no-quibble red, with black interior. With 50,000km, it is reported sold by Bonhams in Scottsdale on
to be in good overall condition and, enticingly, it’s pitched towards 16 January,
the lower end of the auction market at £40,000-50,000; average and some of
512BBs o+en fetch more than twice that amount. the proceeds
On its merits the Testarossa must be a model that’s ripe for a will benefit the
resurgence. What’s more, while its smash-and-grab styling was Boys Republic
out of favour in the gentler, post-crash 1990s, these days the model of Chino Hills,
is gaining an a+erglow as a period piece that actually appears quite CA, continuing
muted alongside today’s supercars. While fleet numbers reduce the McQueen’s
appeal to those for whom exclusivity is a mantra, the Testarossa’s legacy of
day has to come. We’ll see if that time is now when it goes under philanthropy.
the hammer on 11 January… Dave Selby

156 FEBRUARY 2014 OCTANE F O R D A I LY M A R K E T N E W S U P D AT E S V I S I T W W W. O C TA N E  M A G A Z I N E . C O M

 Auction
calendar

9 January
Bonhams Las Vegas, USA
9-10 January
Mecum Las Vegas, USA
11 January
Coys Birmingham, UK
12-19 January
Barrett-Jackson Scottsdale, USA
15-19 January
Russo & Steele Scottsdale, USA
16 January

A L I S ON L A NGL E Y
Bonhams Scottsdale, USA
16-17 January
RM Phoenix, USA
17-18 January
Gooding & Co Scottsdale, USA
17-26 January

Identity crisis resolved

Mecum Kissimmee, USA
18 January
Coys Maastricht, The Netherlands

RM Auctions, Phoenix, USA 16-17 January 24-25 January

Auctions America Auburn, USA

EVEN THE experts get it wrong sometimes – just ask Rippon Brothers, of exotic Huddersfield, West Yorkshire. 25 January
Anglia Car Auctions
Michael Fish – and so it was that this 1935 Hispano-Suiza Beneath the soberly handsome body, the mechanicals King’s Lynn, UK
J12 Cabriolet de Ville came to be falsely attributed to famed are deadly serious, too, with the huge 9.4-litre V12 making 5 February
French coachbuilder Saoutchik. 220bhp – enough to propel the heavy car to 100mph, RM Paris, France
The man behind the myth was Johnnie Green, author of albeit at the expense of half the world’s oil reserves. 6 February
The Legendary Hispano-Suiza, whose otherwise reliable Conceived by Marc Birkigt (the man who put the ‘Suiza’ Bonhams Paris, France
work meant that for many years few people questioned into Hispano-Suiza), the engine is a true masterpiece, and 7-8 February
the origin of the imposing body fitted to chassis 321099 has recently been overhauled by US specialist Chris Artcurial Paris, France
– despite the fact that its design is notably restrained Charlton, who even managed to source new old-stock 17 February
Shannons Melbourne, Australia
compared with the majority of Saoutchik’s creations. Scintilla magnetos and caps to replace the incorrect Lucas
When the J12 last changed hands back in 2011, the distributors. The Hispano fires as formidably as it would 21-22 February
Leake Auctions
bodywork was still incorrectly attributed, but those have done 80 years ago, when fans included discerning Oklahoma City, USA
with niggling doubts about the history of the car were types such as the Shah of Persia; and, with the car’s true 22-23 February
recently vindicated by the discovery of a letter, written in identity now confirmed, RM’s estimate of $1,000,000- Silverstone Auctions
1976 by a previous owner, that indicates that the styling 1,300,000 seems fair to us. Stoneleigh Park, UK
is in fact the work one of the UK’s finest coachbuilders: // www.rmauctions.com 25 February
Barons Esher, UK
26 February
H&H Buxton, UK
FRENCH FANCY LET’S DO THE TIME WARP THE LITTLE THINGS IN LIFE 1 March
Bonhams, Paris, France Mecum, Kissimmee, USA Mecum, Kissimmee, USA Richard Edmonds
6 February 17-26 January 17-26 January Castle Combe, UK
It just wouldn’t be right to hold an auction in If you were to invent a time machine and head Originally (and predictably) criticised in the 3 March
Paris without consigning a few French oddities, back to a 1930 Ford showroom, you might USA for its lack of power, its performance in Shannons Sydney, Australia
and Bonhams has outdone itself with this one. still not find a Model A as original and fresh crash testing and its potentially dangerous 5 March
Utterly unreliable but revolutionary in design, as this Deluxe, set to be sold by Mecum at its suicide doors, the tiny Subaru 360 now has Brightwells Leominster, UK
the MGC featured a one-piece cast aluminium gigantic, ten-day Kissimmee event in January. something of a cult following across the pond 7 March
frame and tank that was amazingly light but Completely unrestored, it has done a scarcely – and deservedly so. For all its shortcomings, Gooding & Co Amelia Island, USA
disastrously prone to failure, meaning that this believable 771 miles in the past 84 years, and The ‘Ladybug’ was always delightful in its own 8 March
1930 350cc Type N3 is a rare survivor. It needs may sell for as little as $20,000 – which is lo-fi way, and pint-sized fun could be yours for RM Amelia Island, USA
work, unsurprisingly, but at €15,000-25,000 it significantly less than the cost of a time the pint-sized price of $12,000-18,000 when
8 March
is well priced, with bags of weird Gallic charm. machine, by our reckoning. this fine 1969 example is auctioned by Mecum. Historics at Brooklands
// www.bonhams.com // www.mecum.com // www.mecum.com Weybridge, UK
8 March
Bonhams Oxford, UK

GO ONLINE!
www.octane -magazine.com
FOR MORE INFORMATION
ON THESE SALES, CHECK
OCTANE’S WEBSITE

F O R D A I LY M A R K E T N E W S U P D AT E S V I S I T W W W. O C TA N E  M A G A Z I N E . C O M OCTANE FEBRUARY 2014 157

MARKET // REP OR T S

INSIDER

Uk aND EUROpE cOMMENT European

Simon de Burton on why highlights

curators are the power brokers BONhaMS, OxfORD, Uk

9 DEcEMBER

T
hE DIck SkIpwORTh Ecurie Ecosse On 27 November, for example, Brightwells $elded a
collection undoubtedly stole the show at mixed bag of motors that ranged from a 1921 Vauxhall
the $rst car sale to be held in the swish 30-98 E Type, which failed to $nd a buyer despite its
new Bonhams Bond Street saleroom, but (reasonable) £135,000 low estimate, to a ra( of
what struck me most about this auction restorations suitable only for lion-hearted ‘winter
– other than the fact that it grossed an project’ lovers.
eye-watering £16.8 million – was the fact that it had I refer in particular to a 1962 Lancia Flavia Vignale When it looked as though the market
been so cleverly, thoughtfully and intelligently curated. convertible that had been dragged from long-term for F1 memorabilia had cooled, this
Bonhams sale saw a stonking
As anyone who follows the collecting game on a storage in a shipping container (£1600); a well-rotted
£72,000 paid for the Arai helmet
broader scale will know, ‘curators’ have become the new Bentley MkVI with unique bodywork by the French worn by Sebastian Vettel during this
superstars of the art world, to the point where they are coachbuilder Carrosserie Franay (£5000); and another year’s German GP – seven times
sometimes deemed more important than the artists Vignale-bodied Italian in the form of a 1971 Fiat 125S more than the high estimate.
whose work they have so de(ly assembled. In fact, many Samantha coupé – a real rarity that changed hands for a Proceeds will go to the spinal cord
injury research charity Wings for
people think curators have become a bit more visible mere £1200, complete with a spare rolling chassis. Life. The Bell helmet worn by James
than perhaps they should be. The star turn at the Historics at Brooklands sale a few Hunt throughout his victorious 1976
The Bonhams sale, however, was an example of days later, meanwhile, was a 1989 ‘tribute’ to the Michael season, meanwhile, fetched £37,500.
curating at its best. The Skipworth cars undoubtedly Keaton Batmobile – a street-legal interpretation of the
cOyS, lONDON, Uk
provided a good foundation for the event, but the skill turbine-engined machine that appeared in the 1989 3 DEcEMBER
with which Jamie Knight and his version of the $lm. Powered by a
team built on that was impressive. ‘With the Queen on 3.2-litre Jaguar engine but sporting
Look through the catalogue and you’ll the bonnet, Winston useful gadgets such as a &ame
soon see why. thrower and a smoke di#user, the
There were only 34 lots up for Churchill on the boot car drew £72,800.
grabs but they were, almost without and Lord Nelson on The madness continued
exception, exactly the sort to get a elsewhere in the sale with a Ford
high-end collector bidding. From the
a rear pillar, it has Escort Mexico Mk1 that replicated
long-term-ownership DB6 Vantage to be worth more the Status Quo-sponsored car Remember those table mats
that kicked-o# proceedings (sold for a than £14,000’ driven by ’70s racer Ray Vale. Built
by Vale’s son, Dean, the car was
produced by the Beaulieu motor
museum? Then you’ll recognise
50%-above-estimate £180,700) to the this 1905 Mercedes Simplex
nicely presented SS100 that followed (£225,500) and on signed on the roof by all four original ’Quo members and Phaeton. Not the actual car on the
to the $rst DB4GT produced in right-hand-drive form bedecked with musical notes and the name of the band mats, but virtually identical and in
(£1.5 million), there was barely a car in this sale that you writ large. Aside from that it was actually superbly put even better condition, having been
wouldn’t want to own. together, race-ready – and extremely cheap at £9240. restored for Californian collector
Arturo Keller. A genuine
It was an interesting sale, too, because it wasn’t all There was more ‘interesting’ livery to be seen on a automotive landmark, it seemed
about the ‘obvious’ classics. Photographer Jonathan 1990 Bentley Mulsanne S dubbed the ‘Empire Car’, decidedly good value at £718,600.
Root’s stunningly original De Tomasa Mangusta – covered in remarkable murals superbly executed by top
complete with ‘Geese’ registration number – deserved to artist Paul Karslake. With Queen Elizabeth on the bonnet, hISTORIcS, BROOklaNDS, Uk
30 NOvEMBER
make the way-above-estimate sum of £203,100 and Winston Churchill on the boot and Lord Nelson on one of
has, no doubt, raised awareness of what is a relatively the rear pillars, it was a rolling history book that has to
under-appreciated model, while the ex-Ringo Starr Facel be worth more than the £14,000 it changed hands for
Vega II was surely one of the best examples of this still (look for it being re-o#ered at ten times that).
radical-looking coupé ever to come to market. Over at the Coys ‘True Greats’ sale in central London,
Even the humblest lot in the sale, a 1991 Mini-Cooper, meanwhile, many a Bentley lover’s dream Christmas
had the distinction of originally belonging to the present came up for grabs in the form of a 1929 Bentley
legendary race team patron John Coombs, while the 4½ Litre supercharged that was said to have been built
race-ready Benetton Formula 1 car wasn’t just ‘any as a replica of an original ‘blower’ as much as 60 years If you’re looking for a true
old’ Benetton, but the actual one in which Michael ago. Impressively authentic, even down to having the ‘gentleman’s express’ but nd the
Schumacher scored four race wins during his victorious two-seater, bobtail body from a factory car, it seemed prices of Astons and front-engined
Ferraris a little rich for your taste,
1994 season. good value at £640,200 – as did (in the current market) perhaps it’s time to consider
Unfortunately, such ‘well curated’ o#erings are out a 1972 Dino 246GT with fewer than 26,000 miles on the Jensen’s fabulous 541? This
of the league of many enthusiasts – but the pre- clock. Originally owned by Herman’s Hermits star Peter example sold by Historics was in
Christmas UK sale season o#ered plenty of other Noone – and $nished in a suitably ’70s shade of purple – superb condition and showing a
options for classic car self-gi(ing. it was hammered down for £192,200. low mileage (64,100) yet it fetched
just £41,440 – surprisingly little,
considering the fact that it was to
ultimate ‘R’ specication and was
SIMON DE BURTON has his $nger on the pulse of the auctions and sales rooms, thought to have been one of just
having been Octane’s founding market editor for $ve years. ve truly original 541s surviving.

158 february 2014 OCTANE F O R D A I Ly M A R K E T N E W S U P D AT E S V I S I T w w w. O c Ta N E - M a g a z I N E . c O M

MARKET // REP OR T S

INSIDER

Us CommENt Kinney’s top

Dave Kinney on year-end sales three US cars
and the power of television rm AUCtIoNs/sothEbY’s,
NEw YorK. 21 NoVEmbEr

L
AtE NoVEmbEr’s RM and Sotheby’s The Dallas Market Hall shares little in common with
‘Art of the Automobile’ sale in New York the Sotheby’s showroom, but had you le) New York City
City became much more than an auction: and gone to Texas for the weekend you would have
it really did leap the sales barrier to found a varied selection of automobiles that I think we
become a social and art event as well. can describe as more wallet-friendly. Leake Auction
A 91% sell-through rate brought in Company, based in Tulsa, Oklahoma, is a large regional
$62,450,000 and raised the bar signi%cantly in displays seller with a very well established market presence in The very best of venues and
and o$erings, not to mention venues and guest lists. The the Southwest. Its average selling price was just a among the best of cars: this 1954
Pegaso Z-102 Series II Berlinetta
34 cars in the sale ran the A-to-Z gamut of o$erings but, fraction of what was achieved in New York City. Yet sold for $797,500, just scratching
rather than being a cohesive collection, it was at the very Leake still held a quite successful 635-car o$ering with at the surface of its low estimate.
least an extremely eclectic one. a 63% sell-through rate, for a total of $9½ million. In my opinion, if the world were a
Many of the pre-sale estimates both looked and Although the auction was %lled with veteran, vintage, bit fairer Pegasos would bring
turned out to be rather optimistic when the hammer fell. classic and collector vehicles, top seller was a 2006 much bigger money, but those
with the chequebooks make the
A gentle reminder is in order here, as estimates are just Ford GT. In Tungsten Grey with black leather interior, rules. The most interesting
that. We have seen them everywhere from dead-on the one-owner Ford hammered out at $217,800. A Spanish holiday you could possibly
accurate to incredibly low, all the way up to and including Mercedes-Benz 190SL Roadster in black with red leather have without alcohol.
a multiple of the vehicle’s real retail value. brought $79,750, which seems to be the new bottom line
mECUm AUCtIoNs, ANAhEIm
Sotheby’s showroom in Manhattan was transformed for good cars, while the best ones have easily been 21-23 NoVEmbEr
into a museum-like display for exceeding twice this amount.
the cars. The round-table expert ‘With an average sale Mecum continues its march
symposium that RM and Sotheby’s
held prior to the sale was perhaps
price of just over through the mid-priced auction
market at a brisk pace. The company
the best attended of similar events. $2,000,000, they manages to hold large events in
For a city not in love with automobiles, would have had to convention centres and event halls
New York certainly makes an while churning out big numbers
exception when they cross over into
sell 52½ cars to bring when the weekend is done. Such
the world of art. In this same month in the same money was the case recently in Anaheim, Said to have been parked by the
original owner in 1987 and
and in this same showroom, Andy
Warhol’s 1963 artwork Silver Car
as a single Warhol’ California, that part of the Los
Angeles/Orange County area best
untouched since, this 1966
Sunbeam Tiger looks as though it
Crash (double disaster) sold for $105,400,000. Put known for Disneyland. With over $15 million in total would be pretty easy to put back
another way, with an average sale price at this auction of sales, it’s easy to see this was no Mickey Mouse event. on the road unless hidden major
just over $2,000,000, they would have had to sell 52½ The two top sellers were a 2006 and a 2005 Ford GT, obstacles arise. It made a great
buy as a one-owner West Coast
cars to bring in the same money as a single Warhol. which both brought $226,800. Of the 812 cars on o$er,
Tiger at $30,240. As the wizened
Top seller of the event was a 1964 Ferrari 250LM that 412 found a new home; again the emphasis was on collector will tell you, as goes the
%nished %rst in class at the 1968 24 Hours of Daytona. American muscle and collector cars. Cobra market, thus the Tiger
At $14,300,000, including fees, chassis 6107 is now the Television continues to in'uence the collector-car market will follow – but usually for
most expensive 250LM on the planet and, if the market market in the United States and, of course, we are pennies to the pound.
keeps going the way it’s been heading, expect that to dealing with the powers and egos that run auction
LEAKE AUCtIoNs, DALLAs
change the next time a 250LM goes under the hammer. companies, so you can expect that there are plenty of 20-22 NoVEmbEr
The only car that sold under the $200,000 mark was a mid-level executives who are plotting ways to outgun
1960 FMR Tg500 Tiger microcar, itself a continuation their competitors. The latest news, just announced, is
from the Messerschmitt. It brought $137,500 against a that Mecum will be leaving the Velocity Network and
guide estimate of $150,000-$225,000. heading for NBC Sports, Esquire TV and, at least for a
Other German cars from the era did substantially one-hour wrap-up show on NBC, the full network, for its
better, with a 1960 300SL Roadster bringing $1,650,000, Kissimmee auction in January. This is actually bigger
a ’55 300SL Gullwing hammering at $1,265,000, and a news than you might expect, as live-action auction
1958 BMW 507 changing hands at $1,650,000 – a price television continues to grow in popularity.
that we should note is probably best described as only It wasn’t that long ago that a tent seemed as if it was What’s the most amazing thing
about $1,000,000 more than it might have been an extravagant cost at a collector-car auction. We are here? It’s either the fact that you
estimated to sell for as little as four or %ve years ago. All only now a few days away from an auction wrap-up can still buy this ’80s pocket-
rocket for so little money or that
in all it seems to be a fantastic time to be fabulously being viewed by millions on a main network channel. this particular 1983 Mazda RX-7
wealthy, as your automotive toys just could be the That about sums-up the type of growth that has been – in dark grey with red leather
fastest appreciating part of your assets. going on in the collector auction market. interior – retains its original stereo
and graphic equaliser. It would
have been a good buy even if it had
an automatic gearbox but, as this
DAVE KINNEY is an auction analyst, an expert on the US classic car auction scene, one has the DIY shi, it’s a great
and publishes the USA’s classic market bible, the Cars That Matter price guide. buy at $2600.

160 february 2014 OCTANE F O R D A I LY M A R K E T N E W S U P D AT E S V I S I T w w w. o C tA N E - m A g A z I N E . C o m

MARKET // DEA L E R N E W S

MARKET INSIDER

Andrew Bain
Bains Classic Motor House,
Waikuku Beach, New Zealand

MY FAMILY has been buying and

selling classic cars since the 1980s,
but our showroom in Christchurch
was flattened by the earthquakes
in 2011. A year later I opened
Bains Classic Motor House, in
a (reinforced!) mill building at
Waikuku Beach and I’m happy to
report that things are going well.
In fact, the market is really

Knobbly opportunity knocks

starting to pick up: when I look back
at the cars I have sold in the past
year, I’m amazed at how many have
jumped in value. About 13 months An exceptionally rare ‘Centenary’ Lister Knobbly is up for sale – and it could just be a rare bargain…
ago I sold a ’65 Porsche 911 for NZ
$60,000; the buyer did well there!
I have a bit of a so# spot for Considering the excitement over the news that Lister will in fantastic condition – ‘a no-stories’ Lister, as Roy puts it.
Rolls-Royce Silver Clouds, and soon start making a ‘continuation’ Knobbly, and given that Until 2011, BHL 146 had had only one owner, and the Jag-
recently sold a 1959 Cloud I for one of just three 1990 ‘Centenary’ cars is reportedly to be engined bruiser has not been monkeyed with at all.
NZ $55,000 and a lovely Kiwi Cloud
II for the same price – huge money
offered for sale at £450,000, Roy Kent could be forgiven If it is bought by someone with designs on racing glory,
for a car like that over here, though for bumping up the price of his own Centenary Knobbly however, a bit of judicious monkeying might not be a bad
British classics of the 1950s and by a few quid. Yet here it is, sitting at his base in deepest idea: though there were plans at one point for a handful
’60s have always had a dedicated Norfolk, asking £350,000. of works-spec Centenary cars, none of the three Knobblys
following in New Zealand. ‘We’d like to think it won’t be with us for too long,’ he that actually le% the factory 23 years ago had a dry sump.
American stuff is becoming more
popular now, particularly in the says. ‘It has FIA papers, so it will obviously be attractive ‘Indeed,’ nods Roy. ‘And with the car priced competitively,
North Island where they have lots to racers, but it is road registered, too, having been kitted hopefully the eventual buyer will have a little cash to spare
of events for US cars, and among out for the 1991 Carrera Panamericana.’ It came through for the conversion.’ Uncommonly reasonable thinking.
a younger group of car enthusiasts that Central American adventure unscathed, and remains // www.oldracingcar.co.uk
– a good sign, since many of the
older clubs seem to be dying out
despite the strength of the market.
I try to ensure that we always RENAULT’S ROLLSRIVAL FOR SALE Though the trajectories of the two marques have been rather
have a fairly eclectic group of different in recent years, there was a time when Renault was
vehicles in stock, and perhaps
a legitimate threat to Rolls-Royce, building some quite
somewhat surprisingly manage
to do so without having to look extraordinary cars for the extraordinarily wealthy. One such
overseas; we seem to have more machine was the Type BH, and France’s answer to the Silver
than our fair share of early Rolls- Ghost remains hugely impressive today, as Gavin McGuire
Royces, Bugattis, Bentleys and can attest. ‘The 1909 example we’re selling has been
Ferraris, and they tend to be
exceptionally well preserved
beautifully restored and it is shockingly quick: with its rebuilt
because the roads here almost six-cylinder, 7.6-litre engine it will do 80mph easily.’ It is being
never see salt. We sometimes offered at £172,500, reflecting the increasing desirability of
have British tourists wander into top-end veteran cars. That’s a lot of money, but the prospect
the showroom and they’re always of booming past confused boy racers in a hundred-year-old
amazed that the cars are rust-free.
Talking of rust-free cars, any day
car is utterly priceless. // www.gavinmcguire.co.uk
now we’re expecting to take delivery
of a spotless Maserati Sebring, an
original RHD car sold new in South S H O W R O O M S TA R
Africa. It will be priced at around NZ
$200,000,and we don’t expect it to
hang around for long. 1987 BMW M1 BY AHG €249,000
It’s interesting to note that while
we and other dealers are doing well, The loony paint job won’t be to everyone’s taste, and the price is steep, but
there are few classic car auctions there is no doubt that this is a serious bit of kit. One of ten continuation cars
in New Zealand; it’s just hard work completed by AHG following the demise of BMW’s M1 racing programme,
getting a roomful of very laid back
it boasts a 350bhp engine, racing clutch, suspension and body kit, and was
Kiwis to part with their cash on the
spur of the moment! described by former AHG president Peter Garteman as ‘the best M1 I have
ever driven’. He would say that, of course, but wouldn’t you jump at the chance
// www.bains.co.nz to find out if it lives up to the hype? // www.beerens.be/classic-division/

162 FEBRUARY 2014 OCTANE

marKet // buy i n g

d av e s e l by ’ s h o t l i t t l e n u m b e r

rolls-royce silver Cloud

This Rolls (and its Bentley counterpart) marked the twilight of the coachbuilt era
for Crewe. Little else has come close as a way of illustrating your social standing Price Points
at launch In 1955 the Standard Steel
about the only way you’ll match a Rolls-Royce and a few other minor details, came in slightly Rolls-Royce Silver Cloud cost £5078; the Bentley
Silver Cloud for pomp is by turning up at your golf cheaper. There’s a treatise on the class system in S1 was ticketed at £4943 in order to preserve
club in a Chie#ain tank chomping a fat cigar and that, with extra marks if you explore the social world order. Coachbuilt versions, such as
wearing a fur-collared Astrakhan coat, and then implications behind the fact that, with the Cloud 2, Mulliner’s Bentley S-Type fastback, cost £7441,
parking atop the club captain’s slot – while his Rolls-Royce production outnumbered the Bentley while Mulliner’s treatment of the Cloud was
Jagwah’s still in it. A slobbering bulldog on the bow companion model for the rst time. £7498. By contrast, Jaguar’s leviathan MkVII
of your Chie#ain would complete the eect. There’s also probably a doctorate in ownership saloon was a bargain £1778, and the Series 62
In 1955 the new Rolls-Royce Silver Cloud and its demographics too. James Cagney owned a Standard Cadillac sedan retailed in the UK for £3863.
Bentley S1 sibling straddled a divide between an old- Steel S2, Gregory Peck an S2 Flying Spur and John
world aristocracy clinging to crumbling stately homes Lennon a Standard Cloud 3, which he daubed in a enD oF the line In 1965, as production
and a new world order of emerging entrepreneurs psychedelic livery. I suppose he could ‘imagine no ended, the Standard Steel V8 Silver Cloud 3 was
such as Berlin airli# tycoon Freddy Laker. It was the possessions’, as the song goes, while wa#ing in £5518, the Bentley S3 £5385, while £2156
last Roller, other than bespoke limousines, to ride on sound-proofed isolation. Must have been a comfort. bought a Jaguar MkX 4.2. The newly arrived
a separate chassis for which the dwindling number of Fact is, these two-ton 17# 6in behemoths are Mercedes-Benz 600 not only exposed the Cloud
coachbuilders could still tailor bespoke bodywork. Yet more driver-oriented than you’d think. For revenge as a dinosaur, but dwarfed it on price at £8926.
it also came ‘ready to wear’, with so-called Standard on black Range Rovers in the outside lane of the
Steel factory coachwork. Notwithstanding its motorway the Cloud 3 is the weapon of choice, with booM anD bust Although not some of the
Dreadnought proportions, Rolls-Royce acknowledged its 117mph top speed and 10.8 seconds for the star performers in the late-80s boom, the best
the new breed of owner who actually preferred to 0-60mph dash; a glint of the cathedral grille one inch Standard Steel Clouds and S-Types were topping
drive as well, yet initially it seemed a grudging from the Range Rover’s rump and a blinding !ash of £40,000, before falling back by 50% in the ’90s.
concession as power steering wasn’t even an option the quad headlamps the nal !ourish.
for the rst two years of production. The Cloud and S-series Bentleys sold more than toDay The rarer Bentley versions now
In 1959, with the Silver Cloud 2, Rolls gave its any Royce-Bentley before, 13,000 in all, in a world command a slight premium, and the most
leviathan the more powerful 6.2-litre V8 engine it had where more people were becoming more equal than capable Cloud 3 and S3 are most prized. 2013
intended all along in place of the ageing six-cylinder others. It’s also a testament to the handsomeness auction prices have run the gamut from £15,200
unit, which had been enlarged to 4.9 litres to heave and bludgeoning grandeur of the Standard Steel for a poorly painted Cloud 3 with a misre to
the giant beyond 100mph. In 1962 the Silver Cloud 3 model, which prompted a nal !ourish of British £40,000 for a highly original 24,500-mile Cloud 2
oered a little more power and improved torque coachbuilding, with some exquisite treatments for and £40,100 for a restored Cloud 1. Currently
from the V8 and was identied externally by quad those who considered o-the-peg too democratic. there’s a Cloud 3 on the market for £89,950 and
headlamps and a lower radiator and bonnetline. These days the Standard Steels represent huge an S3 for £95,000, while most command
Throughout production the Bentley S1, 2 and 3 value compared with the exotic coachbuilt rarities. £30,000-50,000. Rarer coachbuilt closed
companion models, diering only in the radiator grille They’re also far more frugal than a Chie#ain tank. versions fetch three to six times the money.

164 february 2014 OCTANE

 Aston Martin Short Chassis Volante Vantage
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Additional Motorcars Available for Acquisition

Ferrari 330 GTC Porsche Carrera GT Ferrari 275 GTB/4

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Acquisition Consultancy I Sales I Service I Restoration to Perfection I Engine Building I Race Preparation I Rolling Road I Storage
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7HOHSKRQH +44 (0) 1923 287 687 • )D[ +44 (0) 1923 286 274 • (PDLO LQIR#GNHQJFRXN
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 Lister-Jaguar Knobbly BHL147
BHL147 was built by the Lister company as one of their
very collectable “Centenary” cars, of which only four are
known to have been completed. Constructed in 1990, it is
a seriously attractive and highly competitive car, to very
correct 1958 3.8 litre dry sump Knobbly speci¿cation. It
has FIA HTP papers and is eligible for racing at top level
events, including the Sir Stirling Moss Trophy. A well-
known car, it has been maintained in great condition by
CKL Developments and is fully “on the button” and ready
to race in 2014.

£420,000

Jaguar XK150 FHC Race car

This is an excellent on-the-button car, immediately suitable
for races such as the HRDC or Class “C” of the JEC Vredestein
XK Series. It has been fully maintained for racing by CKL
Developments for several years, and is right up to scratch
in current speci¿cation, presentation and performance. The
powerful 3.8 engine has been built by CKL Developments and
is on triple 2 inch SU carburettors. Paint is BRG, with a fresh
suede green interior, roll cage, Corbeau racing seat, Luke
harnesses etc. The car also has FIA “HTP” papers.

£90,000

Jaguar E type “semi-lightweight”

recreation
Created by Zealia of Newmarket in 1992, with an original
identity, as an ideal Fast Road or Track Day car. It has
a matching-number tuned 3.8 dry sump engine, Weber
carbs, 5-speed gearbox, Dunlop wheels, knock-off spinners,
widened rear track, uprated a/r bar, Koni dampers, uprated
brakes, and a 3.31:1 diff. The “Roadster with ¿xed Hard-
Top” body has a steel monocoque with roll hoop and bucket
seats. It has a semi-rigid removable hard top, Àared rear
wings, and competition bonnet. As with all Zealia cars,
these latter items are in high-quality GRP.

£82,000

CKL Developments Ltd – Historic Cars & Racing

Restoration to most original or concours standards | Race preparation
Race support | Car sales & brokerage | Storage & transportation

CKL Developments Ltd tel 01424 870600 fax 01424 870602

Woodcote, Marley Lane Business Park email [email protected]
Battle, East Sussex, TN33 0RE web www.ckldevelopments.co.uk
 ee —s o o—— e at
— a aiŽto 

oŽŽo™ —s o ™itte”
̿— a̼aiŽto

™™™. a e oo. oȀ

— aaiŽto.Co

World-renowned as one of the most well-respected and well-connected specialists

in classic and competition cars, Duncan Hamilton & Co is delighted to oơer...

1961 Jaguar E-Type 3.8 Coupe £140,000 Jaguar XK140 FHC 1955 £POA
Chassis No. 55 oơ the Ži i Že o” e as
o”i iaŽ ’”o — tio Žie CŽassi ͠
With just 420 miles Completely restored
travelled since the in 2010 and built to
completion of a nut and Appendix ‘K’ Period
bolt restoration, this E spec. BeneƤting from
stunning-looking and its original 3.4 Litre
decidedly desirable engine, up-rated for
E-Type is the closest thing racing – with twin SU
to driving one straight carburettors and its
of the production line at original 4-speed, 3
Brown’s Lane. Ready to ‘Synchro’ Moss JL
be used, following the gearbox. Fully road
pain-staking restoration. legal with MOT, tax
and insurance.
“the 55th to leave the Browns Lane production line – asks no “a period appearance either for racing or the open roads –
more of the next owner than to drive and enjoy it” received its FIA Historic Technical Passport in July 2010”

A small selection of our current cars for sale – browse our complete portfolio at ™™™. — ahaiŽto. o
f you’re looking to invest in your passion or Ƥnd a new home for a signiƤcant motorcar, please get in touch.

For further information please contact Adrian Hamilton at Duncan Hamilton & Co. Ltd. ȁ tel +44(0)1256 765000 ȁ [email protected]
PO Box 222, Hook, Nr Basingstoke, Hampshire RG27 9YZ, England ȁ www.duncanhamilton.com
1972 Ferrari 246GT
Correct Matching Numbers
Air Conditioning

1965 Ferrari 330 GT 2+2 1968 Ferrari 330 GTC

Correct Matching Numbers: Ferrari Classiche Correct Matching Numbers: Ferrari Classiche

1991 Ferrari F40 2001 Ferrari 550 Barchetta Pininfarina

Correct Matching Numbers: Ferrari Classiche Ex. Concours winner: Ferrari Classiche

superior classic motorcars oF the type we sell are always sought For outright purchase

F o r c o m p l e t e s t o c k l i s t v i s i t
w w w. h e x ag o n c l a s s i c s . c o m
6, Kendrick Place, Reece Mews, South Kensington, London SW7 3HF - T: +44 (0)207 225 3388 | M: +44 (0)7809863989
 www.aston.co.uk

INVEST IN AN ORIGINAL AUTOMOTIVE LEGEND!

SALES | R E S TO R AT I O N | PA RTS | SERVICING

FOR SALE
Aston Workshop have for sale a Genuine
LHD DB MK III fitted with factory optional
overdrive.
This is a fantastic opportunity to become involved
in a world famous Aston Workshop restoration. 2014 Aston Workshop Calendar - Now is the perfect time to
order the 2014 Calendar.
Each yearTim Wallace somehow manages to raise the bar
with his stunning and emotive photographs, capturing the
true beauty of these iconic Astons.
astongifts.co.uk

Red Row Beamish Co.Durham United Kingdom DH9 0RW Telephone +44 1207 233525 Fax +44 1207 232202
Email: [email protected]
 TOM HARTLEY
THE ULTIMATE NAME FOR MORE THAN 40 YEARS

1973
FERRARI DAYTONA
• Rosso Ferrari/Beige Leather • Multiple Concours Winner
• Original Colours • Ferrari Classiche Certified
• 25,000m From New • The Very Best
£POA

FOR SALE

1965 FERRARI 500 SUPERFAST RHD 1973 FERRARI DAYTONA 1973 FERRARI 246 GTS
Blu Turchese/Beige, Original Colours, Rosso/Black, Air Con, Original Books, Pouch, Rosso/Black, 15,000m From New, Multiple
Full Matching Numbers, Beautifully Restored, Tools, 12,000m From New, 2 Owners From New, Concours Winner, Ferrari Classiche Certified,
Very Rare. Outstanding Car. Huge History File.

£POA £POA £POA

We are always looking to buy similar vehicles. Call today for an instant quote and decision

View a selection of our stock online

www.tomhartley.com Telephone: +44 (0)1283 762762
 Talacres T

the ultimate
stocking filler

the ferrari 330 p4 is back

After two years of detailed work, Talacrest are now delighted to
present this stunning Ferrari 330 P4. one of only 3 ever built.
more information, videos and images are on our website.

Talacrest are the biggest and most experienced buyers of classic Ferrari in the world and to date have sold over $1Billion
worth of thoroughbred classics including eight Ferrari 250 GTO’s, many prototypes and numerous other desirable cars. If
you are serious about buying or selling blue-chip, collector Ferrari cars, then make Talacrest your number one choice.

Ta l ac r e s T - N U M B e r O N e I N T H e c l a s s I c F e r r a r I M a r K e T
 talacres t

in the meantime check out what our naughty elves got up to

with the P4 this christmas by viewing the video at
www.talacrest.com/santasgrotto

w w w. t a l a c r e s t. c o m
t + 44 (0)1344 308178 | m +44 (0) 7860 589855 | e [email protected]
You are welcome at any time to visit our world-class
showrooms, servicing, restoration and racing facilities.
Wycke Hill Business Park, Wycke Hill, Maldon, essex, cM9 6uZ, u.k.

Telephone: +44 (0)1621 879579 Email: [email protected]

View over 150 of the finest classic cars for sale at our seven
showroos in al onǡ ssešǡ ǡ or visit our we siteǣ
www.jdclassics.co.uk

We sell, service, restore, upgrade and race all major marques, including:
ǡ llar ǡ ston artinǡ entle›ǡ u attiǡ errariǡ a uarǡ a or hiniǡ olaǡ
otusǡ aseratiǡ erce esǦenœǡ orscheǡ ollsǦo›ce an hel › o raǤ

www.jdclassics.co.uk
1962 Aston Martin DB4 Special Series 1974 Jaguar V12 E Type Commemorative 1963 Jaguar E Type Series 1 FHC
Price: POA I Mileage: 123,000 Price: £159,995 I Mileage: 18,100 Price: £79,995 I Mileage: 78,000

This lovely Aston Martin is an original UK matching This very rare manual car has had only one owner since it This immaculate midnight blue E Type has been expertly
numbers RHD and one of approximately 30 Series 4 was two months old, and has covered a genuine 18,000 restored and won 3 major JDC concours events. Recent
DB4s tted with a Special Series engine. The car drives miles from new. Driving superbly having had a recent specialist engine rebuild, 5 speed box, stainless exhaust
beautifully and represents a great opportunity to purchase engine rebuild following a period in storage. Complete and competition rims. Complete with its original gearbox
a highly enjoyable and attractive investment. with original manuals and a factory hardtop. and propshaft and a detailed history le.

1963 Porsche 356 2009 Porsche 911 Cabriolet 1969 Ford Escort Twin Cam
Price: £67,995 I Mileage: 64,000 Price: £42,995 I Mileage: 75,000 Price: £49,995 I Mileage: 47,000
This stunning matching numbers LHD 356 is the This 997 Gen II Cabriolet has had only one owner from This is a rare opportunity to acquire a genuine Escort
especially rare Super 90 high performance version. One new. Full main dealer service history and extended Twin Cam which has recently been restored to original
Californian lady owner from new until 2007, and imported warranty. Comprehensive specication includes six speed specication. This included a bare metal respray,
to the UK in 2011. Restored by ourselves and a concours manual gearbox, 19” sports wheels, cruise control, multi- complete engine rebuild with Powermax pistons and
winner at the inaugural Bund Classic in Shanghai. function steering wheel, Bose sound system, etc. tment of correct Twin Cam wheels with new tyres.

1970 Brabham BT30 1973 Surtees TS15 F2 1965 Porsche 911 Rally
Price: £99,995 I Mileage: n/a Price: POA I Mileage: n/a Price: £64,995 I Mileage: n/a

Very successful in Classic Racing Cars and Historic A rare and desirable Historic Formula Two. Professionally Built by Francis Tuthill in 1998 to full Historic Rallying
Formula 2, this immaculately prepared example of an rebuilt, prepared and run. Fitted with a low mileage 285 (Class B4) specication. Campaigned initially by Richard
iconic car is ready to win again. Fitted with a low mileage BHP BDG and Hewland FG400 gearbox. Complete with Tuthill and recently rebuilt to a very high standard.
FVA and FT200 gearbox. Complete with a detailed history an extensive history le and current FIA papers. On the Immaculate seam welded shell with full roll cage, 155 bhp
le and current HTP papers. button and ready to race. engine on Webers, close ratio gearbox, lsd, HTP papers.
 The finesT selecTion of modern
classic BmW’s availaBle anyWhere

2000 Z8 Roadster BMW Z4 M Coupe 2008 Z4 M Coupe 2006 M6

Titanium silver / red Black leather midnight Blue / Black nappa leather ruby Black/ Black nappa leather indianapolis red/sepang leather
9,500 miles. £149,995 20,200 miles. £23,995 18,800 miles £24,995 24,700 miles. £24,995

2001 M5 2004 BMW M3 CSL 2005 E46 M3 CS 2004 M3 CSL

le mans Blue/silverstone leather Black Sapphire / ReÁex Cloth Laser carbon Black/cinnamon leather Silver Grey / ReÁex Cloth Laser
16,200 miles. £27,995 29,800 miles. £53,995 31,900 miles. £27,995 36,300 miles. £46,995

2003 BMW E46 M3 CSL 2005 BMW M3 E46 SMG 2005 BMW E46 M3 SMG Coupe 2006 BMW E46 M3 Convertible
Silver Grey / ReÁex Cloth alpine / Black leather leather silverstone/ navy individual leather carbon Black / imola red nappa
55,700 miles. £35,995 2,000 miles. £39,950 12,950 miles, £24,995 25,100 miles. £23,995

2007 BMW M3 Convertible 2006 M3 Convertible 1990 M3 LHD Convertible BMW E30 3 Series
carbon Black / Black nappa leather imola red/Black nappa macau Blue / Grey nappa leather alpine White / indigo leather
18,600 miles. £22,995 37,500 miles. £20,995 79,500 miles. £29,995 62,986 miles. £8,995

Telephone: +44 (0)20 8348 5151

W W W. h e x a G o n m o d e r n s . c o m
 DA N I E L D ON O V AN

ddclassics
S e l e c t e d S to c k f o r S a l e i n c l u d e S

1958 Jaguar XK 150 3.4S 1962 Alvis TD21 SII

1984 Ferrari 512 BBi 1968 Mercedes Benz 280SL

Jaguar SS 3.5 Litre Roadster 1968 Aston Martin DB6

DA N I E L D ON O V AN SPECIAL CARS WANTED FOR OUTRIGHT PURCHASE OR CONSIGNMENT SALES

ddclassics w w w . d d c l a s s i c s . c o m
SHOWN HERE ARE A FEW SELECTED CARS AvAILAbLE - FOR FULL STOCK LIST
PLEASE PHONE +44 (0)7850 888880 / +44(0)208 878 3355 OR vISIT OUR WEbSITE
MOTOR SPORT GALLERY £35,000
1966 Lotus Cortina
Full race specification. VIN number:
BA74FU59651. Imported from the USA (1999).
Race and rally cars from around the world Vehicle logbook of the Rocky Mountain
Vintage Racing Club. Engine overhauled and
To advertise here, email tuned by DuEL (Dutch Engine Laboratories).
[email protected] Two new Dunlop racing tyres. Ready to race!
or call Pervez Hussain on Tel: +31 653552984
+44 (0)1628 671210 Email: [email protected]

£24,500 €85,000
MGB historic race car Ford Escort RS1600
Ex-Neville Marriner MGCC Better than new, 1750cc BDA on Lucas FI, done
championship 1980-81. Extensive and by us, 217bhp @ 8200rpm, dry sump, reduction
successful racing history in UK, Europe starter motor, ZF direct top/2.3 bottom, FF
and New Zealand. FIA schedule K. 4-linked, Konis, AP-Monte Carlo brakes, pedal
Tested by Paddy Hopkirk, lovely patina. box, alloy hubs, Atl fuel cell with F1 fuel trap
and internal pumps, welded certificated cage.
Tel: +64 098188483 Full set of HTP/FIA documents.
Email: [email protected] Email: [email protected]

€69,990 £125,000
1968 Chevrolet Camaro
Sunoco Camaro tribute. Ready-to-race and
show. Ideal for track racing. Engine under
revision currently. Will have mint-condition
big-block, alloy head, Champ Pans dry-sump
pan, approx 565hp, GM Muncie M22,
homologated race equipment, sidepipes.
Tel: +43 69911 444 514
Email: [email protected]

£POA
Lotus Exige GT3
One of three cars built for the 2006 British GT3
Series by Lotus Motorsport. This was the last
one built and has run only five hours. The
specification is too much to list but will email 1988 Ford Sierra RS500 Cosworth
full details on request. Located in UK. Rare Ex-Manuel Reuter car. Chassis No R99266. One of the few genuine unmolested Cosworths
chance to own a very competent contender. racing today. Originally raced in German DTM series. Still in original Lui livery.
Built by Eggenberger for Ringhausen Motorsport. Ready to race in 2014 series.
Tel: +44 (0)7753 310240
Email: [email protected] Tel: +44 (0)7885 944487

For more classic and performance cars for sale visit www.octane-magazine.com OCTANE FEBRUARY 2014 207
c a r s for sa le

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Where
can I
find a… 1993 AC COBRA ‘LIGHTWEIGHT’ 1977 Alfa Romeo Spider S2 1990 Alfa Romeo Spider S4
Red. 69,000 miles. Fully serviced at Rusper Alfa Red, 2.0-litre, 150,000km. Beautiful, lovely to drive,
Superb example of the rarest (c26 built) of the ‘latterday’
(reference available) together with full service history. MoT to Aug 2014. Based in Hampshire, UK. £6500. Tel:
Cobras handbuilt by AC Cars Ltd at Brooklands. 340bhp
MoT to September 2014. RHD. Featured in AROC mag. +44 (0)7776 151753.
Cars for sale SVO engine with alloy heads and $ve-speed T5 gearbox
Very reluctant sale. Available for viewing in West
forsale.octane-magazine.com gives 0-100mph in 10sec and 160mph+. 9600 miles,
Sussex, UK. £7250 ovno. Tel: +44 (0)7794 734086.
in exemplary condition to match its numberplate: A1
COB. Rod Leach’s ‘Nostalgia’. Tel: +44 (0)1992 500007;
email: [email protected] (T).

1960 Alfa Romeo Giulietta Sprint

The final AC Cobra 427S/C Concours condition, no rust, excellent body,
‘Continuation’ - left-hand drive Alfa Romeo Milano chassis and upholstery. Located in Lyon, France.
Chassis no COB 5008. Last of ten recreations, handbuilt Red. S&J Milano convertible. Body profesionally made €50,160. For more information, visit http://forsale.
in aluminium by AC Cars Ltd in 2003, accurate to the from boat-quality glass$bre, mounted on purpose- classicandperformancecar.com/private/2627.
minutest detail, using 1960s AC factory jigs; all major made steel chassis retaining original scuttle and
mechanical components from 1965. Sold NEW to instruments. Electric windows. Seats in cream leather.
Derek Warwick (ex-F1/Le Mans). In top condition and Large boot. Hood in good order. Running gear from 2.0-
under 2000 miles recorded. Rod Leach’s ‘Nostalgia’. litre Alfetta. Dell’Orto carbs. SORN. MoT to September
Tel: +44 (0)1992 500007; email: [email protected] (T). 2014. £1450 ono. Email [email protected].

1961 Alfa Romeo Giulietta ti saloon

AC Cobra 289 FIA ‘Continuation’ Red. Historic racing car, raced in UK since the 1980s.
Second of two specially commissioned recreations, This is a matching-numbers RHD South African CKD
handbuilt by AC Cars Ltd in Surrey, of the Works Team car. Full FIA/HTP papers and ready to race. Eligible
Shelby 289 FIA Cobras as raced in the USA and Europe for many race series, including possible Monza 60th 1991 Alfa Romeo 33 Superturismo
in 1964/65. UK registered as a 1964 ‘Historic Vehicle’. Anniversary event in 2014. £12,000. Please contact One-o# replica circuit racing car. Located in Melbourne,
Rod Leach’s ‘Nostalgia’. Tel: +44 (0)1992 500007; Chris Whelan on +44 (0)1444 410564, +44 (0)7703 Australia. £25,000. For more information, visit http:// +44 (0)20 8688 4443
email: [email protected] (T). 253841 or [email protected]. forsale.classicandperformancecar.com/private/3939.

208 february 2014 OCTANE

 Find your next classic
car From the world’s
greatest showroom
forsale.octane-magazine.com
1932 Alvis Speed 20 Vanden Plas
SA model, Earls Court Motor Show car, in the most
wonderful original condition having never been
restored, in previous ownership for 52 years. www.
cotswoldcars.com, +44 (0)1242 821600, Burford (T).

1964 Alvis TE21 Drophead Coupé

Rare manual example, Matching numbers, Fully
restored in early ’90s and recommissioned in 2003.
Excellent history le with lots of invoices. www.
cotswoldcars.com, +44 (0)1242 821600, Burford (T).

classic throttle shop

www.classicthrottleshop.com

01926 499000 1972 Ferrari Dino 246 GTS - AUS del., 1973 Ferrari Dino 246 GT - UK del.,
books, tools, Campagnolo wheels in AUS since 1977, 51,500 miles

Austin-Healey 100/6
A car we have known for many years, it’s a very lovely
example in Ice Blue and Ivory, which looks stunning
and drives well. An early test drive is recommended.
£40,500. See more at http://www.rawlesmotorsport.
Unit 4 Lock Lane, The Cape co.uk. Call us on +44 (0)1420 23212 or email sales@
Warwick, CV34 5AG rawlesmotorsport.co.uk (T). 1974 Porsche 911 Carrera 2.7 - 1973 Porsche 911 S 2.4 Targa -
long term UK ownership, rare colour one of only four AUS del., ski racks
[email protected]

1969 Mercedes-Benz 280 SL - 1959 Porsche 356 A - AUS delivered,

1959 Austin-Healey 3000Mk1 AUS del., 51,600 miles from new large history, stunning condition
Original right-hand-drive car rst registered in
London. This car drives very well and is thoroughly For the highest quality cars available please visit our website for our
recommended as a great-value fun ’Healey. In 2006 the full inventory or contact [email protected].
1959 Austin Healey 3000 - car had an engine-out respray in yellow. At the same
ground up restoration, overdrive time the engine was fully refurbished, complete with 50-64 PACIFIC HIGHWAY NORTH SYDNEY AUSTRALIA
rear main oil seal upgrade and unleaded conversion.
£30,500. See more at http://www.rawlesmotorsport. T +61.2.9922 2036 F +61.2.9922 4594
co.uk. Call us on +44 (0)1420 23212 or email sales@ ++ ALL CARS CAN BE SHIPPED WORLDWIDE ON REQUEST ++
rawlesmotorsport.co.uk (T).

For more classic and performance cars for sale visit www.octane-magazine.com OCTANE february 2014 209
C A R S FOR SA LE

Suffolk Jaguar
FOR SALE
Suffolk SS100 Jaguar. 4.2 XJ VSE engine.
4 speed + overdrive, British Racing Green, 1959 Chevrolet Brookwood
black leather, only 6,500 miles. Lucas QK 596 This amazing piece of Americana was restored from
headlights and matching Lucas QK spotlights. Austin 7 Ulster Sports the chassis up in 2001, with photos on file. Powered by
Original New Alto horns Blockley tyres, Full ‘Bespoke’ new build to the highest and most a monster 7.4-litre V8! £25,000. www.cotswoldcars.
weather gear, sidescreens, aeroscreens, heater, exacting standards by Rawson Motorsport and com, +44 (0)1242 821600, Burford (T).
luggage rack. MoT and ready to go. Historic reg Belcher Engineering. 40+bhp on the dyno. £19,950.
and cherished number PPO 621. Guaranteed. Nottingham, UK. For more info, visit http://
forsale.classicandperformancecar.com/private/3391.
Suffolk SS100 Jaguar. 4.2 XJ engine, 4 speed
+ overdrive. Golden Sand with new Claret red
Connolly leather and carpet. 12,000 miles.
Original SS100 headlights, wing studs, Rosso red
wheels with new Blockley tyres. Heater, luggage
rack, full weather gear. Historic reg and cherished
number TGN to3. MoT. Guaranteed.

Suffolk C-type Jaguar. 4.2 XJ VSE engine with

triple 45 DCOE Webers. 10,000 miles. Red with
black leather interior. Highly accurate replica with
original spec. Jaguar chassis and correct width
bodywork in GRP. Discs all round.full width
screen with Brooklands aeroscreens. Blockley
tyres on silver wheels. Historic reg and cherished
number YSV 592. MoT. Works guarantee.
Bentley 1963 SIII Saloon
Suffolk SS100 Jaguar. 4.2 XJ 4.2 VSE engine €39.900
with extra power package. 4 speed with overdrive. For more information please contact me
Royal Ivory with Rosso Alfa red wheels. Claret FRANK KENNIS, phone: +31.622.420.766
red Connolly leather interior. Under 1000 miles. or mail me
6 branch stainless manifold and exhaust system. info @KennisCars.nl
Lucas QK596 headlights and central spotlight.
www.kenniscars.nl
Blockley tyres. heater, luggage rack, aeroscreens.
Cherished number UCA 675.MoT. Works
guaranteed.

Part exchange considered and ¿nancing is available over 3 years.

Roger Williams at Suffolk Jaguar Chevrolet 1930 AD Sport Roadster
PO Box 100 Woodbridge IP12 9BA €33.500
Tel 07967 339 424 For more information please contact me
FRANK KENNIS, phone: +31.622.420.766
[email protected] or mail me
www.suffolkjaguar.com info @KennisCars.nl
www.kenniscars.nl

1974 Bentley Corniche Coupé

Astral Blue with black Everflex roof, black leather. In
perfect condition. Rare example. 45,000 miles. €60,720.
Located in Lyon, France. For more information,
visit http://forsale.classicandperformancecar.com/
private/1205.

1970 Chevrolet Corvette Stingray

5.7 manual. Chassis, frame, inner doors rust-free.
Looks and drives fantastically. Owned by enthusiast.
£25,000 ono. Located in Suffolk, UK. For more
information, please visit http://forsale.
classicandperformancecar.com/private/3819.

1964 Bentley S3
Very good condition, runs perfectly, no noises,
good oil pressure and water temp. Restored and
retrimmed. 40,000 miles. €40,000. Located in 1971 Citröen SM
Lyon, France. For more information, visit http:// 2.7 V6 carburettor model, five-speed manual, tan cloth
forsale.classicandperformancecar.com/private/1522. trim, marque specialist described it as ‘best in the UK’,
94,000km. £36,000. www.cotswoldcars.com, +44
(0)1242 821600, Burford (T).

1963 Daimler SP250 Dart

1937 BMW 327 - Four owners in 50 years. British Racing Green with
fully restored and very rare ivory interior. Hardtop and so$ top. Chrome wire
wheels. Completely standard car. £29,995. Located
in Clitheroe, UK. For more information, visit http://
forsale.classicandperformancecar.com/private/2334.

210 FEBRUARY 2014 OCTANE For more classic and performance cars for sale visit www.octane-magazine.com
 LANES CARS
Specialist buyers and
sellers of ‘E’type
Jaguars
contact
Martin Lane
www.lanescars.co.uk
Call 01922 749244

2009 Fiat 500 Abarth Esseesse

30,600 miles, Bossa Nova White with factory Esseesse
kit, including highly sought a#er white 17in multi-
spoke alloys, 160bhp upgrade and Brembo brakes.
Launch edition with Blue & Me steering wheel controls,
Interscope sound system, climate control. Great
example – immaculate inside and out (note: front alloys
have minor scrapes). Full service history with receipts.
Full RAC vehicle examination from May 2012. HPI clear. 1974 Jaguar E Type Series 3 -
Front and back tyres with plenty of tread. Oil and lter
just changed. MoT until 09/06/14. £10,000 ono.
5 speed gearbox, air con, bigger oil
Tel: +44 (0)7736 326598. cooler, fuel injection, cruise control

1964 Fiat 2300S 1991 Lancia Delta Integrale Evoluzione

Clean barn- nd, totally original. Runs and drives. One owner, 36,700km. One of 200 made, still
150,000 original km. Needs new interior and paint, and with original plastic covers on the door panels.
some rust repair. Complete. Can be purchased as it is, On Turin numberplates. Located in Germany.
or restored. For more information, visit http:// For more information, visit http://forsale.
forsale.classicandperformancecar.com/private/3874. classicandperformancecar.com/private/3881.

1962 Moretti Fiat 1300GT 1992 Lancia Delta Integrale Evo

Rare. Blue. Based on a Fiat sedan. Sr Moretti himself Completely overhauled car in 100-point condition.
drove to his wedding in this model. Car located in Leather, air conditioning. 55,000km. Car located in
Germany. For more information, visit http://forsale. Germany. For more information, visit http://forsale.
classicandperformancecar.com/private/3906. classicandperformancecar.com/private/3857.

1979 Ford Capri 1977 Lancia Fulvia Zagato 1300S

Almost certainly the lowest-mileage, best original- Only two owners from new. Runs very well, no
condition Capri of its kind worldwide. Remarkably rust- rust, black leather seats. Matching numbers.
free. £5600. Located in UK. For more information, visit Ideal for historic rallies. €15,400. Located in Lyon,
http://forsale.classicandperformancecar.com/ France. For more information, visit http://forsale.
private/3914. classicandperformancecar.com/private/3689.

For more classic and performance cars for sale visit www.octane-magazine.com OCTANE february 2014 211
c a r s for sa le

1983 Land Rover Lightweight 1992 Maserati Barchetta

Beautiful original condition throughout with lovely Chassis LLC – one of 17 cars built. Period race history
interior and canvas. No dents or corrosion whatsoever. and continuous use since 1999. Recent overhaul,
31,000 miles. £6850. Located in Nottingham, ready to use, spares package. Contact Andy Heywood,
UK. For more information, visit http://forsale. McGrath Maserati. Email: andy@mcgrathmaserati.
classicandperformancecar.com/private/3851. co.uk, tel: +44 (0)1438 832161 (T).
THE HAWK KIRKHAM 289 FIA REPLICA
The Hawk 289 and 427 SC are both available exactly as original with the original
specication chassis and hand formed aluminium body. Body and chassis units come
fully wrapped with all internal paneling, foot boxes, doors, boot and bonnet, all tted;
£24,500 + VAT.
We can also supply all the other parts for these cars - Agents for the UK and Europe.
For full details please contact Hawk Cars Ltd, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP.
www.hawkcars.co.uk email: [email protected] Tel: (01892) 750341

1994 (Mazda) RX7 Efini Esprit

Not to be confused with the production RX7, this
extremely rare wide-bodied Comp/Street ‘Esprit’
version was available only in Japan. Specially
developed 450bhp engine and fully modi$ed
suspension etc. £29,995. Rod Leach’s ‘Nostalgia’. Tel:
+44 (0)1992 500007; email: [email protected] (T).

1987 Bentley Turbo R

As featured in Octane Cars and owned by Octane deputy editor Mark Dixon, a beautiful car
with good history in the ideal spec of dark blue with blue leather, and 56,000 miles from 1973 Lotus Elan Sprint
new. Superb body and paint, excellent lightly patinated interior, recent new Turbospeeds Full engine rebuild and galvanised chassis by 1964 Mercedes-Benz 230SL Pagoda
Fiberglass Services. Full body restoration. Includes
and very carefully maintained. Drives like new and returns 17mpg average thanks to fuel Very rare manual example in LHD. Lovely colour
service book with $rst stamp. £37,500. Located in combination and great to drive. £35,000. www.
injection, up to 20mpg on a run. Its predecessor is not included – sorry! £10,250. Bucks, UK. For more information, visit http://forsale. cotswoldcars.com, +44 (0)1242 821 600, Burford (T).
Tel: +44 (0)7885 625627, [email protected]. classicandperformancecar.com/private/3913.

1973 Mercedes-Benz 280E

1999 Lotus Elise S1 Duratec 2.3 111S Stunning condition. One owner from new, and showing
Sensible upgrades have created a superb car equally a mere 64,000 miles. The original purchase invoice
at home on long trips or trackdays. Steve Williams comes with the car. £9995. Located in Clitheroe,
Sports Cars’ Ford Duratec engine. £14,000. Located in UK. For more information, visit http://forsale.
Warks, UK. For more information, visit http://forsale. classicandperformancecar.com/private/3522.
classicandperformancecar.com/private/3644.

1978 Mercedes 280CE

1996 Lucchini P96 A rare $nd with very little rust, and works well so that
Alfa 3.0 V6 24V, ready to drive, in best condition, you can drive it home. Arctic White with blue leather
last year only two hillclimb races. Located in upholstery. 158,000 miles. €2200. Located in France.
Germany. For more information, visit http://forsale. For more information, visit http://forsale.
classicandperformancecar.com/private/3822. classicandperformancecar.com/private/3876.

1969 Maserati Ghibli 4.7 1995 Mercedes Benz 500SL

Recently $nished a'er 3200-hour nut-and-bolt Tourmaline Green metallic with Mushroom
restoration by a well-known specialist, it is believed leather. Superb service history with receipts for
to be one of the best of its kind on the market. almost £12,000. Price £7995. Located in Clitheroe,
Everything documented and certi$ed. £POA. Email UK. For more information, visit http://forsale.
[email protected], tel: +43 676 7047979. classicandperformancecar.com/private/3114.

212 february 2014 OCTANE For more classic and performance cars for sale visit www.octane-magazine.com
 Fine Sports Cars
2006 Porsche 911 Carrera 2S
in concours, as-new condition, one owner with only
2300 dry miles. FPsh. dry-mileage cars are of an
extreme rarity, viewing simply essential. contact Matt,
+44 (0)28 9445 9446 or info@hollybrooksportscars.
com (t).

For all things Mercedes-Benz sl 107.

sales | service | hire | Parts | cars Bought 1974 Porsche 911S
www.theslshop.com 0844 414 2116 Full specs for rally use, including rollcage, bucket
seats, harnesses, uprated suspension. Fia passport.
lhd. 78,000 miles. €30,800. located in lyon, France.
For more information, visit http://forsale.
classicandperformancecar.com/private/1478.

1939 Packard Twelve Limousine

Model 1708, limited production – last year for v12s. in
pristine condition. Just completed ten-year
professional, ground-up, body-o( restoration. located
in Bucks, uK. For more information, visit http://forsale.
classicandperformancecar.com/private/3891.

1966 PONTIAC GRAND PRIX

Wide-track pillarless coupe, in ice Metallic Blue with
black upholstery. 389ci engine with automatic gearbox,
original clock, aM radio, electric powered seats and
windows. 100,000 miles, great condition. £12,750.
email: [email protected].

Porsche 356A Speedster

iconic t2 1600 speedster, special-ordered in black.
this is one of the nicest Porsche speedsters you will
ever come across. $48,190. For more information,
visit http://forsale.classicandperformancecar.com/
private/3812.

1973 Porsche 911 2.4 E Coupé RHD

an increasingly rare opportunity to invest in an
appreciating classic, a genuine rhd 2.4e in its original
colour scheme o(ered in great condition for immediate
use and enjoyment. a total of approximately £45,000
has been spent to date by previous owner, who owned
the car for the last 15 years. £Poa. For this car and
other )ne Porsches, visit www.paul-stephens.com or
1987 Porsche 944 Turbo S
group gtn with street registration. eligible for
call +44 (0)1440 714884 (t).
adac Youngtimer trophy, Porsche classic car
challenge, 24 hours classic. located in germany.
For more information, visit http://forsale.
classicandperformancecar.com/private/3852.
1969 Maserati Ghibli 4.7 CN115/922
Executed in the most tasteful trim combination blue sera/magnolia, this car
originally supplied 1/70 to Modena, and spent the rest of his life in Austria (last own-
er for 31 years). Undergone a well documented 3,200 hours nut and bolt restoration
by a well recognized specialist, it is by now one of the best of its kind. Gear box
Porsche 993 C2S Tiptronic upgraded to 4.9 spec. Testing km only makes this car an absolute virgin; comes with
a desirable wide-bodied 993 )nished in arctic silver
and complementing blue leather interior. this example 2004 Porsche 911 Carrera 2S books and tools. £POA
has now done 82,799 miles and represents a good Manual, silver with black leather. 39,500 miles,
investment opportunity as similar models of the 993 extremely complete service history from Porsche Interested? Please do not hesitate to contact us:
are steadily increasing in value. £39,995. For this car and specialist. £23,995. located in clitheroe,
and other )ne Porsches, visit www.paul-stephens.com uK. For more information, visit http://forsale. [email protected] or 0043 676 704 79 79
or call +44 (0)1440 714884 (t). classicandperformancecar.com/private/3776.

For more classic and performance cars for sale visit www.octane-magazine.com OCTANE february 2014 213
 speci a list serv ices gIFTS

To advertise in this section please call

Sue Farrow on +44 (0)1344 771541 or
email [email protected]
Octane March 2014 issue deadline 13 January.
Please contact the ad team for inclusion in his issue (details on page 8)
NuMbeRPLATeS

TYReS TYReS

POSTeRS eLeCTRICAL SuPPLIeS

TRANSMISSIONS

bRAKeS AuTOMObILIA

ARTIST

POSTeRS SuSPeNSION

AudIO

hISTORIC RACINg bOOKS ANd bROChuReS

214 february 2014 OCTANE For more classic and performance cars for sale visit www.octane-magazine.com
AUTOMOBILIA STOPWATCHES

TRANSMISSIONS ARTIST

COMPONENTS

COMPONENTS

BOOKS

WHEELS

For more classic and performance cars for sale visit www.octane-magazine.com OCTANE february 2014 215
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Our key insurance providers: Hiscox, Oak, Chubb,
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Day in the life
IntervIew david LiLLywhite

international event, with 12 Ànalists. There was

no gaming, it was all driving.
That was six days but two of those were at
Le Mans. There were GT cars, LMP2 cars,
drivers who I’d seen on TV, and there was
Lucas Ordoñez, the Àrst GT Academy winner,
in his racesuit with his teammates. That was a
massive inspiration to me. When I was about
13 I went to Castle Combe one bank holiday,
but I’d never been to any other tracks, and
there I was at Le Mans!
Back at Silverstone we competed in Clio
Cup cars and 350Z GT4s, my Àrst time on
slicks. The last race was the decider for the GT
Academy but we didn’t know that at the time.
I won, and Eddie Irvine came on to the podium
to say that not only was I the winner of the race
but of the 2011 GT Academy as well. I knew
then my life was going to change.

Jann Mardenborough These days I’ll usually be in the gym in the

morning for two hours. Before GT Academy I
was fairly Àt – I used to play footie – but when
Online gaming led to a place on the Nissan Playstation GT I started training I had to get down to a weight,
and I lost 4kg just through cardio exercise. It
Academy – and third in class at Le Mans for this 22-year-old surprised me how much my forearms and

I
hands would ache when I Àrst started racing.
have to get up early now, 7am or Years later, in February 2011, I was on my At about midday I relax with a bit of food,
sometimes before that. On some days gap year before university, sat at home doing say grilled chicken and pasta, and then I might
I’m up by 6.20am, and on track by 9am. nothing with my parents saying I should get a see a few friends or go to the driving range. At
I have three scrambled eggs, orange job. Gran Turismo introduced a new online 3pm I meet my trainer at Silverstone for a
juice and gluten-free bread – I’m not meant to time trial section to the game, and after the Àrst couple of hours on the track, followed by time
have carbs unless I’m training. hour my times put me in the top 15 in the UK. in the sauna or steam room.
On race weekends I have my little routines Then I got into the top 20 in Europe. I thought GT Academy have bought a house in
but when I’m back home in Cardiff I just want ‘OK, I’ll keep playing and see where I am after Silverstone village, so I spend a lot of my time
to do my own thing. My parents like to know a week’, and I got into the European top ten, there with the other Academy guys. It’s good;
what I’ve got planned for the day but that’s a playing three to four hours a day. we all have the same mindset, we talk about
question I never seem to be able to answer. The competition Ànished in early March, our experiences and of course we have a
I was the odd one out at home; none of my and the top 20 in the UK and Ireland were Playstation there. We play Grand Theft Auto,
family was into cars, but I always liked them invited to Brands Hatch for two days. It was Call of Duty and Gran Turismo – I tried the
and when I was seven or eight I started amazing! We had a Àtness test and we had to new Gran Turismo 6 when we were Àlming the
watching British Touring Cars on TV. Around drive Nissan 370Zs around a coned track in the launch video. It was all very secret! The game
the same time my parents’ friends over the paddock with an instructor. I made it through, was on a white disc with ‘GT6’ scribbled on it.
road bought a Playstation One, and I’d play on and the next step was Silverstone for the It’s been a tough year, very mentally testing,
it on bonÀre night, Halloween, times like that, but the highlight was Ànishing third in class at
rather than having to talk to the adults.
They had a shooting game and Gran ‘I still remember Le Mans in the Nissan LMP2, and racing the
Nismo GT-R in the British GT Championship.
Turismo. I really got the bug! I think they got
fed up with me going over there to play on it,
the first ever Now the season is over I go to bed later –
about 11 or 11.30pm instead of my usual 10.30
but I still remember the Àrst ever Gran Turismo
car I bought, a purple Mitsubishi GTO. A lot of
Gran Turismo car – and I’ve been trying to Ànd a hobby to do at
home, so I’ve started to restore my old BMW
the cars you could buy on that game were I bought, a purple 318iS E30 to keep my head occupied. It needs

Mitsubishi GTO’
British Touring Cars; you could add the livery welding in the boot Áoor and the front scuttle
and turn them into race cars. is rusty, so it’s going to keep me busy.

Octane USPS 024-187 is published monthly by Octane Media Ltd, 5 Tower Court, Irchester Road, Wollaston, NN29 7PJ, United Kingdom. The 2014 US annual subscription price is 99 USD. Airfreight and mailing in the USA by Agent named
Air Business, c/o Worldnet Shipping USA Inc, 149-35 177th Street, Jamaica, New York, NY 11434. US Postmaster: send address corrections to Octane Media, 3330 Pacic Ave, Suite 404, Virginia Beach, VA 23451-2983, USA.
Periodical postage paid at Jamaica NY 11434. Subscription records are maintained by Dennis Publishing Ltd, Octane Media Ltd, 5 Tower Court, Irchester Road, Wollaston, NN29 7PJ, United Kingdom

234 FebrUArY 2014 OCTANE

1989 PORSCHE 911 TURBO LE 350 2010 PORSCHE 997 SPORT CLASSIC
One of three UK cars with 350BHP engine. Three owners. 16k miles. Superb One of only 32 UK supplied examples. Just 24 miles from new and factory
original condition with full history. All books and tools. A very special turbo! fresh throughout. 2 year service completed. Comes with all tools/books/keys.

1992 BENTLEY CONTINENTAL CONVERTIBLE 1997 BENTLEY CONTINENTAL T

Great original specification inc body colour grill and bumpers. Active ride An excellent example supplied new to David Bailey. In superb orig condition.
model with later dash. Superb and original with just 23k miles and history. 37k miles. Full history. Le Mans suspension kit fitted transforms the handling.

1960 LOTUS ELITE S2 FERRARI 330 GTC – THE 1966 LONDON MOTOR SHOW CAR
Superb, very well sorted example. Fully restored in the 90s by Forbes. One of 21 RHD examples finished in fantastic original colours – Chiaro blue
Mechanical rebuild by specialists D’Angelo Engineering. Lovely to drive. with beige leather. Very good order with interesting comprehensive history.

1965 MERCEDES BENZ 230SL 1990 ALFA ROMEO SZ

A really special RHD manual Pagoda. Very original inc all panels. A multiple One of only 1,036 examples built. A very good example with 16k miles and
concours winner. 4 owners with a lovely history. Roger Edwards maintained. service history including recent major service. Superb and original throughout.

THE
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 Competentia 1515 Minute Tourbillon in platinum
Unique masterpiece in the world equipped with a solid platinum movement
Traditional « grand feu » enamelled black and white domed cartouches.
Transparent blue “plique-à-jour” enamel dial.
From 450’000 CHF Tax Free

Le Locle - Suisse
www.juliencoudray1518.ch