Indholdsfortegnelse for November 2020 i Classics World

I don’t know about you, but I hate selling my cars. That’s not because I am a hoarder, although I am aware that I do have more vehicles than any one person really needs. The problem is that I enjoy all classics, and I love being able to jump out of one and get into something completely different. Unfortunately though, there is a limit to how many cars you can realistically store, fix and finance without them becoming a millstone rather than a pleasure, so a certain amount of turnover is inevitable to make room for the next project. In the last 12 months, for example, I have sold my Triumph Herald, MG TF and Standard 8 Tourer, while Kelsey-owned project cars to come and go have included the MX5…

Saturday 26th September 2020 marked 210 years of the Peugeot brand. To celebrate this milestone, on Thursday 1st October a global social media campaign launched across Twitter, Instagram and Facebook, which will run until the end of the month and will include 13 short 30-second films that recount some of the best moments of Peugeot's history. These will comprise: 1. The Peugeot 205 2. Le Mans 1993 3. Peugeot at the WRC 4. The employees 5. The Peugeot e-Legend Concept 6. Pikes Peak 7. The Charlatans at the Indy 500 8. The Peugeot 404 9. Armand Peugeot 10. The Peugeot Type 1 11. The Peugeot 401 Eclipse 12. The six Car of the Year prizes 13. The Dakar Rally…

Recently, while wearing my historian’s hat, I have had a great time sorting out just what, where, when and how the complex which BMW now calls Plant Oxford (making MINIs in huge numbers) started life as the Pressed Steel company. As an example, did you know that there was a historical connection on that piece of real estate between the original Hillman Minxes of the 1930s and the Rover 75s of the 1950s, and between the Minis of the 1960s and the Rolls-Royce Silver Shadows of the same period? There was more of course, which included the manufacture of complete MG RV8s in the 1990s, the location of the British Leyland Competitions Department (then running Rover SD1s and Metro 6R4s) in the 1980s, and the building of shells for BL’s…

“We kids were allowed to have a Polo mint whenever we spotted a police car” One day in 1973, Michael Binns received a letter from HMRC to say that he had overpaid his income tax by £970 and a cheque for that amount was enclosed. Michael's wife Anne remembers this like it was yesterday, saying: 'Our Triumph Herald was on its last legs and Michael always loved cars with a bit of power, so he went straight off to Godfrey Davis in Neasden and came home with a Capri 3-litre GXL. 'Michael worked first for de Havilland and later Rolls-Royce. As members of their motor club, we used to go off in the Capri on a Sunday afternoon armed with a list of clues on treasure hunt style rallies. Michael…

In the UK we tend to associate the Matra name with motor racing, but the reach of this innovative French business went far beyond motorsport. In fact the activities of Mecanique Aviation Traction – or Matra for short – covered a wide range of activities including aeronautics and military weaponry, the business being linked to companies such as BAe, Marconi, Nortel and Daimler/Chrysler. Matra was formed in 1945 by Marcel Chassagny to develop a fast twin engined plane, and a Matra-built engine was used in the first aircraft to break the sound barrier in horizontal flight in Europe in 1951. In 1957 Sylvain Floirat injected much needed finance, allowing the company to diversify its manufacturing base. Matra also became involved with motor racing, securing successes in several F2 championships during…

One job that has been nagging away at me for some time on my VW campervan concerns the engine lid and its wobbly, worn hinges. Every time I opened or closed the lid, I was reminded of this problem, which wasn’t getting any better. The problem is caused by worn hinge pins, which result in excessive free play between the two halves of the hinge. Eventually it got so bad that I had to lift and support the engine lid to open or close it because it always dropped. Fortunately, replacement hinges are available from most VW specialists for around £20 a pair, so there was no challenge in finding them, but I was prepared for some trouble with removing the old ones. I’d been warned that the mounting bolts…

Triumph can trace its roots back to 1886, when Siegfried Bettmann started selling bicycles under the Triumph name. In 1902 the company branched out into motorcycles, though the first Triumph car did not appear until 1923. Initially Triumph focused on large and complex cars, but it was the Super Seven of 1927 – an upmarket Austin Seven – which proved more suited to the times. The 1930s saw the company move upmarket again though, with a bewildering array of glamorous and well-engineered cars that gathered many plaudits but few profits. The motorcycle side of the business was sold off in 1936 to raise some much-needed cash, and the car manufacturing business struggled on until going into receivership in June 1939. What was left of the company’s assets were largely destroyed…

The Triumph Stag has not enjoyed the easiest history in classic car circles. Early problems in service tarnished the model’s reputation and pub wisdom still maintains that they are unreliable, but the truth is that over 40 years after production ceased, the survivors are good examples, most of which have had sufficient work to make them reliable as daily prospects. I’ve run one for six years without significant fault, in all weathers, and loved it. Launched in 1970, Stag production ceased in 1977 after 25,939 had been made. There are effectively three generations, though changes were slight and Triumph never referred to different models. However, most enthusiasts refer to Mk1s as having wheel trims and no stripes, Mk2s from 1973 having stripes and black sills/tail panel, and facelift Mk2s from…

Launched in 1963 and in fierce competition with the Rover P6 from day one, the Mk1 Triumph 2000 had wonderfully delicate styling so typical of the 1960s, while a 1970 facelift created the Mk2 with updated styling in line with the newly launched and 2000-based Stag. A total of 324,652 big saloons and estates were built – not only the 2000, but the larger-engined 2500, 2500S and 2.5PI models too. While the engine sizes and model years do affect value, differences between the majority of models are not generally that great. Despite being large and spacious, these executive Triumphs are also suitably sporting to drive. Smooth power delivery from the sixes makes them relaxed at speed, and while the unassisted steering can be a bit heavy to chuck around, cars…

You do have to feel sorry for anybody trying to organise an event, let alone something as huge as the annual Classic Motor Show at Birmingham's NEC! Organisers Clarion Events had put numerous safeguards in place already when the government announced new rules on 9th September which raised as many questions as they answered. Having consulted with the events industry association and key industry partners, Clarion's position is that they are still able to go ahead with the show, and with the government-agreed COVID-secure measures in place it will be a safe environment for visitors. They also added: 'Feedback from a series of pilot events is currently being assessed by the government, which will give us further clarity shortly. Of course, we will keep everyone updated as we learn more…

The Capri emerging from its 35 years of hibernation. Bobby and Kate's specially printed T shirts worn at the NEC helped find elusive spares. On the ramp for initial inspection at Groombridge Classics. The underside proved to be corrosion free. The engine ran well, but was removed and sent away to be rebuilt by Middlesex Rebore Ltd. When the shell was stripped, it was found to be in excellent order with almost no corrosion. The shell was placed on a spit to paint the underside, which is now as good as the top. The most exciting part of any long-term project – the car is in paint and ready for reassembly. The Capri returned to SSL for Vernon Francis to fit the last pieces of trim and give it a…

Morgan made its name with three-wheelers, but four-wheelers arrived in 1936. These were powered by an 1122cc Coventry Climax inlet-over-exhaust engine built for Morgan under licence by Triumph, though a 1098cc option was offered to fit below the 1100cc class for racing. The new car was called the 4-4 in recognition of the fact that it had four wheels and four cylinders. After WW2 this name was still pronounced as four-four, but the way it was written changed to 4/4. Towards the end of the 1930s, the engine supply was looking dodgy as Triumph was struggling financially and Coventry Climax decided they would concentrate on fire pumps and no longer supply engines to other motor manufacturers. So Morgan contracted with Standard (who would take over the Triumph name in 1944)…

Having confirmed that I needed to manufacture spacers to fit between the differential flanges and the new driveshafts on my Stag, I needed to find some suitable material. So, after considering aluminium, I decided that steel would be a better option and sourced a piece of 1020 mild steel bar. The flange and shafts each had a location spigot for alignment allowing clearance holes to be drilled for the bolts, so I needed to replicate the spigots on my new spacers. All the critical machining was undertaken from one end, which would ensure that the two faces were parallel and the male and female spigots were concentric. This was going to waste about 10mm of steel, but I considered this a small price to pay for ensuring correct alignment and…

Ican’t lie – yesterday was not an enjoyable time in the garage. Some days are like that and you just wish you had never started a job, but the good news is that I got there in the end. This little drama began when I noticed a curious problem with how the Minor ran. It seemed that whenever I used full throttle, the engine got bogged down from the mid-rev range. However, if I lifted my foot off to about 3/4 travel on the accelerator, I could feel the engine get a new burst of life and rev freely on up to the higher reaches of its puff. The car had been fitted before my ownership with a brand new HS2 carburettor, and also a new Accuspark 25D electronic ignition…

It was seen as a major leap forwards in braking technology when hydraulically operated brakes replaced the older mechanically operated rod brakes. Anyone who has driven a pre-war Austin Seven followed by a more modern Morris Minor will surely back up this claim. And over the years, those liquid-filled braking systems have developed further, with servo assistance, anti-lock systems and wear indicators. However, even though the basic technology behind hydraulic brakes has remained constant, it can be difficult to understand the technicalities of wet and dry DOT-ratings, what brake fluid is made from, the difference between silicone and synthetic and the best way to bleed brakes. Hopefully the following pages will help! WHAT’S IN BRAKE FLUID? The most common type of hydraulic brake fluid is glycol-ether based. 'The most important…

Chris Bentley sounded a note of warning on correctly identifying Rostyle wheels so that you get matched sets. For example, they were standard fitment on MGBs produced from 1970 onwards, but rubber bumper MGB wheels had a wider offset, presumably to counteract the effect of body roll introduced by the increased ride height and addition of heavy rubber bumpers. These wheels can be identified by removing the wheel centres and laying the wheel face down – they should lie flat and not rock/tip from side to side. Earlier Rostyle wheels fitted on chrome bumper MGBs from 1970 to 1974 had a narrower offset with the centre hub portion protruding further than the rim, and these will rock/tip when laid on their face.…

1 Your spending may not be over quite yet though, because once the wheels are looking like new, you may decide that other related items are no longer satisfactory! The centre holes of the Rostyle wheels are usually covered by a cap, which may or may not contain the marque name of the car it belongs to. These unmarked stainless ones for the Midget would cost £25 for a set of four. 2 You really won't want to fit rusty old wheel nuts to shiny new wheels, either. For popular marques like MG, you can buy 16 new chromed nuts to fit Rostyle wheels for under £20, rising to double that if you want the MG logo and stainless steel. It is essential that the radius on the end of…

The Triumph Spitfire enjoys a reputation as one of Britain’s best-loved small sports cars. This reputation was earned over a lengthy 18 years of production encompassing five distinct models, plus almost 60 years of enthusiast owners. The Spitfire’s popularity is drawn largely from its ease of maintenance, cheap running costs and entertaining handling wrapped up in a stylish Italian design courtesy of Michelotti. Launched in 1962, production ceased in 1980 after 314,332 had been built. Each of the five generations of Spitfire has its own band of devotees. Mk1s – badged as the Spitfire 4 – have low door handles and bumpers, 1147cc engines and a dainty look about them not unlike a Daimler Dart done properly. Mk2s from 1965 have a slightly different grille, and later Mk2s also have…

Launched in 1959, the Triumph Herald fitted perfectly into Prime Minister Harold Macmillan’s world of glossy magazines, and for a country which had ‘never had it so good,’ the Herald was the perfect companion. By the time production ended in 1971, 510,064 had been built. There are four basic models – the 948, 1200, 12/50 and 13/60 – and five body styles: saloon, convertible, coupé, estate and van. The earlier cars all look broadly similar with rounded headlight surrounds at the end of each front wing, but the 13/60 is identified by a more aggressive nose, akin to a Vitesse but with single headlamps. You hear lots of horror stories about Herald handling, and while it’s true that the rear suspension design can induce positive camber in extreme situations (and…

A HALF CENTURY FOR THE ESCORT MEXICOS As I write this, it’s 50 years since the Ford Escort Mexico was launched and there is little doubt that it is one of Ford’s absolute classics. Because of the kind of car it was, not many have made it this far unscathed and many of the survivors have made it to 2020 with the Trigger’s Broom school of car maintenance. Given how parsimonious Ford used to be with money for anything that wasn’t a certain money earner, it’s somewhat surprising that they ever did anything like the go-faster Ford Escort programme, because they didn’t just make a fast Escort, they bought in expensive engines, had an off-track area at their incredibly busy Halewood factory and finally kitted out an old parts warehouse…

On Saturday 5th September, the Royal Automobile Club awarded its Club Trophy to a magnificent 1962 Messerschmitt KR200 at the Concours of Elegance at Hampton Court Palace. Owner Dave Watson from Bedfordshire was awarded the trophy by Club President HRH Prince Michael of Kent despite stiff competition made up of the best of the best from invited UK car clubs. After the presentation, a startled Watson said: ‘I am in shock, I can’t quite believe it. I’ve never attended this event before and was genuinely pleased just to be here. To actually win the prestigious trophy is such an honour and I’m humbled by the reception it received. I’m particularly excited about having my car displayed at the Royal Automobile Club’. Dave purchased the KR200 as a non-running wreck in…

SOHC FORD PINTO DRY SUMP KIT Price: £1425 A dry-sump system offers many advantages over a standard factory oil pan – engine reliability is improved thanks to a more consistent oil pressure especially when cornering, there is an increased oil capacity due to a large external reservoir, and the engine can be mounted lower in the vehicle as there is no large oil pan which helps lower the centre of gravity, thereby improving handling and aerodynamics. Fitting a dry sump system to the Pinto engine has never been easier thanks to this conversion kit from Burton Power. Most of the conversion is a simple bolt-on affair with only the front of the jackshaft pulley needing minor machining in a lathe to provide a suitable location for the oil pump drive…

The E-Type is arguably the most widely recognised and desirable classic car in the world today. Good examples command profoundly serious money, particularly original or well-restored cars. But if you had been able to look around the Jaguar factory at the time the E-Type was being built, you would have also found a relatively unknown model with an almost identical specification. It is time to bring that car out of the shadows and to recognise it as the masterpiece that it is. Whilst the sublime shape of the E-Type turns many heads, I must tell you that this other car is arguably as good looking, but I must also admit that it is a lot less familiar. It does not yet have the same cachet, but it more than makes…

It was the big ends that did it – or rather the prospect of lying underneath the car on wet and cold concrete changing the shells. Again! The year was 1975 and I had a white 1098cc Midget, originally registered in the Channel Islands, then re-registered when it was returned to the mainland. If my memory is correct, it should have been C-reg, but was actually registered JJP 861J. It was during the first September that I discovered the heater was an option, and hadn’t been included! Now, with the big ends making dying noises, that Midget had to go. But what to replace it with? Well, that was obvious – another Midget, only newer, in better condition and with more power. The search was on, and five candidates appeared.…

“I felt it would be a good idea to check the brake balance properly, not simply via the seat of my pants” I have been spending quite a bit of time working on the Davrian lately, and since the lock-down has started easing, I’ve been driving it too. Apart from the fact that it is rather noisy, it drives remarkably well – the ride is compliant, the gear change delightful, the engine pulls like the proverbial train and the handling is sublime. The braking is impressive too, but only now that I’ve sorted the rear brakes. What happened was that under heavy braking, the nearside rear had a tendency to lock up. Having checked the wheel temperatures using the palm of my hand (very high tech!), I found that the…

Despite being built in the 1990s, Figaros can rust as well as the cars of the 1950s from which they draw inspiration. To some extent that’s because the Figaro was only sold in the Japanese market, and rustproofing tends to be less extensive there for a number of reasons. The section of the sill that folds under the car and joins to a flange on the floorpan is particularly vulnerable, and our car has been repaired in these areas in the past. Poking and prodding all along the driver’s side showed nothing but solid steel, and it was the same at the back end of the passenger side. However, something didn’t look right at the front on the nearside, with a curious gap between the front of the panel and…

In many ways, Rostyle wheels defined an era for classic car fans in the UK. From the late 1960s and into the 1970s they became a feature (optional or standard fit) on just about everything from the Mk2 Cortina 1600E to the rather more staid Rover P5B, from the sporty MGB to the ubiquitous Vauxhall HC Viva and from the rakish H120 Sunbeam Alpine to the bluff Range Rover. In fact they lasted on the Range Rover from launch until 1986 and on the SWB Land Rover Defender until 1995. The Rostyle name comes from Rubery Owen, the company who made them, and is an adaptation of RO-style. Rubery Owen can trace its roots back to 1884 when John Rubery set up an iron works with two brothers. The Rubery…

1 These are the wheels that came off our new Midget project. They are the early design of Rostyle, as fitted to the Midget from October 1969 until the round wheelarch models arrived in October 1971. They are in a typical used condition after five decades of hard living. As long as the bead area is not corroded and leaking air, you can refurbish such wheels without removing the tyres. 2 Here you can see water trapped in the joint between the rim and the inner section, but this is a recent occurrence as these wheels have always been stored upright on the car, and mostly in a garage too. As a result, corrosion in this crevice is only light and not detrimental to the wheel's structure. Note that the…

Every single classic car has its fans and devotees, but some marques are true titans of the classic car scene with a huge following around the world and entire industries built around servicing their needs. Into this category fall many cars from the likes of Jaguar, Ford, VW, Triumph, MG, Porsche, Ferrari, Citroën and more. Among such illustrious company, Triumph is arguably unique in that it has maintained this pre-eminent position even though the last car bearing its name was built in 1984. In some ways this enduring popularity reflects the sheer number of stylish and desirable models the company produced, often a cut above the competition in price as well as in fit and finish – Triumphs were invariably aspirational cars rather than mundane. As a result we have…

Think of big, brutish British sports cars and the TR6 will probably be vying with the Big Healey to push to the forefront of your mind. And while some would argue that the TR6 was outdated even when new, the fact is that the simple chassis traceable back to the TR4A (and beyond that – in part – to the TR2) means that it is a solid and well-proven design. Launched in 1969, the TR6 replaced the TR5 and TR250 models with what amounted to a thorough cosmetic facelift. The Michelotti body of the earlier cars was looking dated, so Triumph turned to Karmann for a fresh take for a new decade. They cleverly made the car look new, whilst in reality retaining the former centre section and grafting on…

In a competition to choose the most confusing model range of all time, the small Triumph saloons that comprise the Dolomite family have to be near the top of any list. Front wheel drive, rear wheel drive, two engine families, two body lengths, two and four-door options, two noses, two tails, two different headlamp arrangements – and seemingly a model for each. There’s no side-wheel-drive hatchback, but that’s about all that’s missing! That and a convertible or an estate... However, for all the complexity of the range, there’s little complex about owning or running one. We’re going to focus on the slant-four-engined cars here, the 1850 and the Sprint launched in 1972 and 1973 respectively. All of those were four-door saloons with RWD, though some will have been fitted with…