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Classic Cars UK 01.2021 Flipbook PDF
Classic Cars UK 01.2021
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QUENTIN WILLSON tips the Datsun,
Rolls-Royce, and Jaguar to buy now
Hallowed Lotus Elite on trial Easy Minor buying
Unloved Lambo’ rebuilt
2 6 - PAG E A N N I V E R S A RY C E L E B R AT I O N
E-TYPE AT 60 Celebrity owners truths vs myths Why the E-type owes it all to the Mk10 saloon Unique insight from a Jaguar insider Buy one for £18k V12 S3 vs XJ12
Ferrari F40 vs Porsche 959
Why there’s much more to them than mere numbers
From Saab 96 to Blower Bentley
Inside an engineering-led collection
JAN 2021 ISSUE
I S S U E
5 7 0
18 NOV-21 DEC
£4.99
Welcome January 2021 Issue 570
With so much exposure over the past six decades, you’d expect the E-type appeal would have worn thin. It hasn’t
N
early 11 years ago I bought my 1962 Jaguar E-type, just ahead of an exciting year of 50th-anniversary celebrations. And here I am, older, wiser – particularly in matters of how to cope with its various flaws and frailties – but just as besotted with the thing as I was when I finally exchanged a chunk of boring money for a car of my dreams. I use the word ‘a’ in place of ‘the’ because there are many others that I fantasize about owning, and a fair few that I could afford, if I sold the E-type. That, as it turns out, is a big ‘if’. I really don’t want to imagine life without the brassy blare of its XK straight-six under power, the delicate touch of that steering wheel or the way it makes me feel every time I pop out
to the garage for some reason and end up stalled while I take in that shape yet again. Like a favourite album, its appeal endures. That’s my reaction to one of the most over-exposed and over-hyped cars ever built, despite 25 years of testing and writing about classic cars and a lifetime of seeing E-types in magazines, in books and at events. I’ve certainly had every opportunity to become jaded. So it’s easy to appreciate the frenzy this car created among the public, press and high-profile buyers from the entertainment, racing and industrial worlds when it exploded onto the scene at 1961’s Geneva show. In my treasured E-type brochure the introduction boasts how it was developed from the C-type and D-type sports racing cars, finishing with, ‘The Jaguar E-type GT is, in truth, the most advanced sports car in
the world.’ I suspect Malcolm Sayer’s styling and its promised 150mph performance were enough to seduce most buyers. To get beneath the skin of what the E-type meant six decades ago, and the impact that’s still felt today, we’ve created a package of features to re-examine this remarkable machine. And when you’ve digested that, please join me in my monthly Our Cars slot for a taste of what it’s really like to own one today. Enjoy the issue.
Phil Bell, editor
Cars in this issue 100 Alvis 12/40 112 Alvis TC21/100 82 Ferrari F40 108 Ford Cortina 1500 42 Jaguar E-type S1 fhc 99 Jaguar E-type S1 fhc 58 Jaguar E-type S2 2+2 60 Jaguar E-type S3 roadster 50 Jaguar Mark 10 60 Jaguar XJ12 74 Lamborghini Jarama 6 Lotus Elite Type 14 107 Mercedes 190SL 111 Morris Mini Cooper 1275S 90 Morris Minor 82 Porsche 959S 102 Toyota MR2 MkIII
E-type brochure promised the most advanced sports car in the world; don’t mention to Phil that the binding is rusty
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P42
Taking an S1 3.8 on the trail of the E-type’s elusive Sixties buyers
JAGUAR E-TYPE
‘By using mass-production, Jaguar dramatically lowered the cost of the race-bred supercar experience’
P40
E-type at 60: bargain 2+2s, saloon siblings, revelations, and the V12 at 50
P6
TVR-fan reader tries out arch-rival Lotus’ purest creation – the Elite
P74
Resurrecting a thoroughly rotten Lamborghini Jarama
Contents January 2021 Issue 570
The month in cars 24 Goodwood Speedweek TV spectacular sees Emerson Fittipaldi reunited with Lotus 26 Don Hayter & Aldo Brovarone Remembering the stylists who shaped MG and Ferrari
P66
Inside Martin Overington’s innovation-driven hoard
28 When Jaguar met Daimler Landmark Daimler display at Gaydon includes prototypes 30 Barn Finds Enterprising student finds a mothballed Aston Martin V8, plus French AC 34 Next Month Assessing Pininfarina’s finest as the great Italian design house hits 90
‘It was an honour to have known André Lurton’
35 Letters Memories of conking out on the Riviera during a grand Triumph Stag tour 37
Quentin Willson remembers a saviour of French greats, including the Citroën M35
39 John Fitzpatrick on the thrill of driving his new Jaguar E-type S1 2+2 coupé 162 50 Years Ago Today... CAR was puzzled by Renault 16 and Austin Maxi hatchbacks
Special section – Jaguar E-type at 60
Quentin Willson p37
42
COVER
Cool Cat, Hot Property An S1 3.8 drive explores who really bought new E-types
50
COVER
Stately Sibling Why the Mark 10 saloon was pivotal to E-type and Jaguar story
54
COVER
Peter Wilson Browns Lane insider recalls developments with the Lightweight
58
COVER
Best Kept Secret Why the overlooked S2 2+2 is actually the best E-type buy of all
60
COVER
Smooth Operators As Jaguar’s V12 reaches 50, S3 Roadster and XJ12 face off
Owning 66
COVER
The Collector A huge trove of engineering marvels, from Bentley to NSU Ro80
74
COVER
Epic Restoration How a forlorn Lamborghini Jarama was saved from exotic scrap
99 Our Cars Phil’s left drained by his Jaguar E-type (p99), Nigel’s Alvis 12/40 adventures to Scotland (p100), and Sam’s Toyota MR2 tackles Castle Combe (p102)
Driving 6
COVER
The List Glassfibre enthusiast Craig Polly tries the Lotus Elite Type 14 for size
82
COVER
More Than Numbers Ferrari F40 and Porsche 959S meet in 200mph showdown
Buying Quentin Willson Sees Eighties British luxury bargains from Rolls-Royce and Jaguar
14
COVER
16
Chasing Cars Bonhams falls short, great Sunbeam and Saab bargains to be had
20 The $15m Concept Cars Alfa Romeo BATs go to market 90
COVER
Buying Guide How to get a great Morris Minor while they’re still cheap to buy
97 Books & Models A barn-finder’s life, and BBC Citroën gets the scale-model treatment
P82
Revisiting 1987’s 200mph supercar face-off – F40 versus 959S
P90
Very desirable yet still a great starter classic: buy a Morris Minor
107 Ads on Test Evaluating a Mercedes-Benz 190SL (p107), Ford Cortina 1500 (p108), Morris Mini Cooper S (p111) and Alvis TC21/100 (P112) for sale 149 Advertise your classic for free
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Contact us See page 35
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[ The List ] Your dream drive made real
‘The suspension is a revelation’ Given a love for all things glassfibre, there was only one car we could put Craig Polly behind the wheel of – the Lotus Elite Type 14 Words ROSS ALKUREISHI Photography LAURENS PARSONS
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[ The List] Lotus Elite Type 14 enowned classic Lotus specialist Paul Matty Sports Cars sits off the Forest Island roundabout, at the junction of the A38 and M42, in Lickey End, Bromsgrove – just outside Birmingham. Logistically this Midlands location is pretty much the perfect position from which to slingshot generation after generation of Hethel’s finest out into the motoring world after sale, restoration or fettling. As I draw up to the garage I pass a – what’s the collective noun for a group of Colin Chapman’s finest? Got it – balance of Lotus, but notice two interlopers parked up front. The first is a meticulously restored Colorado Red TVR 2500M belonging to today’s reader, aerospace engineer Craig Polly, and the other is the imposing Black Rolls-Royce Silver Shadow I of Dougal Cawley, proprietor of Doncaster-based Longstone Tyres. The latter is here as he’s been good enough to offer the services of his 1962 Type-14 Elite – currently for sale at Paul Matty’s – for today’s dream drive. After greetings are dispersed and received, he explains a little about the car, ‘Chassis number 1707 was exported to Singapore in 1963 by the Eastern Auto Company, and the car’s first owner was the Crown Prince of Johor. It had another couple of owners out there and saw some hill climb action before coming to the UK. It remains in its original specification with 1216cc Coventry Climax FWE engine, four-speed all-synchromesh ZF manual gearbox and lightweight alloy Borrani wire wheels.’ That list of desirables is all well and good, but for the moment Craig is lost in a sea of aesthetics; as his eyes take in the car’s discreet lines and sinuously undulating curves he says, ‘I’m not a very emotional person but I think it’s one of the most beautiful of the late Fifties/early Sixties sports cars and its simple shape, free from adornment, is difficult to beat – perhaps only the Sebring Sprite is close behind. I also love the fact that it was designed by an accountant, albeit with the help of aerodynamicists.’ While Peter Kirwan Taylor’s enchanting design obviously beguiles him, it’s the construction method and materials that appeal to Craig’s engineering sensibilities and explain why we’re all here today. ‘The fact that it’s completely glassfibre; I mean, most cars are full of plastic composites now, but it was way ahead of its time in terms of technology. I’m struggling to think of anything else that would have looked as futuristic as this back then, other than the Citroën DS. When you consider what it’s made of, it’s pretty spectacular really.’ The substance in question is something that he has a real and intimate working knowledge of, having restored multiple TVRs.
CRAIG POLLY’S DREAM DRIVE LIST Lotus Elite Type 14 ‘Beautiful shape made from the new wonder-material – glassfibre – and a wonderful engine’ Bristol 400 ‘The first Bristol car, manufactured to aircraft standards’ Gordon Keeble ‘Always fancied a US muscle car – why not have the engine wrapped in a stunning body made in England?’ Austin Westminster A105 ‘Surely a comfortable Big Healey? The one car my grandfather wanted but never managed’ MG PA Airline ‘Such a beautiful shape and so rare’
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Rochdale Olympic ‘One of the first glassfibre monocoques using BMC mechanicals – always an underdog’ Invicta S Type ‘Fine engineering and Donald Healey’s Monte win – plenty for me’ Alvis Grey Lady ‘A friend had one, but never got it running – I’ve always wondered what it would be like to drive’ Riley Pathfinder ‘Fifties saloon – the last to use Riley’s engine, but a flawed design’ Lamborghini Miura ‘Watched The Italian Job as a boy – I was never the same after the opening sequence’
‘I’m struggling to think of anything else that would have looked as futuristic as this back then’ Craig finds the rackand-pinion helm even more tactile than he expected
It’s cosy inside but far from claustrophobic, Craig notes
[ The List] Lotus Elite Type 14
‘From my point of view as an amateur restorer, although you do need to know what you’re doing with it, the shapes you can make are something else. It’s easy to do compared to steel – I remade the entire rear end on my other TVR – although you have to accept the fact that it’s a living breathing thing and is always moving. Oh, and it’s difficult to paint and quite unpleasant to work with, but I’ve made all sorts of things in my shed.’ Our man prepares himself for cabin entry. There’s surely comedy to be had by the sight of three strapping six-foot three-inch lads crowding around such a diminutive beast, but Dougal negates that, ‘It’s bigger than you think inside.’ Opening the door reveals a surprisingly long foot-well, one that might prompt a certain Doctor to describe the interior as dimensionally transcendental. ‘I fit,’ says Craig, triumphantly. ‘The Elite is the same size as my Sprite, but there’s far more room in here. The seat is a touch upright for me and could do with a bit more rake. It’s very simple in here, there’s nothing extra you need. There’s also no headlining – that’s going to resonate. I like the simple design of the dashboard but it does seem typical kit car in execution, with bare screw heads everywhere and vinyl glued over the glass fibre.’ So what is he expecting? ‘I’ve read all the period road tests and magazine articles, and watched videos on YouTube, so I’m expecting it be noisy – you’re essentially sitting in a plastic box – and for the engine to be higher-revving than the more agricultural
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Triumph and BMC A/B-Series units I’m used to.’ The windows have been removed, for purposes of ventilation and aural pleasure, and carefully stored behind the seats. ‘Oh, I love that,’ he says, pointing to the dinkiest gear-knob you’re ever likely to see – perfect for the hand of a small child. The engine fires with a throaty twin-Weberian symphony, accompanied by a sympathetically racy exhaust note. Final instructions come from owner Dougal, ‘It has a tall first gear and bogs down when you set off, but the Climax engine loves to rev. Give it some wellie. Don’t be shy of going to 6000rpm.’ With that encouragement ringing in his ears our convoy edges slowly down to the Queen’s highway. Craig is a local gent so leads the way, with Dougal in his Roller next (is that a Cortina badge on its rump? A satirical nod to a Ford model fetish in his earlier years, he informs me later) and yours truly holding up the rear in a modern econobox. High-speed traffic barrelling off the M42 in both directions and locals fighting for roundabout rights mean it’s not the easiest of introductions to an unfamiliar classic, but the general package is not dissimilar to that of the cars in Craig’s automotive CV, and after a couple of momentary stutters the little yellow Lotus is off with a press of the throttle. As we travel down the A38, one thing is clear; the Elite, which would have been fairly diminutive even when new, looks positively minuscule today – hell, compared to something like an Audi Q8
Craig is relishing testing the Elite’s independent rear suspension on twisted rural roads
Revvy 1.2 Climax is part of an sophisticated dynamic package
‘It’s responsive on the throttle and there’s a lot of torque considering the engine size’ even a Silver Cloud I no longer commands quite the same presence westwards; it’s a pleasant undulating A-road, but equally traffic it once did. Even in these times of reduced road users we’re bound. At the pretty one-way village of Ombersley, I signal to turn corralled in by lashings of traffic front and rear; this is one busy around and take the lead; as a keen crown green bowler (it’s not all neck o’ the woods. Still, the Elite seems to dance over the tarmac. rock ’n’ roll in the classic car world, you know) a sign one mile or The sunlight glistening off the three-eared spinners of its chrome so back had kindled my interest. We turn off towards The Hadley Borranis exaggerates its beauty, and seeming lightness of foot. Bowling Green Inn and enter a parallel dimension – country lanes, We pull into the entrance of the faux chateau and former hill ones that are delightfully devoid of traffic. climb location Château Impney to discuss first impressions. ‘I’m I pull aside, gesticulate forward motion and Craig’s off – the quite surprised,’ says Craig. ‘It’s not as noisy as I thought it’d be, Climax engine punching just shy of 660kg forwards. It’s a different but I suppose that’s compared to what I’m used to. The engine game now – we’re in prime Lotus territory. On the long straight we power is constant as you rev it, and feels as though it’ll be like that manage to catch up with him but, as we pass the Bowling Green right through the rev range; it’s very responsive on the throttle and Inn, the road drops before snaking and rising again. The Elite there’s a lot of torque considering the engine size. The ZF gearbox scampers through effortlessly, its more modern brethren left with has a tiny, snicky gear change but I’m not nothing more than admiration. Excuse convinced it’s any better than an MGA the oxymoron, but I’m sure I can hear 1962 Lotus Elite Type 14 gearbox. However, it’s the suspension Craig’s smile from here. Engine 1216cc Coventry Climax in-line four-cylinder, that’s a revelation for me. Everything I Numerous villages – Hawford, twin SU carburettors Power and torque 75bhp have is really hard but this isn’t, it’s soft; Ladywood, Salwarpe, Martin Hussingtree @ 6100rpm; 75lb ft @ 4750rpm Transmission it feels really nice on the road and soaks et al – are dispatched multiple times in Four-speed ZF manual, rear-wheel drive Steering Rack and pinion Suspension Front: independent, all the bumps up. Also, my Sprite has different orders as Craig makes best use double wishbones, coil springs, telescopic dampers. good steering, but this is so responsive – of this environment. After an hour’s play, Rear: independent by Chapman struts, lower trailing it’s absolutely fantastic.’ we finally pull in to the Inn car park. wishbones Brakes Discs all round Weight 656kg Back on the road we continue for There’s a nice symmetry with the Elite Performance 0-60mph: 11.8sec; top speed: 115mph few minutes before taking the A4133 Cost new £1662 Asking price £85,000 parked next to what’s thought to be one
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[ The List] Lotus Elite Type 14 Craig’s interpretation of deft handling has been recalibrated after a day in Elite company
CRAIG POLLY’S CAR CV Several have entered his garage; few have left
AUSTIN-HEALEY SPRITE ‘My first car – the Sprite was bought in 1979 and used until rust caused an MoT failure. I restored myself it in the late Eighties and have enjoyed many miles in it ever since.’
of the oldest bowling greens in the country, dating back some 400 years – one innovator next to an early adopter. It’s only now that I notice the Rolls-Royce’s interior and I ask Dougal if it’s red velour. ‘Special-order red velvet,’ I receive in reply. The view into the Type-14 is more Spartan. ‘Although it is low and small it doesn’t feel at all claustrophobic in here,’ says Craig. He catches my eye looking at the glassfibre rear suspension towers that house the Chapman struts. ‘I do like the bare finish of those.’ As he exits, talk returns to the engine. ‘I was initially disappointed with the acceleration,’ he admits. ‘Partly because of first gear, you really need to rev the car to get it moving but once you do get the engine spinning it sounds glorious and the car feels as if it just keeps wanting to accelerate. The cabin does get a bit noisier over 4000rpm, though. I expected the engine to be special – I’m used to cast-iron pushrod units – but this is something else the way it revs. I’ve not driven anything as sophisticated as this.’ ‘I’m surprised how quickly I got used to it and how comfortable I feel in it. Again, it’s the soft suspension that really stands out; I’ve read quite a lot about Lotus and suspension travel and everything and you really don’t feel any road imperfections in this car. There’s plenty of body roll, but at no detriment to the handling at all – it feels as if you’d need a lot more speed to get it unstuck.’ Time for the all-important question – would he have one? ‘This is really difficult,’ he says. ‘I love the car, the history of Lotus, how the model came about, the technical manufacture of the glassfibre body and the history of the engine. I love the car, it’s pretty much as I expected and I think it’d make anything else you drive seem heavy, no matter what it is. ‘If you take the money away then yes, I would have one. What’s in the back of my mind is you could build a Sebring Sprite replica with period tuning parts for far less than half the cost of this car and have something very similar – although it wouldn’t have the same heritage, it’d be the same amount of fun. That said, given the way the Elite drives and the experience, I know I won’t be able to stop thinking about it any time soon.’ Before the day is over, Craig has one last dance with the Type-14 on the return journey to base and plenty of time in which to consider and reconsider all of the above. Thanks to Dougal Cawley and Longstone Tyres (longstonetyres. co.uk), Paul Matty Sports Cars (paulmattysportscars.co.uk), The Hadley Bowling Green Inn (thehadleybowlinggreen.com)
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TRIUMPH TR7 ‘More modern than its peers when I bought it, but I had to replace the sills when it was only four years old. But it was comfortable all year round and, believe it or not, fashionable.’
TVR 2500M ‘Drove past one and I promised myself I’d have one, even though I didn’t know what it was. Left under a cover one winter, the paint suffered osmosis, so I stripped and restored it.’
[Want a Drive?] Classic Cars will make a dream drive happen for one reader in every issue. Send us your list of the ten cars you’d most want to drive and why, along with a CV of the classic cars you’ve owned to classic.cars@bauermedia. co.uk. Be prepared for the photoshoot glamour of an early start and a long drive to get there.
NEXT MONTH TVR TUSCAN
AUSTIN A40 FARINA ‘My father had one in the late Sixties. At purchase this example would hardly go above 40mph, but it was only poor tuning. It has a full history from new and has never been restored.’
TVR 1800S ‘Met a fellow TVR owner at a local show and went round to borrow a book, and came away with this. Took me six years to restore and as with the Sprite, 2500M and Farina, I still own it.’
classic car auctioneers
Collectables, Everyday Drivers, Modern Classics, Projects & More For the full list of lots see www.barons-auctions.com
SOLD
SOLD
SOLD
SOLD
1973 Jaguar E-Type Series 3 Roadster Sold for: £56,100
1964 Jaguar Mk II 3.4 Manual with Overdrive Sold for: £31,900
1973 Jaguar E-Type Series 3 Coupe V8 Sold for: £31,900
1966 Jaguar Mk II 3.4 Auto Sold for: £28,600
SOLD
SOLD
SOLD
SOLD
1967 Triumph TR4A Sold for: £22,550
1985 Mercedes-Benz G-Wagen Sold for: £21,450
1966 Alvis TF21 Sold for: £19,800
1972 Triumph TR6 150 BHP Overdrive Sold for: £19,800
SOLD 2000 Bentley Arnage Red Label Sold for: £14,300
SOLD 1973 MG B Roadster with Overdrive Sold for: £11,000
SOLD
SOLD 1967 Singer Chamois Sport Sold for: £10,560
1982 Mercedes-Benz 280 CE Coupe Automatic Sold for: £10,175
NEXT AUCTION Annual Christmas Classic 1pm, Tuesday 15th December 2020 Sandown Park Racecourse, Esher, KT10 9AJ
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CHASING CARS Quentin Willson’s hot tips
In the Spirit of the times Life’s too short not to own a Silver Spirit – especially since values have remained low
I
s it just me or are Silver Spirits suddenly looking compelling? Maybe it’s just inflation but prices of mint Spirits seem out of step with the general market. You’ll find £14k now buys you a lowmileage example with detailed history – which is a lot less than a similarly cherished Shadow, Cloud or Seraph. And yes, I know this perpendicular Royce has never been considered a collector’s gem, but a nice one still offers charm, waftability and road presence in spades.
‘A minter has greater intrinsic value than its asking price’
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Le Riche on the isle of Jersey has a Balmoral Green ’91 Spirit II with 52,000 miles and history for £12,950 while Silver Lady Services in Brentwood has another Spirit II, a ’90 example with 35,000 miles and just one previous owner, for £10,500. In September CCA sold a Willow Gold ’86 with 59,000 miles and no fewer than 32 dealer stamps in the service book for £14,985, while Historics dispatched a one owner, Ice Green ’81 with 36,000 miles, history and single ownership for £14,560. When you consider the fortunes past owners will have lavished on servicing and maintenance, these prices sound just a little bit on the silly side to me. Yes, you’ll need a jumbo-sized garage plus a reliable and knowledgeable Rolls-Royce specialist close by for servicing,
but these aren’t particularly difficult R-Rs to maintain as long as you buy the right car in the first place and don’t leave it slumbering for long periods. And with a growing nostalgia for all things Eighties and Nineties, plus an over-riding realisation that we do indeed only live once, I wouldn’t be surprised to see Spirits in stellar condition starting to creep gently up in value. Having been wallflowers for so long these majestic behemoths are now at a stage where a mint low miler with provable and detailed history has a greater intrinsic value than its asking price. In May, while we were all feeling glum in lockdown, Silverstone sold a striking and very lovely Peacock Blue ’82 with 30,000 miles for just £10,450. Tell me that’s not a thumping ocean-going opportunity.
VALUE 2012
£12,750 VALUE NOW £12,500
ASK QUENTIN
Datsun 240Z
L
ike early flat-floor E-types, the ‘70 and ‘71 Series 1 Datsun 240Zs with the one year-only features like the rear hatch vents, different badging and speedo have always been iconic – and prices are heating up. UK prices for original spec cars moved gently up from £14k-£16k in 2015 to £20k-£25k in 2016/17 and then up to £30k-£40k in 2019. Since 2012, good, early chassis number, original-spec Z-cars have put on yearly chunks of value. But there have been some record prices in the US that suggest that the Z’s desirability isn’t anywhere near peaking yet. In June 2019 a mint and very original 50k mile ’71 made £100k; in February online auction site Bring-a-Trailer drew a record £248,000 for a stunning green 1970 with 21k miles, long ownership and in superb original condition.
You won’t find many early 240Zs here in Blighty because those first cars went to Japan and America but I’m sure there are still hundreds still waiting to be discovered in barns and garages across the States. Most will be rusty and lots will have been modified but a few will be largely original and unmolested, hidden away in LA and San Francisco like sleeping princesses waiting to be awoken by the restorer’s magic kiss. And like early E-types, it takes specialised knowledge to spot early chassis numbers, flat-top SU carbs, different heat shields, air cleaners and lettering on the engine valve covers, so don’t assume all sellers will be clued-up Z-car experts. Gen up on the unique production differences on the ’69 to ’71 cars and then take a summer holiday in the US searching for one. Welcome escapism.
VALUE 2014
£14k VALUE NOW £26k
MORE QUENTIN WILLSON p37
Last boarding call for flight XJ40
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ow might be a good time to look at XJ40s and Sovereigns. You still don’t have to look hard to find low-milers at tempting money like the blue ‘88 3.6 being currently offered by an enthusiast in London with 34,000 miles, one owner and full history for £3000. In Nottingham there’s a privately advertised ‘88 2.9 in gold with £2500 of recent bills and 54,000 miles for £4500. Or how about a fresh-looking ’95 XJR – one of the final two registered – in red with 76k being privately sold in Harrogate for £5495 ‘or offers’? I’m seeing an uplift in values with exceptional survivors attracting new interest and bold prices. In September Historics sold a very fine ’91 Sovereign 4.0 litre in Flamenco Red with 39k warranted miles, one owner and full Jaguar dealer history with 20 stamps for an impressive £15,680. Mind you, this was a collector quality example in the sort
of perfectly preserved condition that would be very expensive to replicate. The Classic Car Shop in Cheshire has a bronze ’89 2.9 auto with 49,000 miles, one owner and ‘documented history’ for £10,950 while Robert Hughes in Surrey has an ’89 Sovereign 4.0 with 39,000 miles and full history for £9,995. Peter Vardy in Edinburgh has a gold ’87 3.6 auto with 25,000 miles and full history for £12,950 and Jag West London in Twickenham is offering a Dorchester Grey ’91 3.2 with just 12,000 warranted miles, one owner, lots of documentation and unused spare for £10,995. While there’s such a wide gulf between private and trade prices plus a good supply of really exceptional cars coming on to the market, now feels a good time to buy a fine small-mileage Jaguar XJ40. Don’t blame me if next year all the really spectacular tiny miler XJ40s have been quietly spirited away.
VALUE 2014
£3000 VALUE NOW £3250
Collection slim-down I am a Portuguese NOT SURE enthusiast with a WHETHER NOW’S small collection, THE RIGHT TIME TO BUY, SELL OR HANG including bikes. ONTO THAT CLASSIC? For various reasons, including Email classic.cars@ space, my wife’s bauermedia.co.uk with comments and ‘Ask Quentin’ in the subject line. now living outside the country, I need to sell part of the collection and keep only the valuable ones. Which cars should I sell or keep? They’re all left-hand drive: 1956 Mercedes 190SL; 1978 Porsche 911SC; 1974 BMW 3.0CS; 1981 Ferrari 208GTB; 1975 Lancia Fulvia 1.3S; 1974 MGB GT; 1982 Chevrolet Corvette; 1972 Fiat 124 Spider; 1971 Fiat 600D; 1972 Fiat 500R; 1991 Mercedes 280TE estate; 1988 Jaguar XK8 coupé. Francisco Vasconcelos Always keep the cars in the best, or most original condition with the lowest genuine kilometres because they will always be the most valuable. But to reduce your collection to the classics with the most future significance, I would sell the XK8, MGB GT, Fiat 500, Corvette and Porsche 911. Quentin Willson Knock-down Minis I have a 1965 Cooper, original bodyshell, in pretty good shape and 48k on the clock. It was reimported to the UK a few years ago and converted to right-hand drive. I am advertising it at £14,995 – is that too cheap? David Shute Buyers prefer home-market Coopers without major changes to original spec or colour. Even with a steering conversion, £14,995 sounds cheap with such a low mileage. If you have history prior to repatriation and evidence of the mileage, that can add thousands. I’d try it at £20,000 and if it has history and is in good original condition, nearer £30,000. Quentin Willson Hotting up My well looked-after 2004 BMW Mini Cooper 1.6 Chilli Pack is a second car covering 1000 miles annually and has 57k on the clock. Will this model become a future sought-after classic? Should I sell or hang onto it? Paul Heron It’s definitely worth keeping – so many early cars now have starship mileages and are rattly old sheds. I own a 2005 Cooper S convertible with 50,000 miles and it still feels special, quick and separate. I’m certainly going to keep mine. Quentin Willson
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CHASING CARS Russ Smith’s market analysis
NOT SOLD
Bonhams off the pace
T
Shortage of buyers for big ticket lots confirmed
he classic market has been cruising along surprisingly well this year, until it came to the unexpected wheel-buckling pothole of Bonhams’ online Goodwood Speedweek sale. Automobilia sold well; cars less so. Just 48 out of 99 offered found buyers, and selling less than half is never a good look. But was it that unexpected? As we’ve reported month after month, the market’s strength during 2020 has largely come from affordable classics; those in the sub-£30k range. The Speedweek sale featured just nine of those, with the majority of the rest being in the difficult six-figure bracket where investors used to play. All the result here really did was confirm what all the market commentators thought. But you can’t blame Bonhams for trying – there are expensive cars out there that people want sold. Someone has to do it. Expect things to be much nearer normal at its more heartland MPH sale in December.
SOLD NO RESERVE
6.1%
SOLD ABOVE ESTIMATE
3.1%
SOLD WITHIN ESTIMATE
26.2%
51.5% SOLD BELOW ESTIMATE
13.1%
The story is all in the numbers, along with the clear struggle to get European sellers to commit to the risk of offering expensive cars at no reserve. Americans seem far more willing to roll with the market.
The ex-Surtees BMW 503 did sell well at a midestimate £230k
Market indicators Even at the sub-six figures end of the market, bidders aren’t afraid to go big for the right car
1990 Audi Quattro 20V £56,250 H&H Auctions, Duxford, 14 October The legend of the Quattro continues to grow, along with values. The final limited-run 20V model is top dog, and that’s what we have here. Packed with history, it came from 15 years with an enthusiast, whose efforts left it looking a lot fresher than its 89,000 miles might suggest. It also had Porsche brake calipers and an upgraded exhaust that failed to upset purists. This is £10k higher than we had 20Vs pegged at a year ago.
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1965 Chevrolet Corvette Sting Ray £47,500 Bonhams, Speedweek online, 17 October It may not be the more desirable split-window model, but this ‘Vette had a lot going for it. Like full history that records the first owner keeping this 300bhp manual car for 46 years. There are photos and documentation of a no-expense resto ten years ago. It has seen minimal use since but did get resprayed more recently in non-original black. That’s the only reason I can see for it not hitting its fair £50-70k estimate here. Well bought.
1950 Land Rover SI £185,230 RM Sotheby’s, online, 24 October If this Landie is familiar then you may have bought the August 2016 issue of CC. The first SI from JLR’s ‘Reborn’ project, it was featured as an Epic Restoration after being recovered as a wreck from the Australian Outback. Part of RM’s disposal of the Elkhart Collection, this former rancher’s tool’s rise to fame continues. It doubled its top estimate and looks set to continue its comfortable retirement in another collection. Extraordinary.
Tigers bossing market jungle
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s soon as you identify a market trend then up pops something to buck it. Much like the six-figure classics detailed opposite, life hasn’t been any easier for those not far behind in the upper-fivefigure bracket. Witness the drop in values of sporty Jaguars and Porsches. Sunbeam Tigers, however, are heading the other way, as you can see in the Movers column. By way of explanation I offer that they are relatively rare, have always felt undervalued, and
have that cosy trad Brit look that’s driving rises at the affordable end of the market. Well, cosy and trad up until you find the American V8 that lurks under the bonnet and adds some spice. The rare MkIIs will always lead the way, and are the best long-term buy because of that rarity. But if you can’t make the £12.5k-£15k premium they command, a MkI won’t disappoint. Especially since this is one of those rare classics where you can boost the power output without upsetting future buyers.
Take a chance on Saab 96s
C
ast in a similar cuddly mould to the Minor and Beetle, the Saab 96 V4 is also gaining an enthusiastic fan club. Its credentials as a fine, affordable family classic are boosted by it having a fair degree more performance than the other two. Not to mention a decent rallying heritage to add some extra kudos. No real surprise then that the best thing to come out of Sweden before Abba is on a growing number of buyers’ wishlists. Values have been creeping up steadily for some time, but have recently nudged ahead of those for Minors. That is largely because there simply isn’t the supply to meet the fresh demand. That’s not going to change, so I’ll risk adding fuel to the fire by saying that buying one now is probably a safe move because I can only see
their stock continuing to rise. They may even catch up with similar-era Beetles, which are currently still 50% more than the Saab’s top prices of around £8000.
2003 Aston Martin DB7 VV £25,500 The Market, online, 21 October From the final year of production, this V12 DB7 had a lot to boast about. Just four owners for its 17 years, a fully stamped service history and a warranted 37,000 miles. Black paint reveals all but there was nothing to report other than a few chips on the splitter. A matching set of tyres would be nice too. Not much to detract, so this was a keen price. Expectation was nearer the £30k top end of our guide values.
1965 Wolseley 6/110 £15,344 SWVA, online, 30 October This was a fine example of one of these old pillars of the Establishment, fresh from a private collection and obviously cherished. The 73,000 miles were not guaranteed but convincingly supported by the overall condition. Bidders thought so too. And then some! SWVA’s top estimate was £9900, close to our top guide price of £10,500. That has now been suitably amended to reflect the superb result here.
PRICE GUIDE MOVERS On the up The rarity of many cars in this list suggests rises may be late corrections now we have the #$#%&'#()*+,#--.+-"+/"01
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