- British Cars - 

 Ephemera & Esoterica

Obscure & Oblique

Trivia & Trifles

and

Miscellaneous Sightings
 

Just a Couple of Random Photos…

(1 October 2020)

Just a couple of random images I picked up at a jumble sale for one buck. Other than one of theses photos being taken in May 1981 nothing else is noted on the back. So who is this dude?
Still, the MGB GT has a rather unique paint job. Sort of a half two-tone, or something like that.

Without a Doubt - The Happiest Car in the World: The Austin Healey Sprite

(15 July 2020)

A Mid-1970-ish TVR M Series

(6 June 2019)

The Berkeley Sports

(1 May 2019)

Berkeley Cars Ltd was a partnership between one Mr. Lawrence Bond and one Mr. Charles Panter. Bond was the designer, while Panter, the owner of the Berkeley Coachworks - one of the largest caravan (camper, over here on this side of the pond) builder in Europe, brought his expertise in glass reinforced fibre construction. The idea was to build an inexpensive little sports car. All except the last model were powered by two-stoke motorcycle engines. Being ultra-lightweight, the partners also were looking to compete in various forms of motorsport. Records indicate the some 4,100 examples - across a range of models - were produced between 1956 and 1961.

Rover 3500S V8

(3 April 2019)

Well…Just In Case You Wanted To Know…

(2 January 2019)

And … Speaking of Jags …

(2 December 2018)

OK, You Only Get To Pick One….

(30 September 2018)

Well, Most Certainly It Is…Ready To Go!

(14 September 2018)

Miscellaneous Sightings

(3 August 2018)
Wow - what a super-sharp 1957 MGA recently sighted in Gainesville, Virginia. Nice photos - thanks Bob.

The MG Car Company Ltd.      Safety Fast!

(5 May 2018)

The Morriss-London - Any MG Connection?

1 May 2017

Some Early MG - well Morris - Data - circa 1921

13 February 2017

Miscellaneous Sightings

2 January 2017
I saw this classic little gem in a parking lot in Henderson, Nevada - nice car. 

The Sunbeam Motor Car Company - 1921

(15 December 2016)

The Austin Twenty

(1 November 2016)

The Bristol 2-Litre Saloon

25 August 2106

In Defense of the MGC

25 July 2016
   Let me start out by saying that in the late 1980s, when I was flying in the Navy, I was driving a 1971 MGB GT, while a squadron-mate of mine was driving a 1968 MGC roadster. Although the MGC was not my car, I did get to know it rather well and drove it on any number of occasions, and found it to be a very nice car. Yes, as a long-time MG aficionado, I have read all the press reports and the industry reviews on the MGC. I have read all the key buzz words and phrases: "heavy," "slow," "tends to want to go in a straight line," "under steer, under steer, pig-like under steer." And, yes, perhaps these words and phrases do apply to the MGC, but are they really applicable to real life? I think not.
  Come on, let's be truthful - when was the last time you took your sports car, of whatever type or vintage, out on a back country road, and pushed it to the very limits of its performance. Pushed it to that point where if you pushed it just a bit further, the car would break away and you would end up in a ditch. I can tell you that I don't do that very often, and I would venture a guess that very few people actually do, or else there would be sports cars in ditches scattered all over the countryside. So are those "pushing the edge of the envelope" reviews even valid.
  Now I do like a spirited turn on a twisty road from time to time - actually a lot of them time - but I can honestly say that while I may be going faster than recommended, I am not coming close to the capabilities of my car. Riding the edge of adhesion is race track stuff, where if you lose it, at best you spin off into the grass, or at worst smack the Armco (and the medic is right there to sort you out). On a country road when you spin out it is only a matter of time before you hit that road sign, mailbox, telephone pole, street lamp or that unforgiving tree. Throw in some unforeseen gravel, and well - Holy Toledo! Believe me, in my younger, more brash days, there was many a time when I found myself going backwards, off-road, towards some immovable object, experiencing that time delay that one gets as he or she hurdles towards pain. Back then, as knuckleheaded kids, we looked at these spinouts as sort of a badge of honor. Fortunately, I missed most of those objects, and eventually grew older and wiser.
   I recall a photo in an old issue of Road & Track magazine that showed a Ferrari 512 BB sitting smashed off the side of the road, in and amongst some trees. The caption read: “‘Good tires,” Bob mused, casually lighting a cigarette, “but certainly not great tires.” Ha! The text I believe was by the great Peter Egan.

  So back to my buddy's MGC. The critics of the late 1960s, and some still to this day, panned the MGC as a sedate, nose heavy car - most did admit it was fast, once it got up there - that was a poor example of what should be a nimble MG sports car. You know, I agree - 99.9%. But I posit that data obtained on a closed test track is not always relevant to a car used on the road. Yes, pushed past its limit an MGC will plow straight ahead, right off the road, but then again, so will any car. Like I said, I rarely push a car on the road even near its limits - again, that's race track stuff - so I tend to discount most of the negative comments meted out to the MGC.  I found my buddy's MGC to be a fine handling car, capable of decent performance on twisty South Texas rural roads. On the long straight interstate highways, it was a very civilized, but still interesting and fast, tourer. I would very much like to own an MGC today - actually make mine an MGC GT - thanks.

MG One and a Quarter Litre Saloon

30 June 2016

Quick...Name This Car...

20 June 2016

The answer...A Jensen C-V8. Yes, one of the rarer cars out there, and perhaps one that has a styling that requires some getting used to. Beauty is always in the eyes of the beholder - and I kinda like this car. One comment of that era described the Jensen C-V8 as looking like a four-eyed crouching cat. Yea, I can see that.
  The Jensen C-V8 was designed by the Jensen brothers - Alan and Richard - along with help from their chief body man Eric Neale. Although subject of discussion, the C-V8 designation seems to have meant "centre-tube chassis V8." The body was made of fibreglass, with some aluminum panels. Power came from big American V8 engines, first a 361 cubic-inch Chrysler, or later a 383 cubic-inch beast, also from Chrysler.  Most came standard with an automatic transmission. A total of 500 Jensen C-V8s were built, in three different Marks, with production running from November 1962 to December 1966. All, except for one example, were built as coupes, or saloons. Well, there was one experimental C-V8 - called a Sedanca de Ville -  that had a folding roof section over just the front seats. 
Records show that only five examples were exported to the United States, and only one to Canada. Jensen never did have an in-house competition department, so works racing cars were never fielded. A few privateers campaigned the C-V8 with a modicum of success.
Seen one of these lately - send us a picture.

Miscellaneous Sightings

7 June 2016
Don't you just love it when the engine block matches the bodywork? Apparently, the dog likes it.

The Saga of the Self-loosening
Knockoff Hubs...

1 June 2016

  It was Saturday date night, circa 1977, which for a teenage sports car enthusiast of the day, like myself, meant spending much of the day cleaning up the car - wash, polish, buff, detail. Today was a bit more involved. At the time I was driving a 1966 Sunbeam Alpine Mk V roadster. The girl I was going out with loved the car, or more accurately, loved driving around with the top down on a warm Midwestern evening. I didn't have a load of money, practically none at all, but I scrounged up enough for a couple of movie tickets and some gas, so a movie and a cruise was the agenda for the date.
   This was my second Sunbeam Alpine, the first - a 1968 Mk V - I wrecked earlier in the year. I then bought the 1966, a rather clapped out machine, at best. Over the past few months I transferred most of the good parts from the '68 to the '66. The last major transference was the wire wheels - complete with triple-bladed chrome knock offs (way cool) - as the '66 had regular steel wheels. The rear end was easy, I just changed out the entire diff, while the front end meant basically installing the wire wheel hubs - complete with brake discs - as if I was simply repacking the wheel bearings.
  Like I said, the rear end was easy, and I completed that swap the weekend prior. Yea, I drove around for a week with wire wheels on the back and steel wheels on the front. Since the Alpine was my only form of transportation I had to do it. I wish I had a picture of that. On the Saturday of my date, I decided to tackle the front wheels. Can't have this girl seen in a goofy looking car, can I? New bearings, new races - no way. Heck, I was seventeen, and with the amount of money I had this was not an option. I think I even reused the grease seals. Hey, when you're poor, you make do. Anyway, as the afternoon progressed the front hubs went on with no snags, but then...

  If you know how knockoff hubs and nuts work, being self-tightening, you are probably already guessing what happened next.

  Yep, when I put the first from wire wheel on, I could not get the knockoff to thread on to the hub.  Hmmm...I scratched my head...What the heck was wrong? It was the nut for that side and I was turning the correct direction, I could tell by the wings on the nut. I was pushing the clock. Then, out of desperation, I switched the knockoff nut to the other one, and the nut went on just fine, just in the wrong direction. Dang, I had installed the hubs on the wrong side, essentially converting them from self-tightening to self-loosening hubs. There was no time to complete a trade, so using the analytical ability of a seventeen-year-old - should be ok - I banged on the knockoffs as hard as I could, and went in to get cleaned up.
  The movie was fine, and now it was time for some cruising. The night was beautiful, the wind was blowing through my girlfriend's tawny blond hair, and as the sun settled in the west I headed for the place our crowd hung out at - King's Drive In. Then I heard it - tink, ta-tink, ta-tink, tink, tink, tink. Dang! Anticipating the sight of one of the front wheels going flying off into the distance - it stayed on - I eased over to the side of the road, trying not to put too much of a turn input in. Sure enough the right front knockoff was gone. It took about 20 minutes of searching - both me and the girl - in people's front yards, in bushes and flower beds, to find the knock-off. With the lead hammer, I pounded the knockoff back on, and for safety's sake, gave the left side a few good whacks, too.
  Well, that was about it for the date. I took her home - fortunately she forgave me, although she really didn't understand what went wrong with my car - and I managed to get home myself with all wire wheels properly in place. So ended my education in the concept of self-loosening knockoff hubs. Whew!

And, Speaking of Who, When and Where...

(15 May 2016)

  I found this image is a batch of other car photos, and like the GT-6 image below, I can sort of figure out what the car is, or was - a Morris Minor. Maybe the artwork stating "Minor Mishap" on the door was a give away. The cars and trucks in the background look American, so I would guess this was taken somewhere in the U.S. or Canada. Anybody out the ever seen this car? Drop me a line.

I know the What - Just wondering the Who, When and Where....

(1 April 2016)

  Of all the Triumphs I have always liked the GT-6 the best, with its cousin the Spitfire coming in second. Sorry, to all those TR fans out there - just the way I think. But, in my mind, the GT-6 was just a darn good looking car, and any car where the entire bonnet lifts up and out of the way, well so much the better. And sorry XKE fans, but the prices of Jags these days, well actually for years, has put them in their own little group, often untouched by mere mortals. They are no longer cars, but investment vehicles, and as such I don't find them all that interesting anymore. On the other hand, a good GT-6 is probably more rare than an XKE, and certainly more cost effective.
  I had a Triumph GT-6 of this vintage back when I was 17 years old, and it was a little screamer. Perhaps a bit too much of a screamer for a 17 year old kid, with a boy-racer mentality. Needless to say I got in a bit of trouble with it from time to time.
  Anyway, I paid a couple of bucks for this photo, and other than the fact that it is a GT-6 - a D Production racing car - I know nothing more about it. Anybody out there know this car?

Not bad looking - for a $99 MAACO paint job

(13 March 2016)

  Back in the Midwest, in the mid-1970s, there was a chain of economy body shops called MAACO. They always advertised a 99 dollar MAACO special paint job. For me, 99 bucks was a heck of a lot of money, considering I was baggin' groceries for way less that 2 bucks an hour part-time, but I managed to save it up and go get the 99 dollar special on my 1966 Sunbeam Alpine. British Racing Green, of course.  And do you know what - it was a great paint job - no runs, no orange peel, no errors, and for the remaining time I had the Alpine, the paint held up perfectly. Everybody always joked about MAACO, but these guys were a bunch of real pro's. Later, I took a Triumph to MAACO, and got another very nice paint job. Years later I ran into that Triumph and the paint was still looking good. The car was running like crap, but it was looking good.
  Even later on in life I have had a hard time finding a paint job as good as MAACO's. I have paid a bunch more, for work that took weeks to complete, and was not really as satisfied. Since I drive my cars in all sorts of conditions, I actually don't want 25 coats of hand rubbed lacquer producing a paint job that the car never even wore when it was brand new
I wonder if MAACO is still in business today?

Ford Cortina
Ford's Better Idea in an Import Car

(1 March 2016)

 Let's face it - when it came to your average-sized, practical, family grocery-go-getter then for sale in the United States in the mid-1960s, an odd imported sedan, even if it was technically a Ford, and with the Ford logo emblazoned upon it, was not exactly high on the consumer's list of automotive options. Inexpensive Detroit iron, fueled by equally cheap gas was the American way. Still, you can't blame Ford for trying.
  Launched in Britain in 1962, the Cortina was originally to be called the Consul, but this was changed to Cortina before its debut, supposedly after the Italian ski resort of Cortina d'Ampezzo. Sales in Britain were quite brisk, and would remain reasonably so during the car's 20-year run. However, while Americans loved their British sports cars, a sedan was a different story. In 1963, Ford decided to bring the diminutive Cortina - it was only one inch longer than a VW Bettle - across the pond. Success proved elusive even as Ford proclaimed that although the Cortina was an imported car, it was still a Ford, backed up with support by the vast number of Ford dealers. In 1964, only 4,100 cars were sold, a figure that bumped up to 4,810 in 1965. Top year for Cortina sales in the U.S. was in 1968, with a total of 22,983 cars sold, as compared to over 500,000 Bettles. Even the weird little German Opel sedan sold over 50,000 units. The last year the Ford Cortina was sold in the U.S. was in 1970, although a few continued to be sold in Canada, where sales were equally as slow, until 1973.
  The last Cortina was produced in 1982, and from start to finish millions of type were built, nearly 2.6 million in the UK alone. 

Indeed, the Shape of Things to Come
The Triumph TR7

(2 February 2016)

You are in a heap of trouble now...

(15 January 2016)

And...Speaking of Austin Healey 100s....

(10 January 2016)

What The Heck Is Going On Here?

(5 January 2016)

 An Austin Healey on an aircraft carrier?  What the heck?

  I found this photo a few years ago, while doing some research at the National Naval Aviation Museum, Pensacola, Florida. Unfortunately, there was no data on the back of the image. So, here's what I can figure out (and this is based on some rather esoteric historical knowledge known to folks who are into Naval Aviation history).
  The biggest clue it the helicopter in the background - it is designated as HSS-1. This is a Sikorsky HSS-1 Seabat. In 1962, the Navy changed the designations on all their aircraft - in this case HSS-1 was changed to SH-34D. The HSS-1 was first delivered in 1955, and its designation was changed in 1962 - so the date of the photo would be between 1955 and 1962.
  The helicopter was assigned to a squadron called HS-4 - Helicopter AntiSubmarine Squadron FOUR. HS-4 has always been a West Coast-based squadron, so I would imagine this as a West Coast carrier.
  Other than that, I don't know much more. The big question is: "What this heck is an Austin Healey doing on the flight deck of an aircraft carrier?" Ideas - drop me a line.

The Three Graces
Ford's Consul, Zephyr and Zodiac

  Ford decided to change the design of their present Mk 1 family model in early 1954, and with the planning department in full swing a prototype Zodiac took to the roads in the darkness of a cold December night in 1954. Two other Mk 2s - another Zodiac and a Consul - made up the trio by January 1955. Soon after running in, they set off on a ferry to Holland and travelled across northern Europe to a rigorous testing track in the-40C temperatures of Germany. Here they were put through their paces on mountain roads and long, open autobahns. Several other Mk 2s were also sent for testing to all parts of Great Britain, as well as Kenya during the Mau Mau uprising.
  With development work completed by late 1955, a production date was set for the following January, - Zephyrs and Zodiacs first, then Consuls in early February. The first milestone of the Mk 2 range was reached on Tuesday, 21 February 1956, when Ford of Dagenham announced the "3 Graces."
   New model numbers were issued to identify the car model. The Consul was given the 204E number due to its 4-cylinder, 1703cc engine, while the Zephyr and Zodiac were known as the 206E, as they had the larger 2553cc, 6-cylinder engine. Ford hired the Harringay Arena for the VIP launch and it was overflowing with Ford executives and officials from Great Britain and overseas.

The styling by Colin Neale’s team was widely acknowledged as having a transatlantic influence and was a triumph with the motoring press and public alike. Another positive for the newly launched cars was the retail price of Ford’s 3 new ladies. The Consul was available at £781,the Zephyr cost £872, and the Zodiac retailed at £969. Ford continued to please the car buying public with the addition of many new colors such as Carlisle Blue, Wells Fawn, Warwick Green and Ivory/Black. A few months later, to satisfy the growing trend for a more stylish automobile, Ford introduced the 3 Graces in convertible form and unsurprisingly, they went down a storm. Despite the re-tooling and cost of raw materials, all the cars were offered at excellent value for money. The prices were backed up by consistently top end sales figures and exceptional reviews by the motoring press.    
  The firm ED Abbotts of Farnham took many Consuls, Zephyrs and Zodiacs through their factory doors and made them into estate models (station wagons, for us yanks). The boot capacity with the seats down was an impressive 66 cubic feet.
  Ford reported that on many occasions supplying the high demand for all types of the cars was an issue several times during the car’s 6-year run. With the new cars came the option of new refinements. Borg Warner Model DG automatic gearboxes were available at£187 extra. The later manual car buyers were offered the option of overdrive. Leather seats on some models and higher levels of trim were also introduced. A new more efficient braking system was also offered and supplied.
   Another very sought after refinement was the highly tuned engine improvements offered by Raymond Mays. He offered a tuned alloy cylinder head, twin SU carburetors, and twin tail pipes for the 6-cylinder models, all for £135. These converted cars are highly sought after today and prices reflect their stature in the Mk 2 history.
  The cars in all their guises went on to receive glowing reports from the motoring press of the late fifties. They were put through their paces on racetracks and on extensive, grueling road trips. The Goodyear tyre company ran a Zephyr for over 410,000 miles, with only 2 engine changes. The original engine gave an incredible 158,000 miles. The car was driven at an average of 50 mph during the 20 month trial, with the last 3 months seeing the Zephyr doing 24 hours a day on the M1 motorway, with its boot well overloaded.

    In 1958 with the marque very well established in the British and worldwide motoring psyche. They were used by the police, and even Her Majesty the Queen had Zephyr estate.
  Over the years, Ford made some changes to the basic shape and appearance of the three cars. In 1959, the roofline was lowered by 1½" so the car looked sleeker and more appealing. This was the era of the so called "Low Line" Mk2. Some of the painted items were now offered in chrome, such as headlamp bezels. The rear of some of the models was restyled, with highly polished additions and more chrome goodies. Interior refinements such as different seat materials and fabrics, and dashboard features all went to keep the cars fresh and up to date. The later model Consul were also given a freshen up with the addition of the De Luxe model and subsequently the Model 375. Both cars were given embellishments so they would appeal to the car buyer who didn’t really want the extra speed and fuel consumption of the 6-cylinder engine, but appreciated the styling refinements of the higher end Zodiac model, all at a lower cost. The convertibles also benefited from optional extras depending on the model, such as the power hood being offered at an economical £75.  Ford went on to enjoy great success with the Mk 2 in all it’s many forms, be it the saloon, estate models made by ED Abbotts of Farnham, the highly prized convertibles or the antipodean favorite called the Ute. Ford produced in excess of 680,000 of the cars, and they were sold all over the world.
   The 1956 New York Motor Show was the scene of a lot of arguing when two Ford of America salesman couldn’t agree who was the first to sell a Mk 2. The both cars were sold within 15 minutes of the doors opening. Show manager Gerald Martin declared it a dead heat, much to the disappointment of both salesmen.
    Despite global problems such as the Suez crisis and petrol supply issues, Ford continued to give the motoring public an excellent car up until another model change in late 1962, when the Mk 3 came on sale. In April 1962 the production of the 3 Graces came to an end. Ford Australia couldn’t agree terms with the parent company and Mk 2 production ceased down under also. The Australians now turning their attention for a reliable vehicle to the 2.3-litre Falcon .
  Ford’s Mk 2 Consuls, Zephyrs and Zodiacs are a fine example of economy and styling that will never be equaled. With its proven reliability, performance and exceptional  appearance it is easy to see why the Mk 2 is so highly  regarded today .

The Automotive You

The Text Says (click on the image to make it bigger):

  "Tired of hearing those tired old tiring arguments about Fords and Chevies and Hemis? You pull up to the local Pong Parlor in your Maco-vette and everyone yawns? You just popped a grand to have the eruption of Krakatoa and the ensuing destruction painted on the side of your van and you've seen three others? Well, turkey, it's time to get back to the basics! Buy yourself a leather flying helmet, some window-pane goggles, and a silk scarf (all cheap). And then rediscover what rodding is really all about: a 1927 Bugatti! Twin peek-a-boo windscreens, the functional water temperature gauge located in the radiator ornament, the accessible spare tire, the knock-off 20" wheels, the safety factor of having a belt across the hood in case something goes amiss in your nine liter super-charged four, not to mention the wind in your face, the sun on your nose, and the bugs on your teeth, but all this is not the point.
   "The reasons for hot-rodding are not "Building the Engineers of Tomorrow", or "Keeping Boys Out of Trouble by Keeping Them Busy with Their Hands as Well as Their Minds" or "Teaching the Competi­tive Spirit that Made America Strong".  No.  As we all know, the reason for building rods is WOMEN!  That's right. Pilgrim:  Soft, pliant, warm, zaftig, cuddly women!  So you've being saying to yourself, "What kind of cockamamy nonsense is this, a 1927 Bugatti?” Well, bunky, who are you trying to impress? Some Bozo with a tattoo, four teeth less than mother nature gave him, and a terminal case of acne, who happens to sit atop 400 horsepower,  or some little honey who doesn't know a piston from a trans-axle? Guess what she's going to fall for? That's right. Because it's cute and everyone can see her tawny hair blowing in the breeze, so grease up your hair, grow that pencil mustache, take a Tango lesson and kiss the boys at the gas station good-by. The world is yours (bird optional)."

   I've had this illustration in my files for probably 40 years, and I can't even remember where I got it, or what magazine it appeared in, or anything. What I do remember is that it did have some profound influence on my future automotive leanings. Cars and girls, what more would be on the mind of a 16-year old kid. Yes, the car in the illustration is a Bugatti - a French car - so you may wonder why it appears in a blog about British stuff. Well,  Simply substitute a vintage - and cheap - British sports car for the Bugatti, and you will get an idea of The Automotive Me, back when I was a kid in the 1970s, and The Automotive Me that I still enjoy today.

  Special thanks to Hank Hinton, for his kind permission allowing me to reproduce this illustration.

Calling All British Cars...

   For the Grand Opening of the local Mini (new Mini) dealership, there was a call put out for vintage British cars to stop by.  These were the only two to show up, along with about a million new Minis.

More FPG - Fun Per Gallon
The MG Midget

  Granted, the addition of the plastic "snow plow" front bumper - and matching rear bumper - was a bit of a shock to many MG Midget fans, and even today is still the subject of much debate. At first, I too was indeed shocked at the change in look of one of my favorite cars, but over the years I have sort of softened my opinion. At first I didn't like it at all, but today I think it looks ok. Not the same as the chrome bumper model, by ok all the same. Like it or not - it's your call.

From a 1976 MG Midget sales brochure.

Miscellaneous Sightings:
Just a Couple of Morris Minors

To be honest, I can't even remember when I took these photos - best have a pint and try to recall. Cheers!

The End of the Sixties
-From a 1969 MGBGT Brochure-

My 1970-ish MG Midget

23 September 2015

 The astute British car fan and MG Midget enthusiast will notice something right away. Full story to follow.

Miscellaneous Sightings

10 September 2015
I am not even sure where I got this photo - a nice rubber bumpered MGB GT, all the same.

British Car Radar

25 August 2015

  I have a sixth sense when it comes to British cars, especially cars that I feel are in need of rescuing. Not that I ever look at a car, regardless of the condition, as some sort of money-making proposition (the old Jaguar E-Type in the barn syndrome), but I just feel that all cars are worth salvaging. I scrapped out an old MGB GT several years ago, and it almost killed me when the scrap metal merchant came and carted away the remains of the car. I have never forgiven myself for that.
  Anyway, I have this sixth sense - I can be driving along, minding my own business, when some unforeseen force draws my eyes to a car, often sitting in the weeds, behind a garage, or even under an old tarp. I just have an uncanny knack for spotting old British cars. Actually, it kind of concerns my wife because she knows that like stray dogs, I look at every British car as a potential rescue.
   So, the other day I am driving up Creighton Boulevard, in Pensacola, when my radar went off and my eyes were drawn to this car. It was sitting a good 50 yards off the road, behind an old auto repair shop. Being an MG Midget and Austin Healey Sprite fan, I was naturally intrigued. It sits on private property, and although the shop appears to be closed down, I didn't feel right going back in the lot to take a closer look. Needless to say, I will be keeping an eye on this car.

Miscellaneous Sightings

(5 August 2015)

  Here's another blast from the past. In 2005, I was flying a gig out of Port of Spain, Trinidad, when I spotted this forlorn little Triumph Spitfire on the cargo ramp. It was tied down to a cargo pallet so I thought it was either coming or going. Hmmm - not so, said the ramp guys. Apparently, this Spitfire had been flown in several years prior, and because the owner never paid the import fees, it has not moved since. I was back in Trinidad a couple of years ago, and the Spitfire was still there. I guess nobody wants it - pity.

The New Austin Healey Sprite Mk II
Sports Convertible (1965)

(29 July 2015)

Triumph TR2 Francorchamps Coupe

(20 July 2015) 

  Here's a rather rare old British car - This is a 1954/55 Triumph TR2 Francorchamps Coupe, in the collection at The Spa-Francorchamps Circuit Museum, which is itself part of the ETC (Espace-Tourisme-Culture) Museum located in the Abbey of Stavelot, Belgium. The TR2 Francorchamps Coupe, which is one of only 22 built, was manufactured by the Imperia Company, of Neesonveaux, Belgium, a town near the city of Liege. Imperia's concept behind this car was to take the basic TR2 and upgrade it to a more weather-tight coupe, along with other upgrades to make it a more civilized car. For example, the "B" pillars were moved aft a few inches, making it easier to get in and out of the car. So I guess you could say this is a British Belgian car, or something like that.

  In 2014, a couple of buddies and I found ourselves with the a free weekend in Maastricht, NL, and being big racing fans, decided to head down to the Spa-Francorchamps circuit, just to take a look around. It was the weekend after the Formula One race, and we found the track closed tight and the town all but dead. We asked a couple of locals about why the town was empty. We were told that the weeks leading up to the Grand Prix are so hectic - the place is packed - that the couple of weeks after the race the town sort of shuts down - the locals need to relax a bit. 
So, needing a car fix, we headed over to the town of Stavelot and the museum. As mentioned above, the museum is part of a larger local history museum, and is housed in a beautiful old abbey. The collection of cars, which changes on a regular basis, make for a fine way to spend a couple of hours. The town of Stavelot is also quite nice - great food and, of course, Belgian beer.

  Here'a a link to the museum Spa-Francorchamps Circuit Museum

And finally - Just up the road from the museum:

Miscellaneous Sightings
(18 June 2015)

 Saw this MGB GT in the town of Amby, The Netherlands - a suburb of Maastricht - in August 2013. Pretty good shape, and looked to be driven daily. A nice MG.

Miscellaneous Sightings

(17 June 2015)

 Here's a blast from the past - June 1983. I was driving along Cervantes Street in Pensacola, Florida, when this MGB pulled up along side. That rear shelf on a MGB is not all that big, but clearly this dog fits right in.

Lagonda 2 1/2 Litre

(5 June 2015)

Cars Are Meant to be Driven

(30 May 2015)

     A few years ago I remember reading an article about some guy over in the UK who dropped a considerable amount of money buying a 1929-ish 4.5-litre (or 8-litre) Bentley Blower Vanden Plas Le Mans roadster (or something like that). The provenance of this machine was impeccable - various road racing entries dating back to the 1920s and '30s, prominent owners - racers and movie stars, numerous high-dollar restorations, show trophies by the score. The new owner immediately entered his new Bentley in various road trials, driving it up muddy hills, fording stream beds, banging about on gravel roads, and generally tossing the big Bentley around and having a grand ol' time. One question the author of the article asked the Bentley's new owner was how he could justify competing in these tests in such a historic and important automobile. The owner nonchalantly answered that not competing was never even considered, and that the other options were storing the car away, and perhaps trotting it out for a concourse show every now and then. Even worse, placing it in a museum, only to be gazed at from the other side of the velvet rope. The owner stated that these options would essentially bring the history of the car to an end. It would become a static, non functioning lump of metal. Instead of an operational piece of machinery, the car would simply become an object. The author of the article then asked the owner what he would do if he wrecked the car. "What if during one of these trials you run off the road and clipped a fence post. With equal nonchalance, the owner replied, "I would fix it."

I say - Bravo!

Making Old Things Work Again...

 (15 May 2015)

   Actually, more than money I invest time. I have a buddy - Ed - who is really into fixing up old British motorcycles. His philosophy, one that I agree with and endeavor to espouse to, is one of making the old parts work again. Rather than simply pulling a frozen brake caliper off of a bike, and replacing it with a new one, he will remove the frozen unit, strip it down, clean it, replace the seals and reinstall it.  The original part is back in place and working fine. Making the old part work - the mark of a true enthusiast and craftsman.
  It's funny - I took my Miata (Oh please do stop groaning, a Miata is a blast to drive, you are just afraid to admit it) for a new clutch, after over 196,000 (yes, 196,000) miles on the original unit. I really should have done the job myself, but I was short of time, had a trip to go on, and wanted the work done now. Of course, even though the clutch hydraulics were working perfectly when I took it in, the dealership's service manager soon called and recommended that I replace the slave cylinder - to the tune of over 350 bucks, for parts (a new unit) and labor. I should have known.
   Well, I looked up the cost of a rebuild kit - a genuine Mazda kit - total cost 7 bucks, that's right 7 whole dollars. When I asked the service manager why she just didn't rebuild the old unit she replied that rebuilding old units was not authorized by Mazda. What? I asked her why Mazda would offer rebuild kits if rebuilding them was not authorized. Taken a bit aback, and switching gears, she then told me the labor to rebuild a slave cylinder was not cost effective. When I said that I could strip, hone and reassemble a slave cylinder in about five minutes, she had no reply - nothing. Heck, with the gearbox already out, the slave cylinder was simply hanging there, so I asked her what kind of additional labor fee was involved installing the rebuilt unit and with bleeding the system. She apparently could not find the words to answer. I told her to keep the old unit in, and give me back my car. The clutch hydraulic system is still working fine, many miles later.

  Moral: Do it yourself - rebuild the old unit - make the old part work.

Miscellaneous Sightings

(10 May 2015)

  What is kind of funny about this photo is the "Loaded" sign on the windscreen. At the most, the Austin Healey Sprite was a basic car, which is the source of much of its charm. Nothing more is needed to get you down the road. Other than the apparent Panasport wheels, I wonder what "Loaded" entails - perhaps air conditioning, power windows (or should I say power side curtains), sat nav, message/heated seats. I would venture a guess not. Anyway, here you go, a nice Austin Healey Sprite seen about a year ago in Burlingame, California. Via Bob - Thanks Bob.

The Last of the Chrome Bumpers - 1974

(1 May2015)

North American MGB and MGB GT Sales Brochure - January 1974.

Miscellaneous Sightings

(1 May 2015)

   This sighting dates back to the mid-1970s. I saw this Sunbeam Tiger sitting outside a auto repair shop in Omaha, Nebraska. I never knew who owned it, and I never saw it again.  This was back before Tigers got stupid-expensive.
   That's my green 1968 Alpine next to the Tiger. This Alpine was my very first British car. I bought it when I was 16, with a bank loan for 600 bucks, co-signed by my dad. Of course, my dad was going to use the purchase of the Alpine (which he secretly liked a lot) as a fiscal learning experience for me. I had a loan coupon book - 30 bucks a month - and sacked groceries at the local supermarket to make the payment and pay for insurance. All in all, this did not leave a lot left over for parts, or paying to get it worked on, so I learned how to fix a car really fast.
  I wrecked this Alpine two weeks after I graduated from high school - t-boned into the side of a Yank Tank that had pulled out in front of me. When I woke up the engine was sitting next to me, but, thanks to the thick British steel, I survived with nothing but a broken nose. Of coarse, the Alpine was totaled, but I kept the salvage and used many of the parts - like the wire wheels - on a 1966 Alpine I bought a few months later - after a short interval driving a Triumph GT-6.

This page was started on 1 May 2015 - Cheers!