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London Classic Car Show, 2021

pete — Tue, 06 Jul 2021 03:47:19 +0000

Letting loose in the Delage.

Story and photos by Jonathan Sharp

After missing 2020 for the usual reason, the London Classic Car show was back for 2021 and took place June 25 – 27. Not at the London Excel exhibition center as before, but in West London at Syon Park, and out in the open!

2021 is the year of the E Type and it will be interesting to see how events will try to outdo each other with the rarity, or variety of E Types they manage to display. The London Concours a few weeks earlier had 77RW, the Geneva car, the final example constructed, and the Lindner/Nocker Light Weight. The London Classic Car show a two weeks later had EDC400 and UPM400, both 1961 Equipe Endeavor race cars, and 49FXN the Low Drag lightweight.

Additional displays celebrated the 100th anniversary of the Bugatti Brescia, and the Lancia Lambda (to be featured in a later issue). In addition, the organizers had curated a central theme running through the show, celebrating ‘the evolution of design’. An ongoing specialty of the event is that many of the cars are driven during the show, and this year was no different, except that being outside the light was better for us photographers.

A ‘talks theatre’ was also in operation throughout the weekend, with various car folk being interviewed by Tiff Needell, and included the designer Frank Stephenson (very interesting), the author Graham Earl, customizer Andy Saunders, auctioneer and specialist car dealer Max Girado, and TV personality Richard Hammond (far too crowed for my liking) who was at the show to launch his new car restoration business ‘The Smallest Cog.’ The onsite car auction had a varied cross section of cars on offer, and they all seemed to selling rather well, and for rather a lot of money.

All in all, a great show with lovely weather and a pleasant crowd who all seemed very glad to be out and about again.

From the “Evolution of Design’ display and under the banner ‘ 1980s & 90s Brutalism’ this 1990 Alfa Romeo SZ, number 134 of the 1036 built.

1930s style and elegance in the form of the 1939 Embiricos Bentley. Designed and built for Andre Maris Embiricos, a Greek shipping magnet. The aerodynamic bodywork was created by Georges Paulin who, at the time, was working with Carrossier Pourtout whilst continuing to work as a dental technician in his own business. In 1949 the Bentley, then owner HSF Hay and motoring journalist Tommy Wisdom took sixth place in that year’s Le Mans 24 hour race.

This Bristol 410 shows off its party trick, battery in one wing, spare wheel in the other.

One key anniversary celebrated at the event was the centenary of the Bugatti Brescia, or as it was known at the time, the 16 valve Type, taking the top four places in the 1921 Gran Premio Delle Veturette, driven by Ernest Friderich, Pierre de Vizcaya, Michele Baccoli and Pierre Marco. Whilst no individual car history was available, the impressive lineup of examples was a sight to see, and I am sure many people went away from the show having learnt that Bugatti is much more than just the Veyrons and Chirons of today.

From the ‘Evolution of Design, 1930s Style and Elegance’ 1932 Bugatti Type 55. Supplied to Doninique Lamberjack from the Lyon area in July 1932 before arriving in the UK just prior to World War Two. Owned for the past 43 years by the Marks family having previous been owned by Louis Giron, Guy Griffiths, HH Tom Thomas and Geoffrey St John.

Three decades of Citroen Traction Avants.

This 1939 Citroen Light 15 Roadster is one of just 165 examples constructed at the Slough plant between 1934 and 1939. First registered 15th September 1939, and then rescued from a scrap yard in Spalding Lincolnshire in 1969. The current owner purchased the car as an incomplete rusty wreck. Restoration was started in March 2008 and was completed in July 2012. Since then it has covered over 13,000 miles on trips at home and into Europe.

Designed by Peter Kirwan-Taylor (who also penned the 1957 Lotus Elite) this 1961 Citroen Bijou in Farina Grey with red St James Interior is one of only 211 examples built at Citroen’s Slough Factory. Now fully restored over three years at a cost of almost £90k. It could be yours for just £34995.

An Aero engine monster that I have not seen before, a 1911 De Dion Curtiss Rocket.

In ‘the Evolution of Design, Aero Engine Monsters’ the 1926/30 Delage Hispano Suiza known as Sid, as in hissing Sid, due to 600 hp, 2200 lbs torque 27 Litre V12 engine from a 1927 Dewaitine parasol winged fighter plane having a propensity of overheating in its early days.

Hispano Suiza engine shoehorned into the Delage chassis.

1930s style and elegance in the form of a 1938 Delahaye 135MS (Modifee Speciale). Restored between 1989 and 1991 and fitted with a Figoni et Falaschi style body built by Crailville Motors.

Fafnir, based in Aachen Germany, manufactured cars between 1908 and 1926. After WW1 the company fielded a works race team which included on its list of drivers a certain Rudolph Caracciola. This recreation of a 1920s Fafnir factor team car was constructed by Oliver Way on an original Fafnir chassis that was located in New Zealand. Powered is supplied by a 1917 10 Litre Hall-Scott Aero engine as originally used in an American Standard J-1 biplane.

From the ‘Evolution of Design, 1950s and 60s Americana’ this 1934 Ford Three Window Coupe. Hot Rodded in the UK during the 1970s and the rebuilt in style of a 1940s/ 50s Bonneville style hot rod.

A little gem that was offered for sale at the event’s Classic Car Auction, this 1938 Fiat Topolino Smith Special. A UK RHD car that was supplied new to Sydney Smith Garages of Purley in Surrey. Rebodied by them and then sold as a Smith Special for £138, 10 s.

Only a few were converted, one of which was owned by Lord Snowdon. The car has only covered 2000 miles since restoration. Not sold on the day so probably still available.

The bonkers 1905 Fiat/ Isotta Fraschini. This was one of the original 14 Litre 75 hp four cylinder Grand Prix Fiat’s but has now been fitted with a 16.5 Litre 230 hp six cylinder Isotta Fraschini airship engine from WW1. 127 MPH whilst hanging out the back!!

Probably two of the most famous E Type Jaguars, ECD400 and UPM400. Both were supplied to Tommy Sopwith’s Equipe Endeavour in 1961. ECD400 was the 5th E Type constructed and was first driven by Graham Hill at Oulton Park.

UPM400 was raced in period by Tommy Sopwith and also used by Mike Parks to commute between circuits. It was so nice to see them parade together.

1963 E Type Jaguar 49FXN is one of 12 Lightweight’s built in period, and one of only two fitted with a low drag body. Most famously driven in period, including the 1964 Le Mans 24 hours, by Peter’s Lumsden and Sargent. At the end of the 63 season Sami Klat, who had been studying mechanical engineering at Imperial College London set about reducing drag. By the time FXN reappeared at Goodwood in March 1964 it looked very different. A new roof was fitted which was broader, higher and also flatter at the rear. The team tested the changes on the M1 motorway before being timed at 174 mph on the Mulsanne straight during the Le Mans test weekend. Unfortunately, FXN retired from the race following gearbox failure.

Another Herbie replica? But no, this is Herbie H2, the Porsche engined model used for the racing scenes in the movie ‘The Love Bug.’ Built by EMPI Racing of California for Disney Studios, H2 is a 1963 rag top from the windscreen backwards, and the front end is from a 1960 model. A sympathetic restoration has been carried out and you can still see the cut and shut joins.

Another “Brutal” 1990s design, a Lancia Integrale.

Another so called Brutal design from the 1990s, a Maserati Ghibli Cup.

Displayed on the Maserati club stand a rather fine trio; Indy, Merak and Shamal.

Decisions, decisions, decisions, do you want your V8 mounted in the front, or in the middle? Ghibli and Bora courtesy of the Maserati Club.

Now here is a car you really do not see very often. This 1970 Monteverdi 375L was the very first built of the 65 examples constructed. Alan Carrington’s company spent 9 years carrying out a full restoration. The Monteverdi Museum confirm that the first owner kept the car until 1980, the second owner from 1980 till 2012 but took the car off the road in 1984, and Alan has owned it since. The 440 CI Chrysler V8 has been tweeted to produce 475 bhp and the car may be for sale, Tempted?

A Renault Dauphine makes an appearance.

If you think that looks a bit like a Cord, you would be correct. Built by Andy Saunders over a 14 year period with in excess of 7000 hours of work invested in its transformation, ‘Tetanus’ is based on a 1937 Cord 812 Westchester, an original right hand drive machine that was sold new to the Earl of Derby. Years later the Cord came into the hands of Polish fighter pilot and World Stock Car champion Jerzy Wojtowicz who converted it into a rear wheel drive stock car complete with a Flat Head V8 engine in the nose, but never raced it. The Cord remained abandoned in a field in Yorkshire for 50 years until Andy discovered it. The name Tetanus comes from Andy’s friend, who upon seeing the rusty hulk, said “I am not touching that until I get a Tetanus.”

Known as Sabrina after the 1950s British Starlet (see the bulges on the one piece magnesium twin cam timing cover!) 927 HP is one of the four Twin Cam Triumph TRSs that raced in the 1960 and 1961 Le Mans 24 hour race, winning the manufacturers team prize in 1961.

Looking oh so Italian on the TR Register stand, A 1959 Triumph Italia.

What do you get if you mix a 1913 Vauxhall with no front brakes with a 1918 Hispano Suiza Aero engine? By the look on the passengers face a whole lot of fun! The nearly 12 litre V8 engine produces about 300 bhp and 600 lbs torque at 1200 rpm. 1800 rpm on the rev counter in top gear equates to about 120 mph. No wonder modern motorists look concerned when they see it coming up behind them.

Driving Us Bananas: The Brescia Bugatti

pete — Tue, 20 Oct 2020 12:39:45 +0000

From our Archives, October, 2018

By Vince Johnson and Pete Vack
Photos by Vince Johnson

A Bit on the Brescia

Vince Johnson will detail the ‘Butterfly’ Bugatti below, but first a few interesting facts about Ettore’s most successful model in terms of sales. The Brescia Bugatti was an evolution of Bugatti’s first production car from 1910, the Type 10 and Type 13. During that period, Bugatti model nomenclature was based on the length of the wheelbase, in general, the T 13 being the shortest, and the T23 the longest. But in 1921, after the total domination of an event in Italy, Ettore Bugatti decided to name his most recent model after the race.

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1925 Bugatti Brescia

pete — Tue, 30 Oct 2018 13:56:26 +0000

By Vince Johnson and Pete Vack
Photos by Vince Johnson

A Bit on the Brescia

On September 8, 1921, Ernest Friderich won the Brescia Voiturette Grand Prix at an average speed of 71.75 mph with a 16 valve Type 13 Bugatti. Competitors had to make 20 laps of a 10.7 mile course; Bugatti also placed cars in second, third and fourth places. Ettore Bugatti seized the opportunity to offer a 16 valve production model in addition to the less powerful 8 valve Type 13 line. In 1922, perhaps for the first time, customers were able to purchase a proper production racing car, a marketing ploy that worked wonders with the T35 a few years later. Brescia and Bugatti rolled easily off the tongue in any language and a legend was born.

Despite the new and catchy name, the Types under the Brescia were the old designations. In 1922, Brescia Bugattis could be purchased with the Type 23, Type 22 and Type 13 chassis. So one might have Brescia Bugatti with three different wheelbases and model names. Could get confusing.

In the sixties, Alfa owners longed for a twin plug head. Bugatti had them in 1921.The brass plugs allow access for valve adjustment.

The Type 13 engine was a four-cylinder SOHC affair and very advanced for its day prior to WWI. After the war, however it lagged behind the competition and its days were numbered by 1923. Over the long life of the SOHC four the displacement varied. The Brescia boasted 1496 cc with twin ignition and continued the use of curved tappets between the cam and the valve.

Bugatti’s unique curved valve followers (or tappets) dated from his design for the 1907 Deutz and was refined for the eight valve head on the T13 shown here, and then further modified for the 16 valve head of the Brescia. Thompson says that the valve adjustment procudure is long and difficult.*

Back in the UK, one of the most famous customers was a young Raymond Mays, who helped establish both ERA and BRM, found a means to finance his racing hobby by getting a bit of the bubbly-and perhaps cash- from Martell’s for anointing his two racing Brescia Bugattis “Cordon Bleu” and “Cordon Rouge”, names that would forever be linked with Brescia Bugattis.

The Butterfly Bugatti by Vince Johnson

Jim Thompson takes a run up the hill at Collingrove, 2018.

Brescia Bugattis were imported to Australia as well. Victorian Jim Thompson had arrived at Collingrove, 2018 (read report) in his 1925 Bugatti Brescia, chassis #2567. Delivered new to Australia, it still carries the body added by Martin & King in Melbourne, though the early wooden frame is now tubular. Australian racing legend Lou Molina had restored it, campaigning it extensively in hill-climbs and rallies. At the end of a run in the 1964 Alpine Trial, in the south-east of the continent, it had finished the day with a butterfly stuck to the radiator and the name stuck.

Jim used to help Lou Molina with the car at the Winton track in Victoria. A door was cut into the body in the 1990’s and after Lou’s passing Jim took over custodianship of ‘Butterfly’. During a test with two mechanics on board, a steering problem had caused it to roll resulting in much damage, thankfully just to the car. Jim’s careful repair kept the original bodywork intact, its repaint matched to some of the initial yellow found beneath. Lou’s legacy lives on with Jim, ‘Butterfly’ having toured Kangaroo Island and the Adelaide hills prior to its runs at Collingrove.

Below, Vince Johnson details the Thompson Brescia Bugatti

Nicely done body by Martin and King of Melbourne was thoughtfully restored by Jim Thompson.

Interior looks spacious but Bugatti-like.

Door was cut into the body in the 1990s.

Heel and toe, and center accelerator pedal.

The T13 series are the only Bugattis with the exhaust on the right and carbs on the left.

At Inglewood, Jim driving, en route to Birdwood.

At Birdwood in the grounds of the National Motor Museum where the Bay to Birdwood run finishes with a concours and display, party time all day.

The beautifully shaped grill as seen here was changed to a less complex peice by the end of the Brescia run.

With the right body, Brescia Bugattis are charming, yet often overlooked. We’ll take one anyday.

*On page 76 of Borgeson’s Bugatti, there is description of the followers as recalled by Roland Bugatti. He says that on the original T10 Bugatti, the followers were square sectioned “Toroidal tappets”. (Toroidal might be a ring or donut-like object) “He (Ettore) would make a square sectioned steel ring of the appropriate radius…. and chop the ring up into pieces of the length required to serve as cam followers.” On the T10 the cam did not have a full cam cover but the T13 did.