Creating demand — or frenzied desperation — by telling people they can’t have something is not the modem sales technique that it is often portrayed as. Sure, watch, yacht and ‘luxury goods’ companies have perfected the technique of Obscene Pricing Demand Creation post-millennium, but anyone who has ever raised kids will tell you that the basic psychology behind it is as old as the hills. Guess what: it works in reverse, too. Even in the business world, it goes back to the invention of conspicuous wealth and with it the emergence of enterprising souls who would generously provide succour for those who had so much money that they didn’t know what to do with it.
Enzo Ferrari was the master of that. Just as Mike Salmon’s famously snobby dismissiveness of potential customers converted many a wavering visitor to Maranello Concessionaires, Enzo sometimes made it very difficult to buy his cars. The ploy didn’t work on everyone, of course — to which we owe the existence of Lamborghini — but personally vetting potential owners to his incredibly expensive range-topping 400 Superamerica was a stroke of genius. No wonder it made the cars as coveted then as they are cherished now. And rightly so: maybe the true measure of a model’s greatness is how seldom examples come to market.
You can’t accuse Ford of adopting the same technique with its more celebrated supermarket approach to shifting units. Even so, coming from an era when more ‘experimental’ models such as the Probe and Cougar were brutally shunned by buyers, the Puma in original 1.7-litre form (the Racing doesn’t have the same effortless innocence) rapidly won petrolhead hearts and minds. Hard to believe that this sublime three-door coupe has reached the quarter-century, but it was wonderful to reunite designer Ian Callum with his baby.
Then, as a timely reminder to Puma fans that greatness will shine through regardless of origins, badge, even sales psychology, someone paid just shy of £600,000 for a Ford. Admittedly, it was a one-of-500 RS500 (there were 5545 Sierra Cosworths overall) and as good an example as you are likely to find, but even so...
Obviously that price was insane, especially against an estimate of £120,000-180,000 at the Silverstone Auctions Race Retro sale, but remember it takes two people (or more) to bid a car up at auction and that means there is at least one other person out there who was prepared to spend one bid less than £590,500 on such a car.
You can count on seeing a lot more RS500s coming to market very soon.
Your article on the Rover P6B prototype (Solihull Secret) reminded me of spring 1967, when I was working in the London office of Pirelli which bought a 3500S prototype car from Rover for tyre testing. When I later joined the technical department, I became aware of its reputation for speed and ability to rip the front bearing and oil seal out of its ZF five-speed manual gearbox at frequent intervals, about 3000 miles as I recall. The engine was basically Buick, I think, but maybe souped up.
Around 1967 a member of the public wrote to Motor or Autocar and said, ‘I was driving up the M1 in my 2000TC and was overtaken by another 2000TC. It was lefthand drive, green, had Solihull plates and was driven with spirit. I took my car to over 100mph and then the other driver waved, changed up a gear, and shot off over the horizon. There is clearly a new Rover in development’. I understand Rover was furious. I was granted a test drive in 1970. The test drivers advised, ‘If you’re in a hurry, try first, third and fifth gears; otherwise second and fifth is fine. There is so much torque you wouldn't believe it!’ I drove off from Burton on Trent onto the A38 slip road and booted it. Wow, what an effect. There was barely time for gear changes.
It was one of about five of equivalent specification. They were left-hand drive with glassfibre radiator cowls. One other went to a competitor tyre company. I turned down the opportunity to buy the car because it was dubious regarding spares. I think it went to the Measham car auction and made about £200. When the production P6B came up for sale I expressed an interest but the senior executive to whom I reported was not eligible for a V8, so he prevented one of his managers (me) from buying it.
However, I can tell you what we currently know about Porsche's plans for electric cars and their approach to interior design.
Porsche has been making moves towards electric cars, with the introduction of the Taycan in 2019, which is an all-electric sports car. In addition, they have also announced plans for an all-electric Macan SUV in the future.
As for the interior, Porsche has always been known for its high-quality and luxurious interiors, and this is likely to continue with their electric cars. The Taycan, for example, has a minimalist and modern interior with a large curved display that combines the instrument cluster and infotainment system.
Porsche has also emphasized the importance of sustainability and eco-friendliness in their production processes, and this is likely to be reflected in the materials and design choices for the interior of their future electric cars.
Overall, while we can't know for sure what Porsche's all-new electric car and interior will look like in 2030, we can expect it to reflect their commitment to luxury, performance, and sustainability.
That being said, based on current trends and advancements in automotive technology, it's possible that the 2026 Porsche 911 GT2 RS Hybrid Race 992.2 could feature a hybrid powertrain, combining a high-output gasoline engine with an electric motor for added performance and efficiency.
In terms of power output, it's likely that the car could produce 700 horsepower or more, given that the current Porsche 911 GT2 RS already produces 700 horsepower with a traditional gasoline engine.
Other technological advancements that could be featured in the 992.2 version of the car could include improved aerodynamics, lightweight materials, and advanced driver assistance systems.
Overall, the 2026 Porsche 911 GT2 RS Hybrid Race could represent a significant leap forward in performance and technology for Porsche's flagship sports car, but until official information is released, it's impossible to say for certain what features the car will have.
The Jaguar XJ-S/XJ-S is a luxury grand tourer produced by Jaguar Cars from 1975 to 1996. Here is a brief history of the XJS:
Development: The XJS was developed as a replacement for the Jaguar E-Type/XKE, which ended production in 1975. The XJS was based on the XJ sedan platform and was designed by Malcolm Sayer, who also designed the E-Type.
Introduction: The XJS was introduced in 1975 as a 1976 model. It was initially only available as a coupe, with a V12 engine and automatic transmission. The car was well received, although some critics felt that it did not live up to the styling of the E-Type.
Evolution: Over the years, the XJS underwent a number of changes and improvements. In 1983, a convertible version was introduced, which proved to be very popular. In 1988, the car received a facelift, with new bumpers, revised tail lights, and other changes. The interior was also updated with a new dashboard and other improvements.
Engines: The XJS was available with a variety of engines over the years, including the original V12, a six-cylinder engine, and a V8 engine. The V12 engine was eventually dropped in 1992, and the car was only available with a six-cylinder or V8 engine after that.
Legacy: The XJS was a popular car, although it did not achieve the iconic status of the E-Type/XKE. The car's long production run is a testament to its durability and popularity. The XJS is now considered a classic car, and is appreciated for its unique styling and luxurious features.
Successor: The XJS was succeeded by the Jaguar XK8 X100 in 1996, which was also a grand tourer but had a more modern design.
The Rover P6 was a series of mid-sized luxury saloon cars produced by British car manufacturer Rover between 1963 and 1977. The P6 was marketed as the Rover 2000 and Rover 3500, with the latter being the more powerful version.
The Rover P6 was known for its innovative design, which included a unitary body construction, a De Dion rear suspension system, and disc brakes all round. The P6 was also one of the first cars to feature a safety glass windscreen.
The Rover 2000 had a 2.0-liter engine that produced 90 horsepower, while the Rover 3500 had a 3.5-liter V8 engine that produced 155 horsepower. The car also featured a four-speed manual transmission or a three-speed automatic transmission.
In terms of performance, the Rover P6 was a capable and comfortable car. The Rover 3500 Automatic could accelerate from 0 to 60 mph in 10.5 seconds and had a top speed of 118 mph, making it one of the fastest cars of its time.
Overall, the Rover P6 was a well-regarded car that offered a comfortable and luxurious driving experience. Its innovative design and advanced features made it popular among car enthusiasts, and it remains a classic car today.
I do not have access to information about future developments or plans of Porsche beyond what has been publicly announced. However, it's possible to speculate on what the future of Porsche might look like in 2030 based on current trends and technologies.
It's likely that Porsche will continue to focus on developing electric and hybrid vehicles, as the industry shifts away from traditional gasoline engines. The company has already released several electric models, such as the Taycan, and has plans to continue expanding its electric lineup.
In terms of design, Porsche is known for its sleek and sporty aesthetic, and it's likely that this will continue to be a defining characteristic of the brand. It's also possible that Porsche will incorporate more advanced autonomous driving features into its vehicles as this technology continues to evolve.
Additionally, Porsche has been investing in alternative fuel technologies such as synthetic fuels, which are made from renewable energy sources and can be used in existing combustion engines without major modifications. It's possible that by 2030, Porsche could be producing vehicles that run on these fuels, offering a greener option for those who still prefer the feel and sound of a traditional engine.
Overall, while it's impossible to predict the future with certainty, it's likely that Porsche will continue to innovate and push the boundaries of automotive technology and design, while also adapting to the changing demands of consumers and the industry as a whole.
It’s hard to believe sometimes that something which started off so unremarkably and was almost cancelled has turned into such an automotive titan. We’ll certainly be celebrating this milestone in the Corvette’s history, so watch out for some very special features coming up soon! We kick things off this month with a trip to the Bowling Green facility with none other than Mike Buchanan of the Classic Corvette Club UK.
Corvette – America’s sports car − is celebrating its 70th year of production in 2023. Production started at Flint, Michigan in 1953 with the first 300 cars – all white 1953 model year cars − being built by hand. Production proper started in 1954 at the St Louis plant and continued there until 1981 when production moved to Bowling Green, Kentucky which is still where all Corvettes are built to this day. The first two years of Corvettes produced all featured a ‘blue flame’ inline six-cylinder engine which was replaced with a V8 from the 1955 model year; to this day all Corvettes have always featured this iconic engine configuration. From the beginning in 1953 until the end of the C7 model production in 2019 all Corvettes featured a front engine rear-wheel-drive configuration. The current C8 model launched in 2020 features a midmounted V8 and from the 2022 model year the cars are also available in right-hand drive direct from the factory – a first for Corvette. This year sees the launch of the C8 Z06 model featuring a 5.5L LT6 flat-plane DOHC V8 producing an impressive 670hp which will propel this latest Corvette to 0-60 miles per hour in just 2.6 seconds! A 70th Anniversary Edition package is also available to order in 2023 which provides two exclusive colours – White Pearl or Carbon Flash Metallic Black. The Classic Corvette Club UK welcomes all Corvette owners or potential owners and we can provide a wealth of knowledge about the history of the cars and also practical know-how when it comes to maintenance, insurance and the day-to-day running of these iconic cars. Please feel free to contact me should you require any additional information.
Further to the story on the Ravishing Wraith can I supply further information? Mrs Wordie, the owner of the car who died in 1946 aged 77 was the widow of Peter Wordie whom she married at St Giles Cathedral in Edinburgh in 1902. She appears earlier in the Rolls- Royce story when she purchased a Rolls-Royce Phantom II No 364. GY by H.J. Mulliner, according to Lawrence Dalton in ‘The Derby Phantoms’. The Wraith would appear to be its replacement.
With reference to Lady McEasham (there is a hand-written line in the coachbuilder’s instructions for the unusual sliding, rotating chair in the rear compartment that we believed said ‘As for Lady McEasham’ – Ed) I would suggest this to be Lady McEacharn, the widow of Sir Malcolm McEacharn, Mayor of Melbourne, Australia. A millionaire shipping magnate, he left Australia in a huff having lost his mayorship. He bought Galloway House in Wigtownshire from the Earl of Galloway in 1906 and settled in Scotland, where he had been born. He died, however, two years later. Lady McEacharn also bought a Rolls-Royce Phantom II, according to Dalton. This may be the car in which the ‘chair’ was installed – or in a later replacement Wraith. Their son, Captain Neil McEacharn, inherited Galloway House and became a prolific purchaser of Rolls-Royce Phantoms. He sold Galloway House in 1930 to Lady Forteviot of the Dewar whisky family. Captain McEacharn acquired a villa at Lago Maggiore in Italy where he established the worldfamous ‘Giardini Botanici’ gardens. I hope this information proves helpful.
I read with interest the feature on the TWR-engined XJ12, since I ran a similar vehicle myself a few years ago. Mine wasn’t quite up to the standards of your feature car though, having been created by an acquaintance who dabbled in breaking Jaguars. He bought a heavily accident-damaged XJ-S as a donor for a presentable but non-runner XJ12 and had the workshop perform the swap without realising that the XJ-S in question was a JaguarSport car.
The resulting creation may have been something of a ‘bitsa’ but as Paul Walton remarks in your story, was hilariously quick. The slightly ‘shabby chic’ body and paint only added to the appeal when taking on BMWs and GTIs at the lights, but eventually its thirst got the better of me and I traded it for something more sensible. Naturally having read the feature, now I wish I still had it.
It was with great pleasure that I read the articles regarding the W113 ‘Pagoda’ Mercedes-Benz (60 Years of the Mercedes ‘Pagoda’). I served my apprenticeship on Mercedes cars with the Normand group, initially at the workshop above the Cumberland Hotel, just round the corner from Marble Arch. The W113 was current in those early Sixties days and working on them was always a pleasure. During the last part of my apprenticeship, I often had to drive the 230SL on the road. A tough life!
Sam Dawson commented that the car’s automatic box felt ‘right’ – the 230SL was also faster 0-100mph as an automatic than as a manual. When used in full automatic mode, as against manual selection of the auto, the gearchanges were spot-on every time, and top speed was only 2mph slower with the auto. My time at Marble Arch was just before the 70mph speed limit came into force. We used to offer an engine enhancement comprising a different camshaft, bigger inlet valves and a ported cylinder head, allowing it to pull 7000rpm in top! Because the car was geared 20mph per 1000rpm, this equated to 140mph. No idle boast – as a passenger in an enhanced 230SL on the M1, I watched in amazement as the speedo nudged 140mph. Sadly, the 70mph law killed the project – we did one car for America and completed a job that was already in the workshop at the time, and that was it!
I enjoyed reading your excellent feature on Citroën 60 countdown. I was lucky enough to own a 1986 CX GTi Turbo 2 for 10 years until 1998. This was an amazing and underrated machine, hard to own, easy to love, a pleasure to waft in, weird to corner at speed. Its quirks were numerous, as if Salvador Dali had managed the production line. Exterior trim was held on by sticky typewriter ribbon, the boot hinge broke and appeared to come from a factory that made suitcase catches. Despite these flaws, its sleek long body turned discerning heads, and is still a lesson in how a car could be futuristic and beautiful. In contrast to Citroën’s elegant approach to design, look at your second fave marque, BMW, whose stylist seems hellbent on giving us cars that would make dogs weep. The DrivesToday team has obviously fallen underthe spell of this brand, which now produces some of the least attractive cars they’ve ever come up with. The bulbous i7 looks like a cutand- shut of three post-war Rovers. The grungy M2 with nose parts modified from a Dodge truck. The macho iX with a bodykit made from a bag of Darth Vader helmets. Citroën proves it’s good to be different and innovative, if not always perfect dynamically. Kia and Hyundai prove you can build technologically advanced cars that also look good. Why can’t BMW do this like they used to?
Creating demand — or frenzied desperation — by telling people they can’t have something is not the modem sales technique that it is often portrayed as. Sure, watch, yacht and ‘luxury goods’ companies have perfected the technique of Obscene Pricing Demand Creation post-millennium, but anyone who has ever raised kids will tell you that the basic psychology behind it is as old as the hills. Guess what: it works in reverse, too. Even in the business world, it goes back to the invention of conspicuous wealth and with it the emergence of enterprising souls who would generously provide succour for those who had so much money that they didn’t know what to do with it.
Enzo Ferrari was the master of that. Just as Mike Salmon’s famously snobby dismissiveness of potential customers converted many a wavering visitor to Maranello Concessionaires, Enzo sometimes made it very difficult to buy his cars. The ploy didn’t work on everyone, of course — to which we owe the existence of Lamborghini — but personally vetting potential owners to his incredibly expensive range-topping 400 Superamerica was a stroke of genius. No wonder it made the cars as coveted then as they are cherished now. And rightly so: maybe the true measure of a model’s greatness is how seldom examples come to market.
You can’t accuse Ford of adopting the same technique with its more celebrated supermarket approach to shifting units. Even so, coming from an era when more ‘experimental’ models such as the Probe and Cougar were brutally shunned by buyers, the Puma in original 1.7-litre form (the Racing doesn’t have the same effortless innocence) rapidly won petrolhead hearts and minds. Hard to believe that this sublime three-door coupe has reached the quarter-century, but it was wonderful to reunite designer Ian Callum with his baby.
Then, as a timely reminder to Puma fans that greatness will shine through regardless of origins, badge, even sales psychology, someone paid just shy of £600,000 for a Ford. Admittedly, it was a one-of-500 RS500 (there were 5545 Sierra Cosworths overall) and as good an example as you are likely to find, but even so...
Obviously that price was insane, especially against an estimate of £120,000-180,000 at the Silverstone Auctions Race Retro sale, but remember it takes two people (or more) to bid a car up at auction and that means there is at least one other person out there who was prepared to spend one bid less than £590,500 on such a car.
You can count on seeing a lot more RS500s coming to market very soon.
P6B prototype recalled
Your article on the Rover P6B prototype (Solihull Secret) reminded me of spring 1967, when I was working in the London office of Pirelli which bought a 3500S prototype car from Rover for tyre testing. When I later joined the technical department, I became aware of its reputation for speed and ability to rip the front bearing and oil seal out of its ZF five-speed manual gearbox at frequent intervals, about 3000 miles as I recall. The engine was basically Buick, I think, but maybe souped up.
Around 1967 a member of the public wrote to Motor or Autocar and said, ‘I was driving up the M1 in my 2000TC and was overtaken by another 2000TC. It was lefthand drive, green, had Solihull plates and was driven with spirit. I took my car to over 100mph and then the other driver waved, changed up a gear, and shot off over the horizon. There is clearly a new Rover in development’. I understand Rover was furious. I was granted a test drive in 1970. The test drivers advised, ‘If you’re in a hurry, try first, third and fifth gears; otherwise second and fifth is fine. There is so much torque you wouldn't believe it!’ I drove off from Burton on Trent onto the A38 slip road and booted it. Wow, what an effect. There was barely time for gear changes.
It was one of about five of equivalent specification. They were left-hand drive with glassfibre radiator cowls. One other went to a competitor tyre company. I turned down the opportunity to buy the car because it was dubious regarding spares. I think it went to the Measham car auction and made about £200. When the production P6B came up for sale I expressed an interest but the senior executive to whom I reported was not eligible for a V8, so he prevented one of his managers (me) from buying it.
Mk4 — front grille
Very cool old Fiesta Slipper
However, I can tell you what we currently know about Porsche's plans for electric cars and their approach to interior design.
Porsche has been making moves towards electric cars, with the introduction of the Taycan in 2019, which is an all-electric sports car. In addition, they have also announced plans for an all-electric Macan SUV in the future.
As for the interior, Porsche has always been known for its high-quality and luxurious interiors, and this is likely to continue with their electric cars. The Taycan, for example, has a minimalist and modern interior with a large curved display that combines the instrument cluster and infotainment system.
Porsche has also emphasized the importance of sustainability and eco-friendliness in their production processes, and this is likely to be reflected in the materials and design choices for the interior of their future electric cars.
Overall, while we can't know for sure what Porsche's all-new electric car and interior will look like in 2030, we can expect it to reflect their commitment to luxury, performance, and sustainability.
That being said, based on current trends and advancements in automotive technology, it's possible that the 2026 Porsche 911 GT2 RS Hybrid Race 992.2 could feature a hybrid powertrain, combining a high-output gasoline engine with an electric motor for added performance and efficiency.
In terms of power output, it's likely that the car could produce 700 horsepower or more, given that the current Porsche 911 GT2 RS already produces 700 horsepower with a traditional gasoline engine.
Other technological advancements that could be featured in the 992.2 version of the car could include improved aerodynamics, lightweight materials, and advanced driver assistance systems.
Overall, the 2026 Porsche 911 GT2 RS Hybrid Race could represent a significant leap forward in performance and technology for Porsche's flagship sports car, but until official information is released, it's impossible to say for certain what features the car will have.
The Jaguar XJ-S/XJ-S is a luxury grand tourer produced by Jaguar Cars from 1975 to 1996. Here is a brief history of the XJS:
The Rover P6 was a series of mid-sized luxury saloon cars produced by British car manufacturer Rover between 1963 and 1977. The P6 was marketed as the Rover 2000 and Rover 3500, with the latter being the more powerful version.
The Rover P6 was known for its innovative design, which included a unitary body construction, a De Dion rear suspension system, and disc brakes all round. The P6 was also one of the first cars to feature a safety glass windscreen.
The Rover 2000 had a 2.0-liter engine that produced 90 horsepower, while the Rover 3500 had a 3.5-liter V8 engine that produced 155 horsepower. The car also featured a four-speed manual transmission or a three-speed automatic transmission.
In terms of performance, the Rover P6 was a capable and comfortable car. The Rover 3500 Automatic could accelerate from 0 to 60 mph in 10.5 seconds and had a top speed of 118 mph, making it one of the fastest cars of its time.
Overall, the Rover P6 was a well-regarded car that offered a comfortable and luxurious driving experience. Its innovative design and advanced features made it popular among car enthusiasts, and it remains a classic car today.
I do not have access to information about future developments or plans of Porsche beyond what has been publicly announced. However, it's possible to speculate on what the future of Porsche might look like in 2030 based on current trends and technologies.
It's likely that Porsche will continue to focus on developing electric and hybrid vehicles, as the industry shifts away from traditional gasoline engines. The company has already released several electric models, such as the Taycan, and has plans to continue expanding its electric lineup.
In terms of design, Porsche is known for its sleek and sporty aesthetic, and it's likely that this will continue to be a defining characteristic of the brand. It's also possible that Porsche will incorporate more advanced autonomous driving features into its vehicles as this technology continues to evolve.
Additionally, Porsche has been investing in alternative fuel technologies such as synthetic fuels, which are made from renewable energy sources and can be used in existing combustion engines without major modifications. It's possible that by 2030, Porsche could be producing vehicles that run on these fuels, offering a greener option for those who still prefer the feel and sound of a traditional engine.
Overall, while it's impossible to predict the future with certainty, it's likely that Porsche will continue to innovate and push the boundaries of automotive technology and design, while also adapting to the changing demands of consumers and the industry as a whole.
It’s hard to believe sometimes that something which started off so unremarkably and was almost cancelled has turned into such an automotive titan. We’ll certainly be celebrating this milestone in the Corvette’s history, so watch out for some very special features coming up soon! We kick things off this month with a trip to the Bowling Green facility with none other than Mike Buchanan of the Classic Corvette Club UK.
Celebrating 70 years of Corvette
Corvette – America’s sports car − is celebrating its 70th year of production in 2023. Production started at Flint, Michigan in 1953 with the first 300 cars – all white 1953 model year cars − being built by hand. Production proper started in 1954 at the St Louis plant and continued there until 1981 when production moved to Bowling Green, Kentucky which is still where all Corvettes are built to this day. The first two years of Corvettes produced all featured a ‘blue flame’ inline six-cylinder engine which was replaced with a V8 from the 1955 model year; to this day all Corvettes have always featured this iconic engine configuration. From the beginning in 1953 until the end of the C7 model production in 2019 all Corvettes featured a front engine rear-wheel-drive configuration. The current C8 model launched in 2020 features a midmounted V8 and from the 2022 model year the cars are also available in right-hand drive direct from the factory – a first for Corvette. This year sees the launch of the C8 Z06 model featuring a 5.5L LT6 flat-plane DOHC V8 producing an impressive 670hp which will propel this latest Corvette to 0-60 miles per hour in just 2.6 seconds! A 70th Anniversary Edition package is also available to order in 2023 which provides two exclusive colours – White Pearl or Carbon Flash Metallic Black. The Classic Corvette Club UK welcomes all Corvette owners or potential owners and we can provide a wealth of knowledge about the history of the cars and also practical know-how when it comes to maintenance, insurance and the day-to-day running of these iconic cars. Please feel free to contact me should you require any additional information.
Classic Corvette Club UK
Further to the story on the Ravishing Wraith can I supply further information? Mrs Wordie, the owner of the car who died in 1946 aged 77 was the widow of Peter Wordie whom she married at St Giles Cathedral in Edinburgh in 1902. She appears earlier in the Rolls- Royce story when she purchased a Rolls-Royce Phantom II No 364. GY by H.J. Mulliner, according to Lawrence Dalton in ‘The Derby Phantoms’. The Wraith would appear to be its replacement.
With reference to Lady McEasham (there is a hand-written line in the coachbuilder’s instructions for the unusual sliding, rotating chair in the rear compartment that we believed said ‘As for Lady McEasham’ – Ed) I would suggest this to be Lady McEacharn, the widow of Sir Malcolm McEacharn, Mayor of Melbourne, Australia. A millionaire shipping magnate, he left Australia in a huff having lost his mayorship. He bought Galloway House in Wigtownshire from the Earl of Galloway in 1906 and settled in Scotland, where he had been born. He died, however, two years later. Lady McEacharn also bought a Rolls-Royce Phantom II, according to Dalton. This may be the car in which the ‘chair’ was installed – or in a later replacement Wraith. Their son, Captain Neil McEacharn, inherited Galloway House and became a prolific purchaser of Rolls-Royce Phantoms. He sold Galloway House in 1930 to Lady Forteviot of the Dewar whisky family. Captain McEacharn acquired a villa at Lago Maggiore in Italy where he established the worldfamous ‘Giardini Botanici’ gardens. I hope this information proves helpful.
The 1973 BMW 1004 SA version — look the same
Big block XJ
I read with interest the feature on the TWR-engined XJ12, since I ran a similar vehicle myself a few years ago. Mine wasn’t quite up to the standards of your feature car though, having been created by an acquaintance who dabbled in breaking Jaguars. He bought a heavily accident-damaged XJ-S as a donor for a presentable but non-runner XJ12 and had the workshop perform the swap without realising that the XJ-S in question was a JaguarSport car.
The resulting creation may have been something of a ‘bitsa’ but as Paul Walton remarks in your story, was hilariously quick. The slightly ‘shabby chic’ body and paint only added to the appeal when taking on BMWs and GTIs at the lights, but eventually its thirst got the better of me and I traded it for something more sensible. Naturally having read the feature, now I wish I still had it.
Faster automatic
It was with great pleasure that I read the articles regarding the W113 ‘Pagoda’ Mercedes-Benz (60 Years of the Mercedes ‘Pagoda’). I served my apprenticeship on Mercedes cars with the Normand group, initially at the workshop above the Cumberland Hotel, just round the corner from Marble Arch. The W113 was current in those early Sixties days and working on them was always a pleasure. During the last part of my apprenticeship, I often had to drive the 230SL on the road. A tough life!
Sam Dawson commented that the car’s automatic box felt ‘right’ – the 230SL was also faster 0-100mph as an automatic than as a manual. When used in full automatic mode, as against manual selection of the auto, the gearchanges were spot-on every time, and top speed was only 2mph slower with the auto. My time at Marble Arch was just before the 70mph speed limit came into force. We used to offer an engine enhancement comprising a different camshaft, bigger inlet valves and a ported cylinder head, allowing it to pull 7000rpm in top! Because the car was geared 20mph per 1000rpm, this equated to 140mph. No idle boast – as a passenger in an enhanced 230SL on the M1, I watched in amazement as the speedo nudged 140mph. Sadly, the 70mph law killed the project – we did one car for America and completed a job that was already in the workshop at the time, and that was it!
Thanks!
Really true McPherson
Aston DB7 vs Mondial vs 911 996
Citroën vs BMW
I enjoyed reading your excellent feature on Citroën 60 countdown. I was lucky enough to own a 1986 CX GTi Turbo 2 for 10 years until 1998. This was an amazing and underrated machine, hard to own, easy to love, a pleasure to waft in, weird to corner at speed. Its quirks were numerous, as if Salvador Dali had managed the production line. Exterior trim was held on by sticky typewriter ribbon, the boot hinge broke and appeared to come from a factory that made suitcase catches. Despite these flaws, its sleek long body turned discerning heads, and is still a lesson in how a car could be futuristic and beautiful. In contrast to Citroën’s elegant approach to design, look at your second fave marque, BMW, whose stylist seems hellbent on giving us cars that would make dogs weep. The DrivesToday team has obviously fallen underthe spell of this brand, which now produces some of the least attractive cars they’ve ever come up with. The bulbous i7 looks like a cutand- shut of three post-war Rovers. The grungy M2 with nose parts modified from a Dodge truck. The macho iX with a bodykit made from a bag of Darth Vader helmets. Citroën proves it’s good to be different and innovative, if not always perfect dynamically. Kia and Hyundai prove you can build technologically advanced cars that also look good. Why can’t BMW do this like they used to?
You are right Derek, and I vow to drink more strong black coffee when proofing pages late at night.
High carb diet
The ex-Peter Collins Aston DB2/4 engine (Hard to Top) appears to be sporting a pair of SU carburettors yet the caption states Webers.