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Most of us buy our classic cars based on some kind of emotional connection. It may be a car we admired as a child, a car we wanted but could never afford when new or it may have been on a poster in our bedroom.

But there are those that like to have an eye to future values. As such it helps to know what the future classics are going to be, or what is undervalued in the current market. In this case the combined knowledge of the Piston Heads community can be useful guidance.

PistonHeads has named the Lotus Elise S1 as the ‘Best Performance Car’ of the last 25 years as part of its 25^th anniversary celebrations.

The PistonHeads community came together with the expert PistonHeads editorial team to crown the winner, with ‘Piston Headers’ casting their vote to determine their definitive best performance cars of the last quarter century.

The PistonHeads editorial team selected their champion from a shortlist of cars of category winners chosen by the PistonHeads community, comprising: Best Supercar (Porsche Carrera GT), Best Saloon (BMW M5 E39), Best Track Day Car (Caterham Seven 620R), Best Hot Hatch (Toyota GR Yaris) and Best Sports Car (Lotus Elise S1). Each sub-category contained at least 12 cars shortlisted by the PistonHeads team.

The Elise dominated in the Best Sports Car category, receiving 27.06% of the over 10,000 category votes – nearly double the number of the second place Porsche 911 (997) Carrera and third place Honda S2000.

Ranking	Best Supercar	Best Saloon	Best Track Day Car	Best Hot Hatch	Best Sports Car
1	Porsche Carrera GT – 32.80%	BMW M5 (E39) – 32.42%	Caterham 620R – 31.24%	Toyota GR Yaris – 20.25%	Lotus Elise (S1) – 27.06%
2	Ferrari 458 Italia – 26.92%	Alfa Romeo Giulia Quadrifoglio – 29.62%	Porsche 911 (997) GT3 RS – 20.59%	Renaultsport Clio 182 Trophy – 18.62%	Porsche 911 Carrera (997) – 15.01%
3	Lexus LFA – 24.24%	BMW M3 (E46) – 19.82%	Lotus Exige S (S3) – 18.88%	Honda Civic Type R (EP3) – 13.93%	Honda S200 – 14.85%
4	McLaren 720S – 14.19%	Audi RS4 (B7) – 13.85%	Ariel Atom 4 – 18.68%	Honda Civic Type R (FK8) – 9.03%	Porsche 718 Cayman GTS – 14.10%
5	Honda NSX (NA) – 13.20%	Mercedes-Benz C63 AMG (W204) – 12.26%	Renaultsport Megane R26.R – 12.47%	Renaultsport Megane 275 Trophy – 7.96%	Mazda MX-5 (ND) – 10.86%
6	Porsche 911 (992) Turbo S – 10.63%	Subaru Impreza Turbo (GC8) – 10.47%)	Porsche 718 Cayman GT4 RS – 11.71%	BMW M140i – 7.22%	Alpine A110 – 10.52%
7	Lamborghini Aventador – 10.56%	BMW M5 CS (F90) – 10.35%	Porsche 911 (992) GT3 RS – 10.66%	Ford Fiesta ST (Mk7) – 7.21%	Audi R8 V8 – 9.75%
8	Lamborghini Murcielago – 10.48%	Mitsubishi Lancer Evolution VI – 9.90%	BAC Mono – 9.95%	Volkswagen Golf GTI (Mk5) – 7.13%	Caterham Seven 310R – 8.68%
9	Nissan GT-R (R35) – 9.92%	Subaru Impreza WRX STI (Blobeye) – 8.56%	BMW M3 CSL (E46) – 7.46%	Ford Focus RS  (Mk1) – 6.49%	BMW M2 Competition – 8.23%
10	Aston Martin V12 Vantage S – 7.49%	BMW M5 (E60) – 8.24%	Ferrari 458 Speciale – 7.17%	Volkswagen Golf R~ (Mk7) – 6.41%	Aston Martin V8 Vantage – 7.58%
11	Ford GT (2005) – 5.99%	BMW M3 (E90) – 7.78%	Porsche Cayman GT4 (981) – 6.88%	Peugeot 306 Rallye – 6.13%	TVR Sagaris – 7.12%
12	Audi R8 V10 (Type 4S) – 5.6%	Maserati Quattroporte (M139) – 7.61%	Lotus 2-Eleven – 6.62%	Peugeot 106 Rallye – 5.78%	Toyota GR86 – 6.32%

The journey to establish the Best Performance Car of the last quarter century began at the start of the year, and a combined total of 33,935 votes were cast to determine the category winners, followed by the PistonHeads editorial team testing the five winners over two days back-to-back to decide on an overall victor.

Often labelled as ‘the car that saved Lotus’, the original iteration of the Elise was powered by a 120hp, 1.8-litre Rover K-Series engine. An innovative glass fibre body mounted to an ultra-stiff aluminium chassis resulted in an incredibly lightweight car at just 725kg, delivering a totally unique driving experience. Being relatively affordable, too, with a starting price of just £18,995 when it launched in 1996, rendered it a huge sales success for the Norfolk-based sports car manufacturer.

However, the Elise faced stiff competition from the other category winners. The BMW M5 E39 (Best Saloon) is regarded by many as one of the brand’s greatest hits thanks to its perfect blend between modern car performance and old-school analogue feel.

The Porsche Carrera GT, named Best Supercar, used a 5.7-litre V10 from the LMP2000 Le Mans racer, and offered phenomenal track performance, yet somehow proved to be a road-friendly package too.

Combining Caterham’s renowned determination to be ultra-lightweight with a range-topping supercharged engine, the Caterham Seven 620R scooped Best Track Car. The 620R delivers a brutal 580 bhp-per-tonne making for a truly unforgettable track experience.

Last but not least, Best Hot Hatch went to the newest car on the shortlist – the Toyota GR Yaris – a rally homologation special that instantly earned legendary status upon its arrival in 2020.

Do you agree? Make your thoughts known on the comments page.

By Classic Yorkshire correspondent Tony Lofthouse

I’m guessing it’s been a hectic past few days for the press team at BMW Mini.

The ‘good news’ is the German giants are investing a reported £600 million – including a fair slice of government funding – in electric Mini production in Oxford and Swindon. A move that will safeguard thousands of jobs in the area.

Now the bad news. Anyone with a love for this wonderful British name will surely be saddened by news that the manufacture of the manual Mini will end next year.

For Mini Cooper drivers the exciting motion of going through the gears will soon be a thing of the past, bringing to an end 65 years of unique Mini motoring.

Looking ahead, BMW say they will build all-electric Mini Coopers and the crossover model, Mini Aceman over here from 2026, as part of ambitions to take the brand fully electric.

The move won’t stop Mini from its motorsport activities, according to BMW, but a new chapter of racing might look a bit different.

Sadly, flagship motoring gems in manual form are slowly disappearing. Only recently, Volkswagen announced the end of the stick-shift Golf GTI and the rest of the Golf line-up during 2024.

These changes come as figures (from Direct Line) show that whilst manual cars still amount for 70% of UK motors on the road, in 2021 new automatic cars outsold manual ones for the first time.

Rest in peace to another motoring icon.

Raising sponsorship: 

Sponsorship is usually a mix of businesses putting something back into the local community and business promotion. So…

1. Prepare a sponsors information sheet with key information about the event and what they get for their money.  For example, title sponsorship, name on posters and programmes, a place on the judging panel. 
2. Be clear about how much you want.
3. Make sure you exceed your sponsors expectations so that they come back in future years.
4. Get them into any pictures taken by the press.

Managing entrants:

For very small events for club members this isn’t much of a problem.  Just telling them when and where is usually enough.   But if you have a large number of people attending, or are charging exhibitors it might be worth using a commercially available booking site.

I use Eventbrite for my events.   You upload all your information to the site and it provides a full service from providing tickets, registering entrants, closing the bookings when the event is full and issuing emails to exhibitors.  It really saves you a lot of time and best of all its free if your event is free.   If you use the site to take payments then they take a percentage.

I manage my mailing list using Mailchimp which I linked to Eventbrite.  Every entrant is logged into mailchimp and this provides a database for marketing future events.   I generally issue a mailing to my regulars in advance of any marketing.  Mailchimp is also free provide your database doesn’t exceed a certain number.

Make sure you include the Eventbrite link in all your marketing and promotion.  If you need to issue joining instructions, or even cancellation notices, Eventbrite will do it all for you (well you do have to write the notice).

On the day:

How your event goes on the day will largely determine whether they come to your next event.   So …

1. Arrive early, long before the first car is due
2. Brief stewards and volunteers.
3. Prepare for the weather, sunscreen and /or waterproofs.  Wear hats. Drinking water
4. Have a first aid kit and lost children post
5. Carry some basic tools including hammers, nails, string, paper, Sellotape and some car tools.

After the event:

Write to key people, landowners, judges, competition winners and sponsors thanking them for their support.  Tell the press who won and send some nice pictures and simple quotes.  Then start to plan for next year.

I hope this helps you to put on your own events.   Trust me using technology makes it so much easier.  One final tip.   Over book by 20% as there is always a drop out rate, especially on free shows where people book and decide on the day if they are going to come.

We have split this article into two parts as it is a little longer than usual.

Classic car shows are a mainstay of our hobby and bring together owners, enthusiasts and suppliers.  Shows range from a group of enthusiasts meeting in a field somewhere to large professional shows at exhibition venues such as the NEC.

Over the past 15 years I have organised or supported a number of small shows and have learnt a few lessons along the way.  Here a just a few tips that might make your life easier whether you are an experienced organiser or setting up your first event.

Budget:  

Judging by some comments I have received on line, classic car shows cost nothing to put on and organisers should be paying owners to turn up.   It is true that many small scale events can be free with a willing landowner and volunteers to help with stewarding and promotion.   But as soon as you start looking at hiring a venue such as a park or stately home then the costs can mount rapidly. 

Costs to consider will include: –

1. Venue hire
2. Public liability Insurance
3. Cancelation insurance
4. Stewards and security
5. First aid
6. Marketing and promotion
7. Trophies and certificates

Income streams:

1. Exhibitor charge (not recommended unless it’s for charity)
2. Visitor charge (You will need a system to collect payments and distribute tickets)
3. Sponsorship (Not easy)
4. Pitches for retailers and suppliers

As you can see there are more opportunities to spend money than there are to make it.   Best fire up that spreadsheet to keep on top of things.

Liability:

This doesn’t really apply to an informal gathering of car enthusiasts meeting in a car park or going for a drive in which case your own car insurance should cover you for any incidents. .  But there may come a time when this informal gathering becomes a bit more organised. Whether you are organising a small local event or a major show you are taking on a liability.  So, you need to understand who is the organiser.  Is it you personally, a club or a business?  Because if anything goes wrong someone will need to be held accountable. 

Anything can happen, a car gets scratched, someone gets hit by a car reversing into position, a trip or fall.  These things can happen….. but probably won’t.  But if it does, then where there’s blame there may be a claim.

To reduce your liability you can:-

1. Make “exhibit at your own risk” part of your conditions.
2. Take out Public Liability Insurance (PLI)
3. Don’t permit the use of gazebo’s
4. Don’t invite trampolines, bouncy castles or Zorbing balls unless they carry their own Public Liability Insurance (ask to see the certificate).

Venue:

These come in all shapes and sizes but common things to look for include

1. Easy access from the road
2. Suitable track to the display area (a rutted track might cause problems)
3. Flat display area capable of parking the appropriate number of cars on display
4. Parking for visitors
5. On site facilities (food outlets and toilets)
6. Electricity and sound systems.
7. Separate exit route if possible

Marketing and promotion:

This is just a quick summary of what you can do.  We will write a more detailed article sometime soon.  There are lots marketing routes available these days. Remember you have two audiences for you marketing, exhibitors and visitors. I suppose that social media sites are the most popular, especially facebook.  So try:-

1. Create an event facebook page and post links on other classic car sites.
2. Produce a poster in Jpeg format and post on social media.
3. Issue a press release to the local press (include some nice pictures)
4. Send the poster (with a covering email) to local car clubs and owners clubs.
5. Attend other events and leave leaflets on cars that you are interested in.

By Classic Yorkshire correspondent Tony Lofthouse

According to research from Skoda more than seven million dog owners take their four-legged friends on car runs every week.

A good proportion of these are classic car owners who like to offer canine comfort as well as enjoy a good drive. Estate cars may be the most popular choice but hatchbacks, coupes and SUVs are also common.

So in the name of research ….. and as a bit of fun, Classic Yorkshire has picked its top six ‘pooch perfect’ motors.

Volvo estate

The boxy 850, 940, 240 and 740/760 are long standing favourites for the discerning dog owners with some of the biggest boot capacity available, from 56 to 75 cubic feet, depending on the model. It’s an estate that’s ideal for transporting a wet hound and the odd chewed stick!

BMW Z3 M Coupe

The rarer six-cylinder Z3 M Coupe offers ample rear hatch space and low floor for access. In terms of driver appeal it’s a car offering a real turn of speed, but watch those wet paws on the leather upholstery!

VW Golf Mk2 

This 80s hatchback is ideal for taller dogs with ample head space and boot. One drawback is the back  seats don’t drop down quite flat.

Skoda Superb estate

It may not be old enough to be a true classic but it’s hard to leave out this affordable Skoda. The Superb estate has a wide boot opening that sits low to the ground and comes with durable upholstery that’s easy to clean!

Land Rover Discovery

At the other end of the price scale the Discovery offers seven good-sized seats with the back row folding to give ample boot space. The high sills may not be ideal for the smaller dog getting in and out, but hey, these are big cars for big dogs!

Citroen DS Safari 

Finally, for sheer style the DS Safari makes a grand ‘canine carrier’ combining enormous load space, a ‘glass house’ rear and groundbreaking hydraulic suspension. Launched in 1958, the estate makes a fabulous drive if you can find one!

Perhaps you have your own favourite dog-friendly classic, if so, why not share your top vehicle with readers by leaving a comment with this story or on our Facebook page?

National Motor Museum mechanics have discovered time capsule finds during the start of the restoration of Land Speed Record breaker Sunbeam 1000hp.

The historic finds were made while the workshop team removed its two colossal V12 aero engines, workings and body panels for the Sunbeam 1000hp Restoration Campaign. The campaign aims to raise £300k to restore ‘The Slug’ and take it back to Daytona Beach in Florida for the 100th anniversary of its record-breaking run in 2027. A 1920s wooden handle screwdriver, which was used by one of the original mechanics before Major Henry Segrave broke the 200mph barrier, had been dropped into the filler neck of its engine oil tank while he checked the levels – and stayed inside for almost a century.

Meanwhile, a preserved shilling with a 1921 stamp was found in solidified oil on top of the rear suspension spring, when bodywork was taken off to expose the chassis. An adjustable spanner from the time of its landmark run was also uncovered, after being similarly ‘glued’ to the chassis with vegetable-based Castrol R oil. National Motor Museum Senior Engineer Ian Stanfield explained:

“It’s the first 200mph screwdriver, which couldn’t have been taken out of the oil tank because it was buried under the engine. We cleaned out the tank where the oil had solidified, using hot water and detergent, and after shaking the tank the vintage screwdriver eventually tipped out

”He added: “After the LSR breaking run, the oil would have stuck like glue on top of the chassis which is where we made the other discoveries.

“It is like a time capsule which is all part of the incredible history of Sunbeam 1000hp. It has only ever been driven for 50 miles to break the world record and thee are the style of tools which would have been used by the mechanics when they built it. ”

The National Motor Museum’s specialist workshop team has needed to make its own bespoke tools to fit the iconic record breaker, in order to dismantle it. Visitors to Beaulieu can see the exposed chassis on show in the National Motor Museum, until Sunbeam 1000hp is taken to motoring events at the end of the summer. The Sunbeam 1000hp Restoration Campaign was launched with Hampshire-based Brookspeed Automotive in March. To help raise the profile of the vehicle’s centenary celebrations and fundraising campaign – through individual donations and corporate sponsorship – there are plans to take it to Europe and on tour to motoring museums across America.

Opportunities will also be offered for schools, colleges and universities to get involved with STEM workshops and activities. The Sunbeam’s two 22.5 litre engines, which each produced 435bhp, have not run since before World War II more than 80 years ago – after corrosion attacked internal workings. With painstaking rebuilding, using specialist knowledge and bespoke parts, National Motor Museum engineers will recapture the sounds, sights and smells of this ground-breaking machine and help to preserve it for future generations. Designed and built solely to break the 200mph barrier, this immensely powerful machine was once the fastest car in the world. For footage of the Sunbeam’s record-breaking runs, go to Beaulieu’s YouTube channel at www.youtube.com/user/MotorMuseum. Funds are now needed to turn back the clock and complete the full restoration project. Donations for the Sunbeam 1000hp Restoration Campaign can be made online at https://nationalmotormuseum.org.uk/sunbeam-1000hp-restoration-campaign/.

What is the most unusual thing you found in a car during a restoration? Let us know in the comments section. Add a picture if you can.

I know that a few of our readers are active at the most prestigious level of classic car ownership and can gain entry to the poshest of events. For the rest of us we have to make do with peeping through the fence. So here is a quick peep at Salon Prive. And if you did go, why not send us a few pics.

Few models epitomise the green shoots of Ferrari’s early rise to greatness more than the 212, and at this month’s Salon Privé Concours presented by Aviva two beautifully presented examples, each with coachwork by Vignale, will be making star turns.

Far from being identical twins, Salon Privé’s 212s each cleverly targeted a different market sector for Ferrari in the early Fifties: the 212 Export, with its shorter wheelbase and more highly tuned Columbo V12 engine was designed for competition, or for fast-road use; whereas the 212 Inter, with its more capacious cabin and ‘softer’ performance was aimed at the burgeoning GT sector, especially in overseas markets.

Both of Salon Privé’s 212s tell this story perfectly, and promise to be highlights at the Blenheim event, which opens on August 30.

1951 Ferrari 212 Export by Vignale
Ferrari’s response to privateer-racers keen to enter now legendary events, like the Mille Miglia and Carrera Panamericana, was the 212 Export. An evolution of Ferrari’s earlier 166, the 212 Export also took a highly modified version of that model’s legendary Colombo V12 engine, this time with a total displacement of 2652cc and cylinder capacity of just over 212cc, earning the car its moniker. Producing 165bhp at a heady 7000rpm, thanks to a triple-Weber carburettor set-up and higher compression ratio compared with its Inter sibling, the Export could achieve a top speed of 137mph, making it a popular weapon of choice for long-distance road races.

But despite its extraordinary performance, the Export’s aesthetic spoke of tasteful understatement. Produced in Berlinetta, Barchetta and Spider guises with most cars’ coachwork from Carrozzeria Touring, the bodies were formed over a steel twin-oval tubular frame underpinned by independent front suspension with unequal length wishbones and a transverse leaf spring, and a live axle with semi-elliptic leaf springs at the rear. As befitting its more sporting remit, the Export had a shorter 2250mm wheelbase than the Inter for more agile handling.

Salon Privé’s 212 Export, chassis 0080E, is a real rarity, since its body was produced by Vignale, who only made 10 out of the 27 Exports – seven of which were closed Berlinettas, like this one. Designed by Giovanni Michelotti, each one of Vignale’s 212 Exports would have been unique, specifications varying so much at the time.

Rome’s Prince Vittorio Massimo ordered 0080E in February 1951, but even before he took delivery, the car was pressed into service on Vignale’s stand at the Turin Salon that year, sporting a black body with a grey roof. The car changed hands twice more within the next year and was then entered in the 1952 Xll Giro di Sicilia, driven by Francesco and Anna Vasaturo, before changing hands thrice more and then being exported to the USA in November 1953. Before the end of the decade, 0080E was repainted in black and red and bought by Layne Little in 1958. Little owned the car until his death in 1992, after which it was sold and fully restored by Southern California-based Steve Tillack in 1993.

Since then, 0080E has been prolific on the show circuit, as well as a regular entrant in the modern-day Mille Miglia. After collecting numerous awards at events like the Pebble Beach Concours, Cavallino Classic and Rodeo Drive Concours, the car was sold to Brian Ross of Cortland, Ohio. It was restored once again, this time taking it back to its original grey over black colour and earning a coveted Ferrari Classiche certification in 2009. Since then, 0080E has taken successive awards at the Cavallino Classic, including a Class 1 Platinum in 2009, class win at Pebble Beach in 2010, and more recently an appearance at Villa d’Este in May this year.

1951 Ferrari 212 Inter Cabriolet by Vignale
Salon Privé’s second 212, another Vignale production, this time to Inter specification with a Cabriolet body, is not only a rarity, but also a relatively low-ownership car with Ferrari Classiche’s Red Book certification.

While the 212 Inter was no stranger to the racetrack in certain guises – two coupé-bodied cars scored a one-two victory in 1951’s Carrera Panamericana – it was conceived as a road car, with the Export its more highly-strung sibling. This was evident in the Inter’s mechanical make-up: retaining the Export’s 2652cc displacement, its Columbo V12 had a lower, 7.5:1 compression ratio, with fuel delivered through a single Weber 36 DCF carburettor, instead of the Export’s three. Though the 150bhp Inter’s top speed took a small hit (down to 124mph) overall performance remained prodigious for the day.

But the 212 Inter was a significant model for Ferrari in another respect. Although bodies for the model were made by Touring, Ghia and, in our subject car’s case, Vignale, the 212 was the very first with coachwork by Pinin Farina (now Pininfarina), forging a relationship between the two companies which remains to this day.

Delivered to a dealer in Rome in October 1951, 0159E was one of 16 212 Inters with coachwork by Vignale, and one of only four Cabriolets built by the famed carrozzeria. Sitting on a longer, 2600mm wheelbase compared with the Export model, the Inter was altogether a more extravagant-looking car with its large, open grille and chromed strakes adorning its flanks. Appropriately enough, the car’s first owner was Peter Staehelin, a co-founder of Ecurie Espadon, which ran two Ferrari Formula 2 monopostos. Staehelin returned the car to the factory two years later for a triple carburettor conversion, aligning its performance more closely with the 212 Export. Staehelin sold the car in 1960, and after passing through two more Swiss owners, it was bought by noted Dutch dealer and car writer Rob de la Rive Box. The car then spent a brief spell in the UK, before returning to Switzerland in 1973 after it was purchased by privateer Bugatti racer Charles Gaston Renaud. Renaud kept the car until his death in 2006, before which he had started to disassemble the car in readiness for a complete restoration. After being domiciled until 2012, 0159E – still showing only 71,628km on its odometer – was bought by Heinrich Kämpter, who commissioned a re-paint to its original Rosso Bordeaux, as well as a full mechanical and interior restoration at Sahli Karrosserie in Zurich. The work’s painstaking attention to detail was rewarded with a Ferrari Classiche Red Book Certification in 2014, followed by a second in class at Pebble Beach the same year.

Since 2015, 0159E has been part of a prominent collection in North America, and was shown at 2017’s prestigious Cavallino Classic in Palm Beach, Florida. It’s inaugural appearance at Salon Privé Concours, along with its 212 Export sister model, promises to be a real crowd-pleaser.

Tickets can be purchased via the website: www.salonpriveconcours.com

By Classic Yorkshire correspondent Tony Lofthouse

The time when a car earns ‘classic’ status is often debated but for many it’s seen as when the vehicle hits 40.

At four decades old a car becomes MOT exempt and also free from road tax.

It seems easy to accept top makes like Aston Martin, Ferrari and Jaguar as expensive ‘classic cars’ but turning 40 this year are some less exotic models!

Among them are a bunch of, let say ‘mainstream’ motors. Cars such as the Austin Maestro, Fiat Uno,  Ford Orion, Vauxhall Nova, Honda Civic (third generation) and the Renault 25.

Delve deeper into the ‘class of 1983’ and you also find some appreciating classics too!

The end of production of the Fiesta is bringing an immediate boost to second-hand prices for the country’s best selling car of all time. The average sold prices for a Ford Fiesta has gone up 14% in recent months and that includes the 40-year-old Mk2.

The first Land Rover Defender, know as the 110 in 1983, is another UK classic rising in value.

One of Peugeot’s biggest successes, the 205, is another sound investment from the early 80s with prices soaring for the fastest examples. It’s almost impossible to find a good condition GTI version for under £15,000.

With Volkswagen due to say ‘auf wiedersehen’ to the Golf (we are now on Mk8!) in petrol and diesel forms, the Mk2 is an attractive option for buyers priced out of the very early Golfs.

Another gem from 1983 is the punchy Honda-CRX which ran for eight years. A good condition low mileage example can be picked up for a little over £7,000.

It’s not a bad roll-call of motoring from the eighties and if you’re tempted by one of these ‘new’ classics you can also enjoy exemption from some clean air zone charges. Just think, you could drive around the capital’s ULEZ for free – for now anyway!

The Historic Sports Car Club’s 2023 race season moves north this weekend for the excellent Croft Historic Race Weekend and Show (September 2/3).

The annual trip to the challenging North Yorkshire track is always a highlight of the season and this year’s Croft event promises to be an excellent weekend with well over 200 entries across 19 races. A full programme of HSCC championships are at the core of the event, joined by welcome visitors from the Scottish Classic Sports and Saloon series and the amazing Super Karts. In and around the venue will be a host of exhibitions, displays, car club gatherings and much more to make it a really first class weekend for the whole family.

There is every chance that Graham Fennymore will be crowned champion in the Historic Formula Ford 2000 championship this weekend, as he only needs a handful of points from two races to be secure after an exemplary season.

However Fennymore will want to add to his eight wins to date and will be going flat out to make it 10 wins. His rivals in the two-litre Ford Pinto-powered single seaters include Richard Coleman, Ollie Roberts, Adrian Langridge and Jordan Harrison with his Lola T580. Harrison’s Lola is the big threat to the Reynards that dominate the category. Former touring car racer Chris Stockton was a newcomer last time out and will also be a contender as he gets to grips with Formula Ford 2000 after a long break from racing.

Another title that could be settled is the Historic Formula Ford 1600 Championship where Bolton racer Callum Grant has a handy lead with four races left to run. With leading rival Linton Stutely not entered at the time of writing, Grant’s chances of securing the championship for a third time are improved further. However there are plenty of drivers aiming to take the fight to Grant this weekend: notably another former champion Benn Simms, Rob Wainwright and young Spencer Shinner.

Another group of Formula Fords, this time the cars of the 1970s, will line up for two rounds of the Classic Formula Ford Championship supported by SDC. This one is more open as Ben Tinkler and Joseph Arens currently head the points. However, Rick Morris, Jake Shortland, Stuart Kestenbaum and Chris Porrit are all strong contenders in another quality field.

Moving away from single seaters, the Road Sports races have drawn a fantastic 40 car entry, which is split between the historic cars of the 1960s and the 70s cars. Lotus Elans, Porsche 911s, Morgan Plus 8s and much more will go into battle across a huge field and to the fore of the action should be drivers like Antony Ross (TVR 3000M), Mark Leverett (Lotus Elan), John Williams (Porsche 911) and John Shaw (Morgan Plus 8).

More sports car action will close the programme with the hour-long Guards Trophy race at the end of Sunday’s programme. The wonderful Chevrons of Steve Nuttall, Daniel Balfour and John Davison will go up against the Lenham of Robert and Tusting and the Lotus 23B of the very rapid Benn Tilley in this race with mandatory pit-stops and optional driver changes.

Another champion who could be confirmed at Croft is young Samuel Harrison in the Historic Formula 3 Championship. The youngster from Ripon has made a fine name in historic single seater racing and heads the field of one-litre F3 cars from the late 1960s and early 1970s. He’s unbeaten across eight races to date this season, so it is hard to see him losing the championship unless he has a really difficult time at Croft, which is his local circuit.

Those chasing Harrison will include Simon Armer (March 703), Ross Drybrough (Merlyn Mk14), Jason Timms (Brabham BT21) and Josh Sharp (Chevron B17). But on current form, Harrison is all but unstoppable.

The biggest single seaters will line up for two races for the Aurora Trophy with Classic Formula 3, with a mixed and varied field including Formula 2 and Formula Atlantic cars.

Local racer Adrian Holey takes over the Formula Atlantic Lola T240 sometimes raced by Samuel Harrison, while Mike Bletsoe-Brown and Mike Bainbridge bring out Formula 2 Chevrons against the more recent Formula Atlantic Swift DB4 of Scotsman, James McGaughay. Notable F3 cars include those of David Thorburn, Stephen Barlow, and Fraser Gray and all three Scotsman run with Graham Brunton Racing, which is based at Knockhill.

An amalgam of the Historic Touring Cars, Historic Modsports and Special Saloons and the Scottish Classic Sports and Saloon Cars has delivered a fabulous field which has been split across two grids. The Historic Modsports entry features the wonderful ex-Gerry Marshall Vauxhall Firenza ‘Baby Bertha’ of Joe Ward, which will go up against the incredible Chevrolet powered Austin A30 of Andrew Willis and the mighty Ford Falcon of Andy Robinson. In the Historic Touring Car division, Mark Watts (Ford Mustang), Nigel Cox (Ford Lotus Cortina) and Steve Platts (Singer Chamois) will be to the fore.

On Saturday, the first of nine races is at 1340 following qualifying from 0930.

On Sunday the first of 10 races is at 0930.

On the face of it this is a rather dry story full of legal technicalities. However there was something that stood out for me and its something we should all be aware of. Essentially these cars bodyshells were manufactured in South Africa, shipped to the USA and registered as 1965 cars, which is when the original models were built. In the UK of course, the registration relates to the year of manufacture. So if you are looking to buy a genuine 1965 car from the USA (Cobra or otherwise), don’t go by the registration alone.

Acedes Holdings, LLC, together with AC Cars (England) Ltd (“AC Cars”), a related entity of AC Cars, has successfully defended itself from an unwarranted legal case brought by Clive Sutton Limited, who challenged the famous British marque’s rights to its UK registered AC Cobra trade mark.

Dismissed by the High Court of Justice, the case resulted from a dispute relating to the London dealer importing imitation models in late 2021 and early 2022 and advertising cars as ‘Cobras’. The resulting counterclaim by Clive Sutton Limited alleged that AC Cars’ trade mark of the AC Cobra name was invalid because of Ford Motor Company’s claimed prior rights, and due to non-use by AC Cars.

From December 2021 until April 2022 Clive Sutton Limited advertised imitation cars as 1965 Cobras, which were in fact recently manufactured cars made in South Africa with the bodies exported to the USA for the engines to be installed. These cars were then registered in the USA as kit cars, in the year of the car that they represented – which is legal in the USA.

UK rules state that all cars must be registered in the year in which they were manufactured. If any vehicle is imported as a historic vehicle, different rules apply in terms of certification, VAT and Duty.

The London based dealer sought to have the AC Cobra trade mark expunged from the trade marks register, but these claims were rejected in the final ruling by his Honour Judge Richard Hacon. During the case Clive Sutton Limited was supported by both Carroll Shelby Licensing, Inc and Superformance LLC, both of the USA.

As the legitimate owner of the AC Cobra brand in the UK for all cars, AC Cars will continue to fiercely protect the authenticity of genuine AC-badged cars, and the investment its customers make. The company will fight imitators or companies passing products off as genuine, to keep the heritage of the Britain’s oldest active vehicle manufacturer intact.

David Conza, Chief Executive Officer of AC Cars said: “We are delighted with the judgment, as it vindicates our desire and commitment to protecting our trade marks and intellectual property, and not to allow imitators of our products to benefit from our heritage. However, more importantly we are protecting our customers who own genuine AC Cobra cars. We have invested heavily in the development of new products, including the recently announced AC Cobra GT Roadster, and there will be other models following this car.”

The true home of the AC Cobra, AC Cars has this year underlined its ownership of the famous name with the reveal of the AC Cobra GT Roadster. The sensational new model is a modern sports car, produced using the latest technology and engineering processes, yet it remains faithful to the spirit of the AC Cobra of the 1960s.

The Weller Brothers established what is now Britain’s oldest vehicle manufacturer in 1901, producing cars and motorbikes from their workshop in West Norwood, London. The nascent company produced its first vehicle in 1903, but the Autocarrier was introduced a year later (from which the name AC was later derived). This was the first three-wheel commercial delivery vehicle and proved an instant success.

However, the AC Ace cemented the company’s status following its launch in 1953. With an aluminium body designed and built by Eric George Gray, it gained the respect of racing enthusiasts for its everyday practicality and racing pace. This was the car which would evolve to incorporate the Ford V8 and become the AC Cobra of legend.

Over the years, the AC Cobra has endured, with its unmistakable shape and unique design. With production limited and every car built to an exacting standard, it remains reserved for exclusive clientele.

With its own facilities in the UK and Germany, AC Cars is working with leading industry suppliers for the AC Cobra GT Roadster’s design and development, and construction of the new car heralds the return of European production for the company’s vehicles. In addition to its new Donington HQ, AC Cars will continue to expand its development and production capabilities in the UK.

In addition to the remanufacturing of icon cars as continuation models there has been a growing trend for Resto Mods. Classic cars rebuilt to modern standards. You get all the looks of a classic car with modern suspension, brakes and air conditioning which makes driving easier and for many, more pleasurable. Like the continuation models they are not cheap, but the premium above a restoration is probably reasonable on a high value car.

Theon Design ss revealed their bespoke Porsche 911 (964) which is finished in iconic Slate Grey – the same colour as Steven McQueen’s iconic 911 in the film ‘Le Mans’. 

Representing the pinnacle of the enhanced air-cooled 911, the carbon-bodied GBR001 features ‘visual’ carbon bodywork elements, warm chrome brightwork and wheels, semi-active suspension, and a raucous, 3.8-litre naturally aspirated flat-six.  

GBR001 is a fully restored and enhanced machine in every respect. As with all Theon Design commissions, it combines OEM+ design and engineering know-how, harnessing modern technology, and manufacturing to deliver a wholly unique experience and aesthetic. Built with obsessive attention to detail and total purity of purpose, it offers the ultimate air-cooled Porsche 911 driving experience.

“Our entire team are Porsche obsessives, each of us shares a passion for taking these iconic, brilliant machines and making them truly unique. At the same time, our efforts are utterly aligned with the Porsche philosophy and brand ethos, with consideration and attention given to every component and surface,” explains Theon Co-Founder Adam Hawley. “We go to great lengths to ensure that the air-cooled Porsche feel is preserved; a distilled and elevated experience that makes it more intoxicating. With the perfect blend of aesthetic, performance, and dynamic enhancements, they are air-cooled 911s, but not as you know them.”

Air-cooled brilliance from the ground up
GBR001 takes the Porsche 911 (964) as its base, in this case, a 1990 C4. The donor car was taken back to bare metal before restoration commenced. The body is all carbon (aside from the doors which remain steel for side impact protection) with each panel digitised and modelled in 3D design software to ensure a perfect fit. These carbon body panels add stiffness and shed weight, meaning GBR001 tips the scales at just 1,163kg with all fluids. 

A lighter, Mil-Spec wiring loom is carefully threaded through the strengthened body shell, while modern dual air-conditioning compressors and an all-new electric-power steering pump are relocated to the front of the car, nestled low-down for optimised weight distribution. 

The same care has been lavished on the air-cooled 3.8-litre engine – a flat-six work of art producing 390bhp at 7,350rpm and 290lb/ft at 6,000rpm. With over 100bhp per litre.

Once on the open road, GBR001 howls through trumpet-style open air intakes, with an all-new ignition system that delivers a five per cent increase in engine power. The motor also features independent throttle bodies, developed in partnership with British specialists Jenvey .

A single mass flywheel ensures the flat-six delivers superb response while the exactingly calibrated THEON engine management system ensures it remains entirely civil in everyday driving. GBR001 roars through a switchable, fully ceramic coated exhaust and sends power to the rear wheels via a new Hewland six-speed gearbox. The all-new ‘box delivers distinctly Porsche shifts, rendered even more immediate and direct thanks to an RS gear shifter. 

The Porsche Motorsport theme continues with a 964 ‘Big Red’ brake setup – giving GBR001 superb pedal feel and response, along with consistent, fade-free stopping power. A Wavetrac® Torsen limited-slip differential completes the package, working in harmony with the carefully manual ‘box to ensure signature Porsche traction and control. 

Perhaps the most important area of enhancement relates to GBR001’s driving and dynamics. The 964 platform was overhauled with modern sophistication added. There’s now transformed breadth of dynamic ability thanks to a switchable, five-stage TracTive Active Controlled Electronics (ACE) damping system. 

As ever, Hawley and the team have obsessed over and revised every detail of the exterior design to ensure the commission has a beautifully balanced, perfectly resolved Porsche 911 look – one that is pretty and purposeful in equal measure. GBR001’s all-carbon body is finished in classic ‘Steve McQueen’ Slate Grey with warm chrome brightwork throughout the car and wheels. Aesthetic ‘visual’ carbon sills and bumper lowers hint at its motorsport pedigree and modern craftsmanship.

Prices for Theon Design commissions start at £380,000. Each car is a totally unique collaboration with the customer and takes 18 months to build. Price excludes donor car, shipping, and local taxes.