After decades of being off the road and in storage, the very first Bentley T-Series is being brought back to life after the start of a complete wheels-up restoration. The 6¼-litre pushrod V8 has been started for the first time in at least 15 years, and the engine and gearbox have proven to be in good condition despite their extended rest. After a restoration project slated to take at least 18 months and that will return the car to outstanding condition, it will be added to Bentley’s expanding Heritage Collection of road-going cars that together describe all 103 years of Bentley’s history.

The oldest T-Series completed manufacture on the 28 September 1965. Owned by Bentley Motors and destined for trials work around the world, the T-Series was finished in Shell Grey exterior paint and complemented with a Blue Leather interior.

The T-Series was originally announced and displayed for the first time at the Paris Motor Show on 5 October 1965 and was significantly different from its predecessor, the S-Type. Notably, the T-Series was the first Bentley to use a unitary construction method, using a monocoque in place of the separate chassis and body technique of every Bentley before it.

The 225 bhp, 6¼-litre V8 was originally designed and introduced in 1959 in the Bentley S2. At the time the engine achieved the highest specific output by weight of any production car in the world of 2.7 lb/hp (1.2 kg/hp). The engine was considered over-engineered at the time, but its inherent strength, reliability and development potential led to it becoming Bentley’s mainstay engine for the next 50 years. By the time the engine was retired in 2019, it was delivering more than double the amount of power and three times the original torque whilst producing 99 per cent fewer emissions.

In October 2016, a group of apprentices started the rejuvenation process for T-Series VIN 001. Starting with the removal of trim and the reconditioning of the Body-in-White, the T-Series started its journey to return to active duty. After initial preparations the work was put on hold whilst the introduction of the current product range and future electrification activities became more of a priority – but with renewed attention on developing the Heritage Collection, the car is now on course to make its return.

The T-Series Story
In 1958, work began designing the first monocoque Bentley. Bentley was known for coachbuilt bodies underpinned by a separate chassis but customer expectations and requirements were changing at a time where the coachbuilding trade was also declining. Customers wanted their Bentleys to be externally smaller but maintain the space, luxury and comfort they had come to expect.

By 1962, John Blatchley – famous for styling the R-Type Continental – had completed a new exterior design for a steel and aluminium monocoque body. The design improved on the passenger space of the preceding S3, but with the overall car now seven inches shorter, five inches lower and three and a half inches narrower. Overall cabin space was increased and a bigger boot provided more capacity for luggage.

Using the freshly developed V8 engine, seven prototypes undertook significant testing including endurance runs of over 100,000 miles. Design innovations included separate subframes to carry the engine and transmission, suspension, steering and rear axle assemblies., with ‘Vibrashock’ rubber subframe mounts developed to isolate road noise and vibration.

The T-Series had an advanced chassis with independent suspension on all four wheels with automatic height control according to loading. Pressure for the self levelling suspension came from the triplicate hydraulic braking system which had disc brakes on all four wheels. The suspension comprised of double wishbones and coil springs at the front and semi-trailing arms at the rear.

The Bentley T-Series was hailed as a clear example of revolutionary engineering given it was the first Bentley to move away from a separate chassis build, and tis relatively lightweight construction gave impressive performance for a four-sedan in 1965, with a maximum speed of 115 mph and 0-62 mph achieved in 10.9 seconds.

1,868 examples of the first-generation T-Series were produced, with a pre-tax list price of £5,425 and the majority being standard four-door saloons. A two-door version was created in 1966, and a year later a convertible version was launched, although production numbers were kept low at just 41 cars. A second-generation car, known as the T2, was launch in 1977 and stayed in production until 1980.

The oil can café are pleased to announce that their famous garage tours are back. If you’ve ever wanted to know what goes into restoring a beautiful classic cars then this is your chance.

After a full English breakfast served in The Carding Shed, one of their technicians takes you for a guided tour around the IK Classics workshop. They take you through the detailed restoration process, with demonstrations of specialist equipment and explanations of the cars currently being worked on. This behind-the-scenes look offers you the chance to see first hand the time and effort that goes into our work, along with the opportunity to look around each department including our workshop, body shop, storage facility and engine room. All tours start with the breakfast at 9:30am and tickets are priced at £20 + booking fee per person, and can be purchased through Eventbrite using the link provided below…

Book Here

They also offer private tours for groups of 20 or more which are great for car clubs and individual parties.

Please contact info@thecardingshed.com for more information.

By Classic Yorkshire correspondent Tony Lofthouse

Can you remember what the first car you bought was?

A Mini, Escort, Beetle, Nova or another make! I guess not many would say a Simca.

Back in the 1970s a dear friend – sadly no longer with us – revelled in having a Simca 1000, a lively rear-engined small car, the French product of an alliance with Fiat.

The boxy egg-shell blue four-door I remember had all the looks of a neat Italian runabout with the added boost of great performance. Behind the wheel the open roads of West Yorkshire offered just as much fun as a quiet countryside drive in the Simca’s homeland.

It got me thinking that despite impressive worldwide sales – over one and a half million were made – the 1000 was still something of a rarity in the UK.

The story of the Simca 1000 is the story of its Italian founder, Henri Pigozzi. A businessman intent on developing a small ‘runaround’ ready to cash in on the economy car boom of the 1960s.

Fiat would be Simca’s major shareholder for over 30 years until 1963 and play a big part in the history of the car.

Given a clear route by Fiat, who were more interested in developing a smaller engined two-door project (which would become the iconic Fiat 850), Pigozzi set about capitalising on his close relationship with his Italian counterparts.

Pigozzi wanted an advanced specification car which would challenge Renault and with Fiat’s blessing his designers worked on early prototype designs originally drawn up at the manufacturing giants vast Turin operation.

In 1961, the Simca ‘Mille’ (as the French called it) went into production with a rear-engine lay out – a first for Simca. The fuel tank was also fitted behind the rear seat giving the car a light and nimble front end and responsive steering on windy roads.

The car was an immediate success and proved a big hit in France, Spain, South America and also the US market. In the UK, the 1000 was competing with the Rootes-built Hillman Imp.

By the mid 1960’s it’s sales attracted the interest of Chrysler and they jumped on board in a takeover of Simca.

Over time, the Simca 1000 would go through a series of facelifts and new models as it faced competition from the rise in front-wheel drive vehicles. A left-hand drive coupe version was a real head turner and clocked up sales of over 26,000 units.

By 1969, the 1000 range had been completely revamped. The existing 944cc engines were replaced by the Type 349 engine which had greater tuning potential. A year later, the 1000 Rallye was launched and became an inexpensive way into motorsport. Simca would also develop a 1118cc engine and, in 1972, a 1294cc unit was added.

After clocking up many years of impressive sales, production of the 1000 ceased in 1978. The cars market successor, under its US owners, would be the British-designed Chrysler Sunbeam hatchback which would also replace the struggling Imp.

Looking back, the Simca 1000 really was an underestimated classic. It might not have been to everyone’s tastes but under the bonnet it packed a punch, whilst inside it offered a surprisingly spacious cabin.

Today, there are very few Simca 1000s for sale here but when they do come up a restored four-door model can sell for over £7,000. The sought after coupe and Rallye versions can go for double this.

There are benefits to tracking one down! It could be a good excuse to take ‘that’ trip to the French countryside in search of your own special ‘Mille’.

Beaulieu is inviting owners of Seventies classics to join a party to celebrate the 50^th anniversary of the National Motor Museum. If your pride and joy is the glamorous Ford Cortina Mk III of its day, popular Escort or Mini, or even a Bond-style Lotus Esprit or Aston Martin Vantage – all are welcome to come to the 1970s Classic Car Drive-In Day on Sunday 3^rd July.

Owners of cars registered in 1972 – when the National Motor Museum first opened – can celebrate the 50^th birthday of their car by coming to the event for free. You could even dress for the occasion, by digging out your platforms, jumpsuits and flares.

A golden paddock of classic cars will also show some of the vehicles which were at the original  opening in 1972 – when they joined a celebratory cavalcade after the museum was opened by Edward, Lord Montagu and HRH The Duke of Kent. If your car was part of the original opening, Beaulieu would like to hear from you – just get in touch to arrange to join the display.

At July’s anniversary event, Lord Montagu’s Award will be presented to his favourite car of the show and The Carousels will play hits from the Seventies to entertain guests. If you don’t have a classic, just come in on foot as a visitor to Beaulieu to join the celebrations.

National Motor Museum Trust Chief Executive Jon Murden said: “This is a landmark anniversary and we want classic car owners to help us celebrate. You may own a Hillman Avenger or Morris Marina, or even a Porsche 911 Carrera – we would like owners of everyday cars from the Seventies to come, as well as those with more eye-catching models. We will be proud to display some historic vehicles from the original launch, half a century ago.”  

For 1970s Classic Car Drive-In Day tickets and more information, see www.beaulieu.co.uk/day-events/1970s-classic-car-drive-in-day/

To apply for free entry with your 1972 vehicle complete and return this online booking form

By Classic Yorkshire Correspondent: Tony Lofthouse

Is the Honda S2000 heading to be a future classic?

With its eye-catching lines, throaty four-cylinder VTEC engine, lightweight chassis and compact cockpit interior it is one heck of a sports car.

Now enthusiasts in West Yorkshire are keen to share their passion by being part of the UK S2000 Owners Club  – S2KUK – of drivers and form their own local group.

Launched to celebrate Honda’s 50th birthday the first of these special two-seater roadsters rolled off the production line in 1999, four years after a concept version had debuted at the Tokyo Motor Show.

The car went on to prove a huge success for Honda and was produced largely unchanged until it was given a facelift in 2004 which combined a number of upgrades including improved suspension.

The S2000 continued in production until 2009 but declining sales from 2006 and impending changes to EU and US emission standards would lead Honda to pull the plug on the model.

To mark the end of the line, Honda would produce a special limited edition for the UK market – the Edition 100 – with only 100 built. Each one came in Grand Prix White with an all red leather interior, graphite alloys and a numbered plaque on the kick-plate.

The US versions of the S2000 included a larger 2.2 litre engine from 2004 and over the years stateside sales would reach 66,000. In Europe nearly 20,000 were sold with 8,000 making it onto UK roads.

Its loss would soon leave a huge gap in the market.

Tim Simpson, UK S2000 Owners Club representative for West Yorkshire and Member Discount Lead for S2KUK is a Honda fan through and through and bought his Berlina Black 2004 facelift model with hard top nine years ago.

He explains: “I’ve been brought up on Hondas, love the engineering and have had a Prelude VTEC, Accord and Civic.

“The S2000 was designed as a classic roadster with timeless styling inside and out. It is rear wheel drive with LSD and has a two-litre engine mounted behind the front axle. The car comes with an impressive six-speed gearbox.

“Inside my car I have the rare option of a red leather finish with matching red dashboard. I have also added front and rear spoilers, a carbon radiator cooling plate and changed the exhaust slightly with the popular ‘ukmod’, but all the time being careful to keep to the styling of the model.

“The S2000 model gives a wonderful performance – producing 237 bhp at 8,300 rpm – and what’s great is it’s a car that Honda designed and built all new from the bottom up.”

Tim adds: “If the car has an achilles heel it’s the rear wheel arches which are prone to rusting and might involve replacing. Also look out for seized suspension bushes if the weather gets at them and faults with a failing timing chain tensioner.

“But all in all what a car!”

As an investment the S2000 has seen a steady year-on-year price rise with demand high. You can find a nice early example for between £10,000 and £15,000 but prices rise for a facelift model to £18,000 to £20,000 and more. For a rare Edition 100 you would be paying over £25,000.

It’s a car that continues to be enormously popular and so much so that there is growing speculation that Honda could revive it in 2024 – the car makers 75th anniversary. Watch this space!

If you are interested in being part of a new West Yorkshire sub group of the UK S2000 Owners Club and come along to local meetings contact Tim on 07939 524464 or email timothy.simpson@blueyonder.co.uk for details.

For more information on clubs near you, owners events, chatting on an online forum about all things S2000 and membership offers with suppliers go to http://www.S2KUK.com

The Donington Historic was becoming firmly established in the motorsport calendar before the pandemic hit. Similar, but smaller than the Silverstone Classic it brings together high quality racing with off track shopping and food. With the demise of the Croft historic racing event, the Donington Classic is the only northern opportunity to get that full event experience.

Admission is £30 for a ticket on the gate, but buying on line reduces that to £25. However if you are a member of an attending club then you can get a discount code for a further 50% off. That’s just £12.50 for a full days racing. Probably the best value admission for any race event.

We set off early on Saturday Morning to catch morning practice. Parking was straight forward and well organised and the entrance of the circuit has been spruced up since my last visit. Armed with folding seats, lunch and drinks we took our traditional spot at the old hairpin.

Practice is a great opportunity to take some photographs as the cars don’t run at racing speed all the time. You can also wander round the trade stalls without missing any close racing. The stalls have the usual memorabilia, vintage clothing, models and old signs. The number of stalls seemed down on the last time I visited but it is going to take 12 months for these events to settle down and people to get into a regular programme. The pits are open and it is an opportunity to get up close and personal with the cars.

The event also features a large number of club stands and most makes and models were catered for. The Porsche Owners Club had an exceptional number of cars on show and included some interesting early cars. The Datsun 240 club is one of my favourites showing some of the Samurai cars.

The races start at 14.20 with the Jaguar Classic Challenge for pre 66 cars. Eligible cars includes the XK series, C Types D-Types, E types and saloons. The race lasts an hour and drivers change at approximately the half way point. This race was predominantly made up of E-Type Jaguars in both standard and lightweight form. This was great racing with plenty of overtaking and despite their value the drivers held nothing back. In fact there were a few minor spills and offs. One major incident happened with one car losing control and hitting another car as it passed. The bill for both cars will be extensive but that, as they say, is racing,

Next on the programme was the Sixties touring car challenge. Again this was a two driver one hour race dominated by Lotus Cortina’s with a couple of Alfa Romeo Guilia Sprints and a BMW 1800TI thrown in for good measure. The racing was close and fair and there was an occasional foray into the gravel.

The racing stepped up a notch for the third race with the Group C1 cars. This was a varied field including cars by Jaguar, Porsche, Nissan, Aston Martin and Spice. The C1 cars first appeared in in 1982 and the series lasted for ten years. These cars sound like proper racing cars with normally aspirated V8’s,V10’s and V12’s as well as turbocharged flat sixes.

The final race of the day was the Pre 56 and Pre 61 sports cars. With everything from Lotuses, Aston Martins and even a Maserati this was a mixed bag of cars. Possibly the most entertaining race of the day as the variety of cars of different performance levels there was plenty of overtaking as well as thrills and spills.

Overall this was an excellent days racing helped significantly by good weather. At £12.50 entry it was exceptional value and highly recommended. I have to say that the event is not quite at the level it was pre pandemic, but I am sure that by next year it will be back to full strength. The racing was of a high standard and the cars taking part were of top notch. Personally I would have preferred shorter races with a more varied entry list. I missed seeing the Mini’s vying with the Ford Galaxies, though more variety was offered in the Sunday programme.

Despite my advancing years I have a reasonable understanding of social media and the world of technology. Being a classic car enthusiast I have been looking out for an app that related to my hobby.

In my ideal app I could take a photograph of a car and it would bring up a spec sheet, links to clubs and ads for sale, finally scoring top trumps with a group of mates based on performance and the cool factor. So far I haven’t found one that appeals to me though if there is an app developer out there who would like to work with me, drop me a line.

For me an app must fulfil two functions:-

1. It must ensure the safety of my data
2. It must be useful.

On the second point, how many apps do you have on your phone that you haven’t used for months or even years.

This week I found an app called Custodian that looks promising. It isn’t a complete product yet as it has been released following testing with 2 000 users. It offers basic functions with promises of more to come that could make it a valuable and enjoyable tool.

The developers promote the product as a tool to take the pain out of administering ownership of a classic car or cars. Personally, I think this is a mistake. It doesn’t take much to administer a classic car collection as the DVLA write to me when the tax is due, the Insurance company email me when the insurance is due and all the bills are put into a folder. They missed a trick by not promoting the app as an enhancement to the classic car hobby. To share information with fellow enthusiasts.

To start I headed for the Custodian website and downloaded the free app onto my phone. The only information required for registration is an email address (and we all have one of those that we keep just for signing up for things we are unsure about). Once registered you start to build your garage. Putting in your cars registration number brings up a completed spec sheet with date of registration, engine size, colour and date of last MOT and Tax. Clearly it pulls this data from the DVLA.

Once you car is in the garage you can add photographs, key information, description and history. There is also a task list where you can list all those jobs you need to do.

The Custodian platform and progressive web application helps owners:-

• Organise and track the maintenance aspects of car ownership including recording, categorising, and accounting for servicing, maintenance, and restoration work
• Set up reminders for key dates such as MOT, tax and insurance renewals
• Build a digital history file for a vehicle, which will be fully sharable for prospective buyers and ultimately transferable to a new owner in the event of a sale

So, going back to the key criteria of data security. The developers promise that all data entered into the platform is secure, and Custodian does not sell any of this information to third parties or allow third party advertisements within the platform. Users have the ability to share their vehicles and any details they wish with other users within the Custodian community, but this is strictly an opt-in function, and privacy remains the default setting. Given the penalties of the Data Protection Act I think it is as safe as it can be, barring criminal activity.

The promises made on security make you wonder how the company can monetise the project. I think the answer is in future developments where a classic car market place is planned and a directory for professional classic car services where revenue could be generated.

One of the most useful functions is the planned events calendar which are a challenge to make comprehensive and keep up to date. There is also a link to podcasts and articles about the classic car world.

I received an update to the App and it allows you to share the cars in the garage with other members. It also gives you a QR code which you can place in the car and show visitors can scan the code and see your garage on line.

My overall impression is that this is a good looking app with good security and little prospect of your data being sold on. In its present form it is of limited use but it shows promise for the future if they can get the subscribers and the planned market place and events calendar is added. I will keep the app for now and if I don’t use it regularly then I will delete it.

Custodian publishes the free Apex newsletter and podcast. A weekly conversation with automotive titans and the tastemakers, the Apex podcast explores varied and unique perspectives on car culture. Featuring highly curated content involving some of the greatest names in the classic and collectable car community, the Apex hosts conversations with those who have made car culture what it is today.

To check out Custodian and download the App visit: https://www.custodian.club/

Sports Cars in the Park – May 8th 2022

Newby Hall, Ripon, HG4 5AE

More than 500 classic sports cars are expected to grace the grounds of Newby Hall this coming weekend.

Sports Cars in the Park is a really great day out and the entry fee includes free entry to the hall’s extensive grounds and adventure playground.

For more information on exhibiting or tickets to visit go to

http://www.carsinthepark.org.uk

Times: 10.00am – 4.00pm

By Classic Yorkshire correspondent Tony Lofthouse.

Nearly 70 years after its launch the Citroën DS remains one of the most innovative European cars of its time – a technological and design classic.

If you need any persuading meet Ray Calvert, a lifelong enthusiast of the stylish French car maker and in particular all things DS.

A look around his Bradford garage is a step back in time and a reflection of Citroën’s popularity over the years. Outside there are old DS, GS, Xantia, CX, Xsara, C5 and BX models sharing space with executive SM coupés.

I’d been invited to see Ray’s latest restoration success – a 1967 DS 21 Pallas, which had been rescued from a storage unit in France in a badly rusting state.

Four years on and he has painstakingly rebuilt the car for its new owner in Huddersfield.

The range topping Pallas was launched in 1965, an iconic addition to the DS range with its advanced hydro-pneumatic suspension giving an amazing ride. A turn of the ignition key would automatically raise the car for road comfort. In addition, the DS featured ground-breaking power steering and a semi-automatic transmission system.

More innovations included headlamps that moved with the steering, enabling the driver to better see ‘around’ turns in the road.

It’s fair to say when the DS debuted at the Paris Motor Show in 1955 no one had seen anything like it – its aerodynamic lines giving it a jaw-dropping look. Facelift models followed including cabriolet and safari estate versions. In 1975 the last of 1.46 million DS cars rolled off the production line.

The DS would also go on to have a successful rally career including overall wins in the 1959 and 1966 Monte Carlo Rally.

For Ray, the 2.1 litre Pallas has proved one of his most rewarding projects.

Ray explains: “The car came to me in a sorry state and other restorers wouldn’t touch it.

“It’s been a big task involving replacing the floor and sills, restoring the doors, wing panels and wheel arches. I’ve completely rebuilt the engine, whilst the body work was fully stripped ready for a respray in metallic grey.

“Wherever possible I’ve kept its original fittings such as chrome door handles, rear lights, wheel trims and its gear stick.”

The car is unusual in featuring frog-eyed headlights that move up and down. A model facelift in 1968 would see the headlights fitted with glass covered canopies.

Inside, Ray has sourced original Pallas fittings, replacing the cloth upholstery with leather and even tracking down a second-hand dashboard from Germany. New carpets have kept to the DS look. To bring a little modern styling, the radio’s facia hides digital technology and the dash instruments are lit with tasteful green LED lighting.

Ray said: “By Christmas 2021, the car was ready to return to the road after 25 years under wraps.

“As a finishing touch the Pallas went through an MoT and passed, something I wanted to do to give me that extra satisfaction that my hard work has been professionally inspected.

“It’s been a wonderful project. I’ve worked on hundreds of DS models and every time I’m left marvelling at just how ahead of the time they were. Bringing this Pallas back to life though has to be one of my favourites.”

Another memorable project has involved working on a rare DS Safari brought over from Australia.

Next up for Ray is a full restoration of a late 90s Saxo and the rebuilding of a Maserati engine for an SM owner – examples, if you needed it, of the diversity of this top European car maker.

If you would like to discuss a classic car project with Ray or need advice ring Ray Calvert Classic Car Restorations on 07833 741938

Declaration – I can confirm that Classic Yorkshire received no payment or benefits for this article.

British brand Caton reveals its first creation: an ultra-exclusive reincarnation of the iconic Austin-Healey 100 sports car.

Featuring visual and performance enhancements in keeping with the original car the Caton Healey is a true driver’s car. It will be extremely rare too, with a very limited run set of 25 cars to be hand-built in Coventry.

Inside, the cockpit is totally new with a focus on contemporary and period materials. Thanks to a redesign of the transmission tunnel and new five-speed manual gearbox, there has been a transformation in cabin space. As a result, it is a useable sports car, offering all drivers the feeling of a classic but with greater comfort. The finishing touch is a high-performance engine and finely-honed suspension.

In 1952, Donald Healey built the first Healey 100 prototype at his company’s workshops in Warwick. Healey took his fledgling, four-cylinder-engine two-seater roadster to that year’s London Earls Court Motor Show. where he forged an alliance with Austin boss Leonard Lord to build it as the Austin-Healey 100.

Six iterations of the car were produced between 1953 and 1958, with the four-cylinder engine eventually replaced by a six-cylinder unit. Donald Healey was known to have favoured the four-cylinder engine, which is lighter and lends itself to performance upgrades more readily than the six-cylinder.

The car’s original quarter-length bumpers have been removed and the front remodelled to create a smoother, cleaner look. The front valance has also been elongated to hide the front of the chassis’ legs. Subtle remodelling of the headlights has created superior illumination with the integration of LED and daylight running lamps.

The execution of a cleaner, smoother look has been applied across the entire body, with all seams and beading removed. Despite being built on an English Wheel, using traditional methods, they are entirely free of the beading that ran through the centre of the original items. A new air vent and a finisher have been integrated into the flanks amplifying the dividing line that runs along the side of the car.

The rear bumpers are gone, as are the external boot hinges, replaced with new internal hinges running on gas struts. The boot handle is deleted too and the lid is now opened by an internal release mechanism.

Following a dry build to ensure absolute accuracy in final assembly, the body spends two weeks in the paint shop. It is primed, equipped with an OEM-standard anti-corrosion protection layer, and then painted. The car retains its original badging, with the subtle addition of the Caton logo to the front fenders. Period-style, lightweight 72-spoke Borrani black aluminium alloy wheels with black spinners are fitted and shod with period-correct but modern manufactured, off-the-shelf Michelin tyres.

At the car’s heart is a 185 bhp 195 ft/lbs of torque 2954cc four-cylinder engine, endowed with performance to take the car well beyond the 100mph top speed it was named for. Based on an original Austin-Healey block, the engine is completely stripped down, fully lightened, balanced, and then refurbished to zero miles. It is further enhanced with a full steel crank shaft, upgraded bearing shells, high compression pistons, a race camshaft with more aggressive lobes and roller rockers. Larger Twin H8 carburettors and gas flow inlets provide excellent throttle response. A race side-exit exhaust system adds further to the car’s considerable aural appeal.

Decades of international rally success testify to the inherent strength and durability of the Healey’s original suspension configuration. The system has been further honed by J.M.E. while retaining the original rear semi-elliptic leaf spring set-up. The Healey by Caton features a double-wishbone and adjustable coil spring configuration at the front, with a lever arm damper system and the car’s proven leaf spring system at the rear. Custom fabricated and fully rose-jointed roll bars are also fitted front and back.

Website:  www.caton.uk

Following our recent article on how to buy a car at auction we thought it might be useful to bring you a report on the Bonhams Members’ Meeting sale. This auction offered a mix of good, solid mid-range classics interspersed with veteran and vintage cars and competition vehicles.

At the time of writing, including post- sale arrangements, just five of the 76 cars offered failed to sell, with nearly a quarter selling for over top estimate. There were some that exceeded expectations by a significant margin: a 1964 Aston Martin DB5 that had been off the road since 2018 made a huge £506,000 including premium, a full £156,000 over its top estimate, and well over Hagerty’s Condition 4 (‘Fair’) value of £318,000. 

A rare AC 3000ME Turbo probably best described as ‘well loved’ nearly doubled its top estimate, selling for £28,750, a figure in excess of Hagerty’s top Condition 1 (‘Concours’) value of £28,500. Modern classics also performed well: a 1998 Porsche 911 (993) Turbo coupe with X50 pack smashed its expectations, selling for £138,000, well over Hagerty’s Condition 2 (‘Excellent’) value of £129,000.

Overall, lots that struggled to sell were the competition cars with four of the five no-sales in this category. The highlight was a 1961 Lotus 20, driven to Formula Junior championship success by Jo Siffert but the tempting low estimate of £70,000 wasn’t reached. A brace of race-prepared Corvettes, a Lynx T2 and a 1964 Lotus-Ford Type 23B also did not sell, in addition to a 1930 Packard 745 Dual Cowl Sports Phaeton.

Nearly one third of the cars in the auction were offered with no reserve and this helped push up the sell-through rate, but 93 per cent is an extraordinary achievement and it says a few things about the market. Firstly, it shows that the estimates were tempting, and the expectations of vendors were maybe more realistic that they have been for a while. Compare the overall value achieved at this auction (£7.12 million) against the last live Members’ Meeting sale in 2019: just over £6m with a sell-through of just 70 per cent. The market has been through something of a frenzy since then, but these more sensible figures and higher sale rates could suggest that the market has settled a little after the post-Covid boom. Secondly, it was interesting to see how many dealers were bidding, presumably to replenish stocks. This shows a sense of confidence in the market, and these results will undoubtedly help future sales.