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  •   artsma reacted to this post about 1 year ago
    Malcolm updated the cover photo for BMW E28 - my best shark
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  •   George Dziedzic reacted to this post about 4 years ago
    Charged #BMW #325i #E30 #Touring . As an established trendsetter, Dips of Custom Cars knows a thing or two about breaking the mould. His latest project, a subtly styled E30 325i, has all the hallmarks of originality you’d expect. Oh, did we mention it’s also the UK’s first supercharged E30 Touring? Words: Joel Newman. Photos: Mark Fagelson.

    Those of you out there who have been involved in the BMW scene over the years can’t have failed to notice how far things have progressed. Back in #2003 , PBMW’s cover cars consisted of mainly bodykitted and, if we’re honest slightly bling Bavarian metal. At a time when less certainly didn’t mean more, the cars with all their bolt-on parts, chrome detailing and lairy paint schemes lacked a certain amount of class. The boundaries and realms that modifiers and tuners wished to breach were undeniably more restricted, there was far less innovation.

    As the old saying goes, ‘you don’t know where you’re going until you know where you’ve been’, and it’s a sentiment that is utterly relevant to modifying, and indeed many facets of life. Even BMW itself has to continually keep the ball rolling, by developing new technologies, and designing and marketing its cars around modern ideals and fashions. We live in a world that changes constantly, an #iPod generation, and it requires rapid evolution. Our TVs are getting bigger and flatter, our diets are far healthier and most importantly our expectations are at an alltime high.

    So, it’s no surprise really that the bar has been raised, with stunning cars shooting up like pubescent teenagers. People are starting to really go to town on their motors, especially within the UK and it has kicked the BMW scene firmly up the backside. In fact even established modifiers have been at it, like Dips, the man behind this, Britain’s first supercharged E30 Touring.

    Many of you will already know Dips, the owner of Custom Cars in Heston. He’s built a reputation around assembling one-off projects that tick all the right boxes, many of which have been featured in this very mag. He also currently owns 12 BMWs including a #2002 once belonging to David Bowie, a 3-door E30 Touring, one of only four ever made, two #E21 s and an E30 pickup. He’s probably better known for the turbo’d E30 with 3.5-litre #M30 powerplant he produced, the first of its kind in the UK (PBMW 03/05). More recently Dips and his business partner Jas have created a turbo’d two-tone touring which featured in the 02/07 edition of PBMW. Today, however, we are here for a different reason, Dips has decided to pull the covers off his latest project, a Malachite green E30 Touring with a difference. A gigantic, #M90 #Eaton long nose supercharger lifted from a four-litre #Jaguar XKR. A project that proves he and his company is capable and willing to take on virtually anything, whether it has been done before or not.

    The idea for this car came about in 2001 when Dips and Jas lightly modified a similar model. Sporting angel eyes, 19” wheels and a sound system, the car went down a treat on the show scene, but as Dips pointed out, “back then big wheels and a decent stereo was all you needed to impress people”. What the duo soon realised was using a more unique base car such as an estate also helped grab people’s attention; it also opens up doors for those who cannot afford the latest and greatest BMW offerings.

    Eventually Dips decided that he wanted to use this project to make another huge impact on the UK scene. He wanted to create something that could be reproduced for customers, something that would get him and his company noticed and, of course, something that would be a hoot to drive. It wasn’t long before he decided to resurrect the E30 Touring concept, but this time he was going to add the most enormous supercharger he could find.

    Dips began by finding the right car, a Malachite green E30 325i Touring. He wanted to create the ultimate street sleeper so it was important the body work was in mint condition as the car was, externally speaking, going to be left relatively standard. Once the motor was sourced, it was time to go ’charger hunting; step up good old eBay.

    Dips searched long and hard, his criteria, to find the biggest ’charger he could and strap it to the #M20 lump. Eventually he opted for an Eaton long nosed system, commonly used on the Jag XKR, Ford Thunderbird and the Mercury Cougar XR-7. Generally found on V8 engines, you might be wondering why Dips opted for such a distinctive setup. “The truth is people thought it couldn’t be done. I like to change people’s perceptions and when I hear the words ‘can’t’ or ‘impossible’ it makes me more determined.”

    Clearly this man is determined, as the installation required more than a tad of customisation. Firstly Dips needed to fabricate mounting brackets for the ’charger in order to make use of the engine bay’s spare space, remember we are dealing with an epic bit of kit! Then a custom inlet was manufactured with twin returns so the dump valves and idle stabilisers could be recalculated. Thirdly Dips needed to make a custom inlet plate with take offs for the recirculating dump valves.

    To make sure spool up was ninja quick Dips removed the original pulleys and replaced them with #E36 2.22” 6 rib variants capable of handling 8psi of boost. He also needed to fabricate a new crank pulley. This was achieved by splicing the E36 face to the original E30 part. To aid with supercharger belt tension, E36 power steering pulleys were also employed. To increase fuel pressure a power boost valve was popped in, facilitated with an additional EMF-2 fuel computer that is activated via an adjustable boost switch. Fuelling can now be controlled from 2000rpm to 8000rpm at a predetermined boost level. Apart from fiddling, to put it lightly, with the new installation, Dips also had to relocate many of the car’s original components from the air flow meter to the ECU relays. “I’ve learnt a lot and the knowledge and experience I’ve gained will hopefully be passed down to customers. I like to experiment with my own cars, so I get everything right first time for clients,” he says, and it’s a great business strategy.

    Since the unit has been up and running, Dips has done his best to find a weakness in the system, in other words, ragging the sheet out of it! So far the only problem has been one he predicted: “Forced induction cars use head bolts that do not stretch under high pressure. As the E30 was naturally aspirated the 80bhp power hike the ’charger brought to the party was simply too much for the original gasket and bolts to take.” He had to throw in a new, original but slightly thicker head gasket and ARP no-stretch head bolts. The resulting engine is not only visually impressive; it has got the clout to back it up. It produces approximately 250bhp and oodles of torque. Dips tells me that a recent encounter with a #E46 #330d left the opposing driver ever so slightly embarrassed: “We both floored it and the gap just kept on growing. Because the car is so stealthy he had no idea what was under the bonnet. I love that, the surprise element.” As surreptitious as this ride is, the keen eye will spot a few subtle modifications to the interior and exterior. Clearly Dips’ years of experience have given him a very clear idea of what should, and importantly what should not be fiddled with. Externally he’s tinted the windows, and to maintain the car’s clean and sleek appearance the locks, side-repeators and the badges removed, the door handles and mirrors colour-coded. Up front the kidney grille has been blackened, highlighting the car’s imposing front end. This look is reaffirmed by the smoked Hella headlights, iS front lip spoiler and SE side skirts.

    On the interior the saga continues. Cloth Recaro beige seats look smart and work well with the car’s green hue, while the colour-coded steering wheel also helps with the subtle but provoking styling. Some of you may also have noticed the beige dashboard that could come as a surprise considering they were only ever available in black. So what’s the deal? In a moment of inspiration Dips decided to colonise the original dashboard. In layman’s terms this meant removing it, and colouring it with beige leather dye. He tells me, “I wasn’t sure if it would work but I thought it was worth a try. It came out so well that everyone thinks it’s an original item. I don’t know why BMW never thought to do it themselves, it really does transform the interior space.”

    I have to agree with Dips here, it’s a fantastic idea that looks like a factory option. He tells me he is able to do this for customers too, and the good news is it’s extremely affordable, and one modification I sincerely recommend for any BMW owner. Finally, the ride is set off with 16” Borbet C wheels that are more than fitting and in keeping with the old skool theme. Dips also had one last treat for us: a colourcoded Mini Moto housed in the boot! Straight pimpin’ I think you’ll agree.

    As the day draws to a close I ask Dips if the car is finished. Laughing, he tells me, “Nowhere near, we’re ripping out the engine next week and sticking in the S70 5.6 litre V12 from the #850CSi #E31 . I’ve got an E30 #M3 with a 4.6-litre #TVR V8 lump and it’s getting lonely!”

    Dips is an addict, he loves and needs modified BMWs in his life, and plainly if the scene is to keep on moving forward, the BMW community needs him too.


    ENGINE: 2.5-litre straight-six M20, Eaton M90 long nose supercharger with custom mounting brackets, custom inlet plate with twin returns, E36 2.22” 6 rib drive pulley, modified E36 crank pulley, E36 power steering pulleys, fuel power boost valve, EMF-2 fuel computer, relocation of the ECU relays and air flow meter, Custom Cars stainless steel exhaust system, NOS setup. Custom Cars short shift kit CHASSIS: 7.5x16” Borbet C wheels shod in 205/45 Falken tyres all round. 60mm drop on Spax springs and shocks, Custom Cars front strut brace. Standard brake discs and pads.

    EXTERIOR: iS front lip spoiler, black kidney grille, SE side skirts, colour-coded mirrors and door handles, de-locked, de-badged, side repeaters deleted, flushed boot lid, smoked Hella headlights and indicators, smoked rear lights, light smoked window tints.

    INTERIOR: Cloth beige Recaro interior, dyed beige dashboard, colour-coded steering wheel, colour-coded mini moto in boot ICE: Pioneer MP3 player, Focal 5” speakers.

    THANKS: Custom Cars (07958 432167) and everyone that helped with the project, especially my mate Clive Anderson for the fabrication work.

    Classic Borbet C alloys reflect the Touring’s subtle styling while a colour-coded mini moto is a tasty extra.

    M90 Eaton long nosed ’charger takes up plenty of room; at least it’s bringing an additional 80bhp to the party years of experience have give.

    Dips a clear idea of what should and, importantly, what should not be fiddled with.

    Colonised beige dash looks beautiful and updates the cabin perfectly, green steering wheel adds a neat touch.
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  • Groundhog day in Phil's garage. New aluminium race jack brought stability to the operation.The story so far.
    No matter how hard I’ve been trying to ignore it, there’s no doubt that the #1962 #Jaguar-E-type ’s differential has started whining again at motorway speeds and clunking at low speed. It’s in good company because the universal joints on the rear halfshafts have also developed some clunky play. When I dropped the rear subframe/differential/ suspension/brake assembly 18 months ago I remember commenting that the motivation for seeing the job through was the thought that I’d never have to do it again. Okay, ‘never’ was an exaggeration, but I certainly didn’t expect to be facing the job just 4000 miles later.

    1962 #Jaguar E-type Series 1 FHC
    Owned by Phil Bell
    Time owned Three years
    Miles this month 243
    Costs £125
    Previously Long-suffered pinking problem banished

    This time I’m using phrases such as ‘having done it all before, it will be easier this time’ and ‘I wonder which guest ale they have in the local pub this week.’ Disconnecting the propshaft, brakes and subframe is surprisingly easy, but lowering the large, heavy and unstable assembly to the ground using a trolley jack is a precarious operation. Since the last time I’ve heard of several methods of making the drop a more controlled process, and they all centre on using the largest trolley jack you can lay your hands on.

    So I invested in an Arcan 2LT - that’s two tons capacity, half a metre lift, a 115mm cup with rubber insert, a smooth and progressive release valve and the sort of wide, low stance and shiny aluminium construction that would shame most sports cars. Well, it is a race jack. It’s £125 from Costco if you’re interested.

    One particularly impressive lowering method that I read about involved fabricating a platform that bolts to the jack, and clamps to the rear subframe for security. But I was so impressed with my new jack that I decided to try it without, and found that by carefully positioning the cup at the rear subframe’s balance point and lashing it with luggage straps to avoid slippage I could lower it in a fraction of the several hours it took last time.

    A selection of wooden blocks positioned under the suspension uprights and differential flange ensured a safe landing in case the whole lot did try to slip off the jack, but it was all disarmingly easy.

    Extracting the differential is a laborious job because everything else has to come out of the subframe first - springs, uprights, wishbones, driveshafts, brakes - but working with it all on the ground there’s nothing difficult enough to inspire another guest ale sampling trip. Maybe that will be necessary when I find out what’s wrong with the differential this time.
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  • Lyons dominates Zandvoort grids

    There was no stopping Michael Lyons at the Zandvoort Historic Grand Prix from 29-31 August #2014 . Not only did he take a brace of wins at the famous Dutch circuit in the Historic F1 encounters aboard the #Hesketh 308E, but he also led home an impressive field in the second Group C/GTP race in the Momo Gebhardt C91. In the first, Stefano Rosina had taken advantage of slick tyres on a drying track to claim victory, with the pole-sitting Gebhardt - that time with Frank Lyons at the wheel - stopping with an electrical problem.

    A full grid of 500cc racers put on two frenetic six-lap scraps, with 76-year-old Brian Jolliffe winning the second despite having to start at the back of the field. He was still in fourth place at the start of the final lap, but George Shackleton tangled with Darrell Woods - which accounted for the latter-andjolliffe then outbraked Gordon Russell and Shackleton into the chicane to gain the lead and take a popular win.

    David Methley was again on dominant form in Formula Junior, completing the double in his Brabham BT6, while Leo Voyazides and Simon Hadfield won in Historic Sports Cars with their #Lola T70, and did the same with their Ford Falcon in Pre-1966 Touring Cars. Other winners included Julian Bronson ( #Scarab ) and Jason Minshaw ( #Brabham BT4).
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  • There was much office debate this month over the Wankel engine. Thanks to Mick Walsh enthusiastically researching his piece on the #Mazda #RX-500 , the rest of us discovered that we already knew a surprising amount about the ingenious rotary even before debating the two crucial questions: 1) why didn’t it take over the world; and 2) once it was clear it wouldn’t, why did (does) Mazda persevere? It had already watched the brilliant- in-theory unit kill off #NSU and then take #VW ’s #Audi NSU Auto Union wing to the brink. The first question - basically rotor-tip reliability and maintenance by people who didn’t understand it - was easier to answer than the second.

    Left: proud #Hoffman X-8 owner Myron Vernis on the #Pebble-Beach fairway where the car decided that it would not be driven by Elliott. Below: can anyone name another #X-8 equipped car, or something weirder?

    As ever, however, such a conversation soon turned into the usual mental Top Frumps between the Drive-MY team, this time the verbal trading cards being weirdest/most unlikely motor types and configurations used in road cars. Naturally, we ticked off jet-powered cars and propeller-driven fare pretty quickly, but when someone ‘stole’ the card I was planning to play - the should-have-been-but-never-was Doble-steam-powered #1953 #Paxton #Phoenix-it it reminded me of (I think) an even better one.

    The second car came to mind because, like the Paxton , it is owned by my good pal Myron Yernis. To understand the car, you need to understand the man. The superficially ‘normal’ Myron, mastermind of the Glenmoor Gathering in the US, is so obsessed with Porsche engines that he once bought a Stuttgart- powered ski-lift from Europe and shipped it to Akron, Ohio. He is a man so fascinated by the off-the-wall that he bought a Mazda Cosmo to be the run around at his Greek holiday home.
    Apart from perhaps the Lane Museum, therefore, it’s hard to imagine anywhere more appropriate for the wonderful Hoffman X-8 to wind up than with Myron. The what? The Hoffman X-8 - a futuristic, Deco-tinted utilitarian steel-monocoque saloon with independent suspension built by Detroit engineer Roscoe C ‘Rod' Hoffman in #1935 . As an aside, if I had a name like Roscoe, there’s no way I would want to be called anything else. Back to the car: it was given to Brooks Stevens and stayed in the designer’s museum even after his death and right up until #2010 , when it came to Myron.

    'Superficially "normal" Myron once bought a #Porsche ski-lift in Europe and shipped it to Ohio'

    It is a captivating little thing and, though slightly resembling a host of classics, for me it most looks like a Renault 4CV mated with a Stout Scarab. Best of all is its engine. Properly rear-mid-engined, it is a (sort-of) radial unit and I can’t think of another road car that went down this route. Perhaps with good reason. Ford certainly experimented with an air-cooled flat- head X-8, as did GM pre-war, and Honda is said to have investigated the possibilities for racing in the 1960s, but all clearly thought better of it. Hoffman, under commission (though no one is certain for whom) and having started filing patents for such a beast years earlier, pressed on with his water-cooled overhead-cam unit. You could argue that the single-cam X configuration of twinned V4s is not actually ‘radial' at all. For a start, it doesn’t have the odd number of cylinders that is de rigueur with four-stroke radials, but that’s enough science.

    Despite being 170cu in and supposedly good for 75bhp - when it works - the engine does not exactly drip power, being fed by a single twin- barrel carb and driving through a three-speed transaxle. But it sounds great, spitting through its pea-shooter exhausts like an amplified version of one of those miniaturised desktop model V8s.

    I know this because, thanks to Myron showing the Hoffman at Pebble Beach in #2012 , I have at least seen the car and heard it running. In fact, it created quite a stir and stopped Jay Leno and his XX crew in their tracks. Sadly, my planned drive and feature - most likely the first since Michael Lamm’s brilliant article for Special Interest Autos in #1974 - was thwarted when the clutch (which couldn’t be repositioned anywhere in the bay to get any hotter) gave out and we ended up gently pushing the car off the showfield.

    This was long after die red-trousered crowds had dispersed, of course, yet to see the Hoffman X-8 silently slipping away unnoticed despite all the furore it had caused earlier in the day struck me as probably the perfect epithet for the car’s place in motoring history.
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  • Lost and found Michael ware's classic discoveries small town produces #911 gold. The 911L spent a couple of decades gathering dust undisturbed on a secluded road and (right) in a barn.

    Porsches tend not to feature often in this section; people don’t leave them lying about as much as some other cars. But Adolfo Massari from Luxury Brokers International has told us about: “Two classic Porsche finds within 10 minutes of each other in the same town, found by the same person - amazing luck!"

    A phone call sent Massari hurrying to the little town of Lititz in PA to meet a man who knew of a #1968 #Porsche-911L in a barn. It turned out that, a week earlier, the same fellow had found another 911 that he had decided to keep for himself.

    The #Porsche 911L was made for the American market for just one year. Because it had slightly downgraded power, owners often specified luxury items. This one had a wooden steering wheel and elephant-hide interior. It was in rare Ossi blue and still had a complete toolkit and all the instruction books.

    “After a bit of negotiation, we owned this dusty, mice-infested #911L and were absolutely thrilled,” Massari told us. “Leave the dust on it,” he said to the puzzled tow-truck driver. A few days later a friend and avid Porsche collector fell in love with it and took it away, dust and all.

    The car’s owner since the early 1970s had used it sparingly until he died in the late ’80s, after which his son inherited it. He took the car to his home in Colorado, used it for a couple of years and then, in the early ’90s, moved to Pennsylvania, parked it up and never drove it again. “The car was so secluded on a back-road that no one could have seen it sitting there,” said Massari.

    Porsche was rare Ossi blue beneath grime.
    Wooden wheel and elephant-hide interior.
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  • Buckley's double

    How does he do it? Martin Buckley has struck straight to my heart and soul in two successive months. In the October issue he was lauding Armstrong Siddeleys, and even gave the little-heard-of Sapphire 234 a mention. I had one, of course - bought in #1975 when I was a student working at a classic car auction in Alexandra Palace.

    Marcel Massini and Tom Hartley receiving one of the many awards giver to 0704 TR at #Pebble-Beach .

    I had to phone the owner after the auction and tell him it hadn’t sold. Horrified, he said it had no reserve and he would have accepted £20 for it. Because I and my mate James had just been paid for our weekend’s work (£15 each), we agreed to go halves on it. The owner even covered the insurance - though, later on, getting cover for two medical students on a car with a 2.5-litre engine was trickier.

    The car was fabulous: a hideous aluminium body in mustard and brown with a powerful four-pot engine. It had a sports gearbox and clutch (we never found out what that meant) and a couple of other period features, too. I particularly liked the UV backlighting of the instruments that made them glow in a ghostly fashion at night.

    Until I got into Porsches a few years later, that AS was the fastest thing I was to own, although excursions at speed were a little alarming given that the bonnet catch was broken so the panel would lift onto its safety catch. We never managed to go very far because the cooling system was furred up and we never worked out how to clean it.

    We got to Aldeburgh, where it was stuck for almost a year as a result of boiling over, then to Oxford where it once again stalled at my long-suffering mother’s house, until she advertised - and sold - it for £60. I believe it is in Ulster now. That motor was responsible for getting me into classic cars, so I have a lot to be grateful to (or irritated by) it for.

    Then in September Mr Buckley mentioned one of my favourite truly awful films: Crossplot, surely one that Roger Moore would rather forget. It does, though, have a lot of classic car action - not just the #Alfa-Duetto he drives at the beginning, but a classic car parade and a helicopter-versus-veteran-car chase. Best of all, it features the houseboat my daughter lived on until last year, and - surely of interest to many classic lovers - a WW2 Yosper motor torpedo boat.
    • Authentic number. I was shocked to see the incorrect chassis number listed for Tom Hartley Jnr’s Ferrari 250 Testa Rossa. It is not 0666 TR; that carAuthentic number. I was shocked to see the incorrect chassis number listed for Tom Hartley Jnr’s Ferrari 250 Testa Rossa. It is not 0666 TR; that car wasn’t even at Pebble Beach this year. The car’s correct chassis number is 0704 TR.

      The car is the only Testa Rossa in the world not to have been restored, and so is the most authentic in existence. As such, it received four awards at Pebble Beach. It placed third in class, but also won the FIVA Award for the best unrestored and preserved post-war car, the Road & Track Trophy and the Revs Program at Stanford University Award for the most historically significant car on the showfield.

      I had the pleasure of co-driving the car with Hartley over the ramp to collect the silverware.
        More ...
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  • Fever for the Great Dorset Steam Fair started early this year with YouTube posts of a remarkable WW1-themed 72-ton convoy travelling slowly to the massive Blandford gathering.

    A special road-train of pre-1918 vehicles was brought together to promote the tribute. It included Foden steam lorries, Edwardian staff cars, motorcycles and two McLaren traction engines hauling a Pickfords trailer lugging the huge, sole-surviving #1914 American Holt gun tractor that steamed across from Bovington Tank Museum via Bere Regis to Tarrant Hinton for die opening of the 46th event. All the crews were in period uniforms. Special features included a recreated trench network, a stable with wartime-style wagons, a Sopwith Camel biplane loaned from the Shuttleworth collection and a sculpture by Johanna Domke-Guyot inspired by accounts of Flanders fields endded Silent Memories comprising five linked soldiers blinded by gas.

    Heavy rain had turned the sprawling, hilly site into a muddy nightmare for the organisers, but it didn’t deter the regulars who’d been planning their visits for months.

    Neil Gough was nominated to pull the trailer with his 1912 McLaren 12hp engine ‘Gigantic.’ “When we found out about the convoy, we pushed the rebuild through for the occasion,” said the 37 year old who runs the award-winning Sussex Steam Restorations in Washington. “It was an 18-month job that we finished in wartime paint. The convoy was great fun, but emotional at times. Crowds turned out all along the route, and you knew many must have lost relations during the war. We’ll keep it in the military paint in their honour.”

    As soon as the ground dried out on the display area, the McLaren was busy all weekend hauling a replica eight-ton Howitzer up and down the challenging gradient that is the centrepiece of the venue: “The xMcLaren is a rugged and powerful design, so it was built for this work.” Enthusiasts pulled out all die stops when they learnt of the theme, none more so than Thomas Brady from County Louth with his Napier truck. I had no idea that the London-based, Rolls-Royce rival built lorries and ambulances for the War Department for a brief period before switching to aero engines. It’s hard to associate the same works that created the 500bhp Lion ‘broad-arrow’ 12 with solid-tyred lorries, but the Irish aficionado confirmed quality was evident through everything that Napier produced.

    “We think that only two survive of the 362 built in 1915,” said Brady. “We come every year with steam engines, but this time we had to bring the Napier. It was unearthed on a farm in 1982 in a terrible state with a rotten chassis and a chestnut tree growing through the frame, but we had to save it. The bodywork was missing, but we rebuilt the cab with the help of historic photos and the memories of a local who played on it as a boy. It was only finished last Monday- after working all hours - and the first drive was in the mud here.”

    It’s always heartening to meet youngsters captivated by early transport, and the hobby will be in safe hands with keen lads such as 16-year-old George I lounslow, the youngest member of The Steam Car Club of Great Britain, w ho first drove his grandfather’s 1900 Oldsmobile around the show arena at Dorset back in 2008.

    Now he’s as handy as his dad when preparing their #1923 Stanley: “Steam has a special life to it, which makes it so enthralling. This will take 40 minutes to brew up, and there’s a lot of maintenance - nine hours’ spannering to an hour driving - but that’s part of die challenge. People worry about the boilers but they are rigorously tested every 14 months. Our Stanley has 700 tubes and 525lb pressure.” He’s now rebuilding a #1901 Locomobile; I love it that three generations of the I lounslow' family are steam addicts.

    Clockwise, from above: Brady's freshly finished Napier lorry; Gough's #McLaren storms around arena towing eight-ton replica Howitzer; young Hounslow with family's glorious Stanley steamer.

    It was found in a terrible state, its chassis rotten and with a chestnut tree growing through the frame.
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  • Egyptian lives on

    I thought you might be interested to know that the Egyptian you featured still exists and is on the DVLA database as BPA 315K and on SORN. The pictures of it (inset) are from Bonhams’ auction catalogue for the #XK s 60th celebration meeting at Goodwood in August #2008 , organised by the #Jaguar XK Club International.

    I was present at that auction and noted that bidding ran out at £12,000 and the car was unsold. Judging by the estimate, the reserve was probably £15,000. The car was in good condition and much as you see it in the photos. Indeed, the prices achieved for other lots that day seem ludicrously low; how the classic car market has changed!
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