- Post is under moderationROYAL CARS
An exclusive visit to the Queen’s own collection. Hidden away at Sandringham is a certain Windsor family’s own collection of cars. Octane was granted exclusive access into the royal grounds. Words Giles Chapman // Photography Matthew Howell.
By any measure, it must have seemed a baffling request to the craftsmen at Hooper & Co, the Royal Family's favoured coachbuilders for decades. Queen Mary had paid extraordinarily close attention to the specification of her new #Daimler-DE27 . The driver's compartment, she decreed, was too wide, compromising the dignity of the vehicle, and a more seemly front profile was demanded.
It was 1947, and this was to be her personal car, finished in her favourite dark green and taking four months to build. The narrowing process meant the steering column had to be kinked 2.5in towards the centre, and poked out of a truncated dashboard. Widened wings also needed to be handmade. How her chauffeur felt about his custom-cramped driving posture would, of course, never be disclosed.
Her Majesty's other requests were more fathomable. Because the 80-year-old Queen Mary had trouble bending her neck, she requested 57in of headroom, which made this the tallest car Hooper bodied after the Second World War. The drop-down bootlid revealed a bespoke picnic case, and the rear compartment was a snug of green leather and walnut, with notebook, pencil, ashtray and matchbox built into the armrest. Spring-loaded silk blinds gave privacy, although Her Royal Highness couldn't countenance life on the road without gold monograms on doors and boot. Queen Mary proudly called it her 'shopping Daimler'.
The VIP customer proclaimed herself delighted with her 'shopping Daimler' and Queen Elizabeth II's grandmother used it almost daily until her death in 1953 .
Although this unique limousine now belongs to the National Trust, it's found its circuitous way to a resting place at the Sandringham Estate. And it's not alone. The Queen's rural retreat in north Norfolk, at the centre of its stunning 20,0-acre estate, has an extraordinary car collection.
Despite Sandringham Museum being open to members of the visiting public, it's largely unknown. Sandringham House first welcomed visitors in #1977 , and you can ramble through the estate's tranquil woodland free of charge all year round. But the car collection? Even the estate's website mentions only a highly polished #1939 Merryweather fire engine in the outbuildings. Yet there's much more...
You might never have guessed that Sandringham is home to some of Britain's most important and interesting royal cars. Until, that is, #Drive-My was granted unprecedented access to this most august of classic fleets. There are usually between 20 and 25 cars hidden away there.
When the 21-year-old Prince of Wales - later King Edward VII - was gifted Sandringham in #1862 by his mother Queen Victoria, he received an 18th Century, stucco-fronted country pile that he quickly found too cramped. The builders were soon shipped in and, by #1870 , the new main house was completed. Or, nearly. Additions were constant, including a ballroom and a guest wing, and a stable block that included carpentry and sewing schools for the estate's youngsters.
The Prince was a dedicated techie, with a penchant for cutting-edge machinery. Hence, in #1901 , he installed an electricity generator for the house in an extension to the stable (soon obsolete when mains power reached Sandringham). Likewise, the Prince was fascinated by the earliest cars. The contemporary Lord Montagu introduced him to the motoring exhilaration in 1899 on a New Forest outing aboard his 12hp Daimler; the Prince was smitten, and ordered a 6hp Model A example for himself the following year. It had all the latest features, such as an accelerator pedal instead of a hand throttle, raked steering column, and elaborate electric ignition. Hooper & Co were entrusted with the bodywork for this first British royal car, done in four-seater mail phaeton style with separate hoods for front and back seats. A spacious new garage was soon added to Sandringham's stables to meet its needs.
That very car is treasured here today. It's somewhat changed from its original condition - although the alterations all took place in 1902! A Mr S Letzer, the first royal chauffeur and referred to as the Prince of Wales's 'mechanician', sometimes wound it up to 20mph-plus, but it frequently overheated. Moving the radiator from the back to the front cured that but required a bulky bonnet. At about the same time, new and more comfortable tonneau bodywork was built. A frilled Surrey top was added and the pneumatic rear tyres were changed for solid ones, as the lack of a differential made them prone to peeling off.
The lofty veteran is resplendent in paintwork of royal claret over black, picked out in a bright red that's more respectfully termed vermillion. This livery was adopted from one of Queen Victoria's horse- drawn carriages, and remains the colour scheme for the monarch's official transport today. Not that you'd necessarily spot it. The claret often looks like black from a distance and in certain light.
This is one of the most influential single cars in British motoring history. Edward VII's enthusiasm for it quelled hostility towards cars from landowners and the gentry. Before, mass upper-crust opinion was that they were noisy and dangerous affronts to a horse-drawn world. But the moment the King adopted the new motor car, the mindset rapidly switched.
The pairing of Daimler chassis and Hooper bodywork became the royal staple, and there are two magnificent examples of such later limos at Sandringham. The 45hp Brougham dates from 1914 and its Double Six replacement is a 1929 car. These maroon monsters were fixtures of British public life, the King easily visible behind the towering side windows. The newer car has the unusual feature of headlights that can be swivelled to the left, but both cars have the royal quirk of a black- painted radiator grille surround. A bright shiny thing on the front of the car, a rolling advert for Daimler, might have distracted attention away from the occupants of the back seat.
By the mid-1950s, Daimler's grip on the Royal Household's patronage went limp. For two years between #1953 and #1955 , it didn't even build limousines, and Rolls-Royce stepped in, capping the flow of some 80 Daimlers over five decades with a Phantom IV Hooper Landaulette for Elizabeth II in 1954.
The second of the Queen's official Rollers was a special Phantom V in #1961 . It was retired to Sandringham in 2002 where, in this very low-key car museum, it's the most recognisable one to most visitors.
The #Rolls-Royce developed this car in secret under the 'Canberra' codename, to give the impression it was for the Australian Government (the Australians had followed the Royal Family's switch in allegiance to Rolls-Royce in the late 1950s). The coachwork was entrusted to Park Ward, cutting Hooper out of the loop and hastening its decision to quit coachbuilding altogether, and two near-identical examples were built.
Its most distinctive feature was the cover that could be slipped off the rear roof section, revealing a Perspex dome through which to admire the head of state on her travels. And this car really did go round the world - usually in its own garage on board Britannia. This three-ton behemoth would be craned delicately on and off the royal yacht and rolled carefully into its berth, into which it would just fit, thanks to specially designed demountable bumpers.
Another Buckingham Palace workhorse with dramatic history has also come to rest at Sandringham. The #1969 Vanden Plas Princess limousine is mundane apart from one thing. In March #1974 , the car was ambushed on The Mall by a gun-toting madman intent on kidnapping its key occupant: Princess Anne. Although he shot a bodyguard, the chauffeur and two passers-by, the attempt was thwarted and she was unscathed and, indeed, unbowed. But it did reveal two worrying omissions in Royal cars: bulletproofing and radio contact with the security services - both remedied soon afterwards.
Formality is one thing for the Windsor clan, but at certain times of the year Sandringham is all about the great outdoors. And proper shooting brakes have for decades been as regular a feature of estate life as beaters, gun dogs and hip flasks. Hooper's awe-inspiring shooting brake body on a 57hp Daimler chassis must represent a pinnacle in 1920s sporting life. It was delivered in August #1924 to George V, and an excellent day's shooting would be in prospect with 12 guns in its varnished rack. Roll-up side curtains guaranteed lungfuls of bracing Norfolk air for the ten occupants... and four-wheel brakes added welcome retardation on slippery tracks.
Guides at Sandringham today are accustomed to the huge pull this one has on viewers. It's the paintwork. The rear section is timber- panelled but the thoroughly rural theme continues with the woody effect on scuttle, bonnet and wings. It's called a 'scumble' paintjob: the darker base layer was allowed to dry to the tacky stage and then a lighter paint colour was brushed on artfully with a toothed comb to give the woodgrain look, which was sealed in under three layers of lacquer. The stags and pheasants would never know you're lurking among the trees.
Altogether more modest is George IV's #1951 #Ford V8 Pilot with a Garner woody body. The wheelbase was stretched by 12in and the windscreen height raised by 3in, so it was uncommonly roomy, with the gun rack on the roof. Yet another interesting modification was a floor-mounted gearlever, as the King hated column changes. Yet his untimely death in 1952 meant he barely drove it. The family kept it for sentimental reasons, and it was still burbling around the estate in the '60s.
By then it had been joined by an upstart newcomer, a Ford Zephyr Mkll the like of which you'll see nowhere else. Hardly the most elegant of vehicles, with its hearse-like contours relieved with wood panel inserts, eight people could cram in with Prince Philip at the wheel, and it was custom-made for Sandringham shooting parties.
Yet another category of automotive resident here is the Royal Family's personal cars from years gone by. You can see Prince Charles's 21st birthday present from his parents - a blue #MGC-GT . You can also get up close to several wonderful children's cars. We loved the Imperial 1 midget racing car, a gift for Prince Charles in #1955 from America and, with a two-stroke engine, capable of a hairy 40mph. How many scars can the heir to the throne attribute to spills in this one, we wonder? There's also an #Aston-Martin-Volante Junior that a grateful Victor Gauntlett presented to valued customer Charles in #1988 (to pass on to his sons, Princes William and Harry), and a working replica of the 007 #DB5 given to the Queen on an Aston factory visit in #1966 , as a gift for lucky toddler Prince Andrew.
The Queen's own Rover 3.0-litre has a patina that includes small dents and a cracked windscreen. The Duke of Edinburgh's #Alvis-TD21 , meanwhile, is crammed with unusual features: Prince Philip ordered a taller windscreen, electric soft-top and a leather dashboard instead of polished walnut. #Alvis later fortified the car with five-speed gearbox, disc brake conversion and a power-boosting TE cylinder head to withstand the relentless use the Prince put it to: over 60,000 hard-driving miles to Germany and back, commuting to polo fixtures, and frequently picking up Princess Anne from school.
These days, a Vauxhall Cresta PAis a car to admire rather than disdain, and the rare #1961 Friary wagon at Sandringham was an estate runabout. The Queen liked driving this relaxed old barge, and it carries a jocular MYT 1 personal plate. Indeed, Her Majesty pretty much started the craze for 'private plates' after receiving a #Daimler-DE27 as a gift in #1948 registered HRH 1. Who could be more appropriate for either?
'Her Majesty started the craze for private plates with a Daimler, received as a gift and registered HRH 1’
Space is at a premium in Sandringham's garage block. Spare capacity is taken up by interesting vehicles on loan from non-royal owners, including the ex-Earl Mountbatten #1924 #Rolls-Royce-Silver-Ghost (used by him in India during his spell as Viceroy and later Governor-General in #1947 - #1948 ). There's also a #1929 Armstrong Siddeley 30hp shooting brake originally built for George Vi's use at Balmoral.
When the family is in residence at Christmas, though, the garage is needed for the current fleet of limousines and Range Rovers. Cars such as the #Princess , #Zephyr , #Alvis and #Rover are turfed out into heated storage nearby as the retinue of chauffeurs and security staff arrive.
However, the old cars do not depart under their own steam. The Sandringham collection cannot be faulted for polished spotlessness, but many are non-runners and, indeed, some of the pre-war Daimlers would require much more than a mechanical overhaul to get their sleeve-valve engines purring again. Seizures are a near-certainty. The #1900 #Daimler has tackled the London-Brighton a few times but its last mechanical breakage on the #2005 event has kept it indoors ever since. Nonetheless, all these cars are preserved in a secluded atmosphere that, in itself, couldn't really be any more authentic.
VISIT SANDRINGHAM MUSEUM www. sandringhamestate. co. uk/visiting-sandringham/
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- Post is under moderationI have always been fascinated by automotive history or stories that have been lost in my lifetime. For instance, did you know there’s a Firebird with a Ferrari engine in it? Bill Mitchell was the heir to #General-Motors design legend Harley Earl, and himself designer of such icons as the Stingray and Camaro. Pontiac was kind of GM’s performance division, with cars such as the GTO and the Firebird, and Bill wanted to impress upon his engineers some of the overhead-cam engines being developed in Europe at that time. So what he did was call his friend, Enzo Ferrari, and ask him to ship over a motor. And Ferrari did! #Pontiac-Firebird
Bill put it in a concept car called the Pegasus, based on a #1970 Firebird. It had sort of a #Testa-Rossa -looking front end - based on a rendering by Gerry Palmer - which was going to be the new Camaro. But when Bill saw the renderings he incorporated it into the Pegasus.
That wasn’t the end of the story, though. Bill complained about the lack of performance with the automatic transmission fitted in the Pegasus, so he got back on the phone to Ferrari, who agreed to send him something else.
That ‘something else’ turned out to be a competition motor out of a Daytona. It was sent to Luigi Chinetti, who was running #NART in Connecticut, and he put the competition motor into the Pegasus, got rid of the auto 'box and replaced it with a five-speed manual.
The part I find fascinating is that Bill could call up Ferrari and say, ‘Hey listen, send me a motor; I want to put it in a Pontiac.’ And it’s no problem. Obviously it was a different time - GM was a huge multi-national corporation and Ferrari was pretty much a small outfit, even as late as 1970. Can you imagine that happening today? There was a lot more camaraderie back then.
He took a lot of heat from GM for building a Pontiac powered by a Ferrari, and was forbidden from showing the vehicle at any event that was put on by GM. But Bill felt that with his Pegasus, #Pontiac was given the impetus to develop its engines. Bill loved this thing, so he worked out an agreement with GM to lease the vehicle for a dollar. The agreement stated that when Bill died the Pegasus would be returned to GM in the condition in which it had left.
I think he fancied himself as a bit of a racer, and while running the Pegasus around Road America he crashed into a bridge. But the bridge he crashed into was the Bill Mitchell Bridge, named in his honour. He’s probably the only guy to design a car and race it and crash it into a bridge named after him. The crash was hushed up and the car was loaded onto a truck and taken back to Detroit. Luckily Bill was not hurt, and he never mentioned it. He held up his end of the bargain by having the car restored back to the way he got it before he died in #1988 .
‘BILL MITCHELL IS THE ONLY GUY TO DESIGN A GAR, AND RAGE IT, AND CRASH IT INTO A BRIDGE NAMED AFTER HIM’
I am one of the few people who have driven the car. In essence it is just like a Ferrari; it had four-wheel disc brakes. Ferraris of the period still had live axles and leaf springs, as did the Firebird. And with the five-speed transmission and the Ferrari gauges, it really was a lot like driving a Ferrari. All the power was at the top end, and it had a fantastic sound. I put quite a few miles on it.
I think the #Pegasus showed the Pontiac and GM engineers what a real sporty engine was like. The Ferrari was about three litres and American engines were around seven litres-it got them thinking about what a little engine can do. Don’t forget, in 1970 if you were a car enthusiast you knew what a Ferrari was, but if you weren’t really a car person, it was some exotic thing. The fact that the GM engineers spelled it wrong on the crate tells it all - when the engine was sent to GM, someone wrote on it 'FARARI ENGINE, ITALIA’.
I saw the original crate that the engine arrived in. I opened it - it hadn’t been opened for about 35 years - and in there was the original engine. It was the one that was taken out and replaced with the Daytona version, and it was just thrown in there, with pulleys and motor mounts and what have you. What is that engine worth today? Hundreds of thousands of dollars, probably.
So why did #Ferrari send the engine to #GM ? We always think of Enzo as being a bit of a recluse yet, don’t forget, in the 1950s he gave Henry Ford a Ferrari. And Henry Ford gave him a #1955 #T-Bird . #Enzo-Ferrari actually came to Detroit and walked through the Corvette studio. I never knew that. So Enzo was actively courting suitors and meeting car designers, giving people engines and transmissions.
‘Try that in your car and see how you like it...' Bill Mitchell did, and he liked it a lot. Sadly, GM was not so enthused.
Car #1971 #Pontiac-Firebird-Pegasus-Concept
Comedian and talk show legend Jay Leno is one of the most famous entertainers in the USA. He is also a true petrolhead, with a massive collection of cars and bikes (see www. jaylenosgarage. com). Jay was speaking with Jeremy Hart.
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