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    Some of my favourite collectable cars are those I like to call noble failures, cars that were ahead of their time and no-one realised. The #1935-Chrysler-Airflow / #1935 / #1934 / #Chrysler-Airflow / #Chrysler is a good example. Call it the shock of the new, because the 1934 model with its #Art-Deco streamlining and waterfall grille was so different from the previous model that people just couldn’t take it in, especially the long-wheelbase Imperial version. Luxury cars were supposed to have huge imposing radiators with prestigious-looking hood ornaments like the Rolls-Royce flying lady or the Packard cormorant. They learned their lesson. After that first year they switched back to a more traditional front end.

    The car I’m writing about today is not so much a noble failure as a forgotten one. I have been after one for years, but I could never find quite the right example until recently. By the mid- ’60s the pony-car craze was in full swing. Ford had the Mustang, Chevy the Camaro, Pontiac the Firebird, Chrysler the Barracuda.

    Common to all was a V8. Sure, you could get a six-cylinder if you wanted, but that was a base model which was primarily a grocery- getter. Except for the Pontiac.

    John DeLorean was the engineer behind the Pontiac GTO. He enjoyed thinking outside the box.

    Of all the button-down engineers at GM he was probably the most European in his thinking and his lifestyle. He was the guy who put the big honking 389ci V8 into the smaller-bodied Tempests and Firebirds, but he was also enamoured with the Jaguar E-type. Why not develop an American version of the classic European straight-six?

    The engine grew from the standard Chevrolet six- cylinder but had its own cast-iron block and head castings. Only the valve cover and camshaft carrier for what was America’s first mass-produced overhead- camshaft engine were aluminium. It also featured a reinforced glassfibre belt to drive the camshaft, which was considered quite advanced back in the day. With a one- barrel carburettor and a mild cam this 3.8-litre engine put out I65bhp, and was mated to a three-speed manual gearbox as the base powertrain package for the Firebird.

    DeLorean then added high-compression pistons, a hotter cam, dual valve springs, a split dual-exhaust manifold and the new-for-’66 Rochester Quadrajet four- barrel carburettor. This took power to 207bhp, increased to 215 for 1968. Some guys convert their engines to Weber carburettors, which look a lot sexier but don’t seem to give any more performance than the Quadrajet.

    So, instead of a heavy V8 pony car with its 60/40 weight distribution, would Americans go for a European- style pony car with lower horsepower but better handling? The answer: not so much. Pontiac built 108,000 Firebirds for the 1968 model year, of which just 4662 were six- cylinder Sprints. And only 1025 of these had the high-performance engine package.

    The car I have finally found is a 1968 Firebird Sprint with this engine, the very desirable four-speed gearbox, the Safe-T-Track 355 rear end and the hood-mounted tachometer. This combination cost as much if not more than the V8 when new and in America, where bigger is always better and performance was measured in quarter-miles, why would you do that?

    Americans didn’t much cotton- on to six-cylinder engines, and still don’t. When the latest Ford GT was introduced with a six-cylinder, howls of protest were all over the internet. It took the 2016 Le Mans win to overcome all the scepticism.
    But as a teenager I was intrigued by this hopped-up six because it was so different from everything else coming out of Detroit. Overhead camshafts, especially back in the ’60s, were things that came from Europe and were to be seen on the autobahn, the Stelvio Pass or Silverstone. Not Woodward Avenue.

    Over the years I came close to finding the right Sprint. I looked at one but it was an automatic, another had the three-speed. Finally, a friend called to say he’d found the perfect one, a convertible in Caribbean blue with a blue interior, a white top and all the right options. It was a three-owner car, never restored but well maintained. For its first 25 years it had been a daily driver. It had just over 100,0 miles but ran nicely.

    After driving it for a while I have decided to give it a full restoration. The great thing with cars such as Firebirds, Camaros and Mustangs is that every single part is available, many of them new old stock.

    The best part will be when it’s finished and I take it to a Cars and Coffee, park in the Pontiac section next to a couple of Trans Ams or 455 HO big-blocks, open the hood and hear guys go ‘What is that? A six? Cool!’
    That’s my dream, anyway.
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    / #1934-Bugatti-Aérolithe / #Bugatti-Aérolithe / #1934 / #Bugatti

    David Grainger of the Guild of Automotive Restorers allows Jay to put the first few miles on this rare and unique magnesium-bodied Bugatti design concept. See the Aérolithe in person at the Atlanta Concours d'Elegance on October 19th and 20th 2019!
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    FROM THE BOOKLET / #Invicta-S-161-Low-Chassis-Sparrow-Hawk / #Invicta-S-161-Low-Chassis / #Invicta-S-161 / #Invicta-S-161 / #Invicta-S / #Invicta / #1934 / #1937 /

    In my boys no room hung posters of there - who were not - but it intrigued me, the Invicta. And so it was on my list of 'to be driving cars. What could be better than a hold-over fifty still achieve childhood dreams? Of course we have, over the years it has become more critical. It had to be an S-Type Low Chassis.

    Bee peers and elders known standard "The Great Cars '(in Netherlands' De Grote Automerken) Ralph Stein from the late sixties called the English brand Invicta alongside Rolls-Royce, Alfa Romeo, Duesenberg, Ferrari and Bugatti. Moreover, there were also brands like Vauxhall, #Simplex and Mercer, so the choice of the writer must have been something subjective, but in the chapter on the Invicta - Latin for "invincible" - had a terrible beautiful sports car with a very low silhouette. That intrigued me. The car thus had a look that lacked other English sports cars of that time.


    Complicated starting procedure. First contact with the key ("fuse") and then take off The switch for the gas pump (autovac). The pump starts ticking loudly. Beautiful. With English classics you finally never know. Then switch on the ignition coil ("coil") and the "magneto - the Invicta has a double infection, both with an ignition coil and a magnet.

    At the wheel, the ignition lever to let (retard) and move the hand throttle a little bit ahead. Then pull out a middle button on the steering wheel - if you press the same button, incidentally, you run the horn - after a heavy moaning sound indicates that the starter is attempting the 4.5-liter six-cylinder Meadows to get the talks. And it works. What does not work, at least not me, it is euphemistically describe the engine noise. It sounds powerful, raw and least sophisticated. Although I torment my mind to express the subtle, I'm always on the same point. So I give only to it: the engine of the Invicta just sounds like that of a truck. Am I disappointed? Not at all. It is even promising.


    "Old barrel," the man calls in passing. He repeats his statement a few times until he was out of earshot: "Old barrel, old barrel." Not surprising, of course; we are on the grounds of inGeest, an institution for mental health care in Bennebroek / Vogelenzang which was founded in 1924 as the Association for Christian Care of Humanities and Nerve Sick. What we are doing here? There is still a cluster of historic buildings in Amsterdam School style, as some pavilions, a church and a water tower, from the period 1927-1938. Not only beautiful, but also an appropriate background for a car like this Invicta, also from 'modernist' principles was built in 1934. Front and rear axle are not - as usual - under, but mounted above the chassis. The motor is also placed behind the front axle. This construction principle, the little lovely name 'underslung', gives the car a lower center of gravity and thus improved roadholding. The construction was in the thirties not new; he was already early 20th century used in cars.

    It also makes the car look sportier. That is its appeal. The beautiful, low silhouette, to begin with, something from nature too large headlamps just does appear even larger. The sporty touch is further accentuated by subtle (and not so subtle) details such as the rivet lines on the bonnet, many louvres, the cycle wings, radiator supports on the front fenders, the muscular exhaust pipes which are outside the hood, not to mention the enormous race for the tank to the rear.


    Obviously, I have the great book of Ralph Stein (1909-1994) it again when caught. He says: "The former Invicta's had no particular character and the name Invicta was only one name on the list of half-forgotten brands have become as the type had not been S there." And now we're at with quotes: 'The low punched sections Invicta was probably the best-looking sports car in the vintage tradition ever to be produced in England (auto journalist JR Buckley, 1966).

    It was this S-Type which marked the breakthrough of Invicta, both because of its appearance and because of the technique. That was Captain Noel Macklin, Invicta founded in 1925 with funding from sugar magnate Oliver Lyle (Tate & Lyle), achieved his goal. Right from the start he wanted Invicta a big name would be. In marketing its new brand, he got help from his adventurous sisters Violet and Evelyn Cordery (Macklin had married their sister Lucy). Violet managed to draw Invicta's long distance records at Monza and Montlhéry, and was the first woman to the Dewar Trophy to have received, an endurance trophy. Together with her sister Violet Evelyn undertook in 1927 a successful trip around the world in an Invicta 3.0 liter under the supervision of the Royal Automobile Club. On a broken axle after ran the 18,000 kilometer journey without problems.

    The Invicta was a reliable touring car, especially for long distances, was now beyond dispute. But the more sporty been asked were not prodded awake for the brand. That happened when Macklin in 1930 released the S, with its low chassis and 4.5 liter six-cylinder with twin SU carburettors, a car that could get around the 160 km / h.


    The couple is truly enormous. You drive yet thirty and you're already in high gear, the four. Which is not a overdrive, but a real acceleration. Switching is fine; or feel everything just as well and double--clutch because the bin is unsynchronized.

    It all feels great mechanically, with a heavy shift lever (you can not call it poker) and large slots. Otherwise 'normal' in H configuration. The previous owner has the lever in the middle of the way, let the car turn because he was quite long. Originally, the lever on the right sat against the side panel, but that was in his very busy and cramped there, as the handbrake is also located there.

    Personally, I'm just a bit too long for a good sitting position in the Invicta. If I have to get my foot on the clutch almost straight down off my leg because I can not get it otherwise. The big wheel is too far back. It is all still to do just.

    What is striking is that the Invicta occurs differently than he looks. He accelerates quickly, you also feel that he can be tough, but although I obviously did not go to extremes, I notice very soon that he lacks a truly sporty touch. It's not really agile cars and high speeds are not for the Invicta, which is noticeable at all. The engine sound is rawer than ever before and you have a tendency literally back on the throttle. It can all hardly be otherwise: the Meadows-power base is in a truck engine. Hence coarse sound. He may be the Invicta is reasonably quickly propel, but it is mainly a motor that proves itself in the low rev range. If there is a car which you can compare this S, it may be the Lagonda, which incidentally also made use of Meadows engines. Lagonda's were also less known for their speed as well for their potential to make hassle free long distance. Le Mans has also won multiple times by Lagonda. Perhaps let us feel a bit fooled by the appearance and we have the notion that the Invicta is a sports car, an idea which - admittedly - also had taken hold on me. It remains a fast touring car, suitable for long distance, one that nevertheless looks very sporty. You may even wonder if Noel Macklin S-Type sports car as it really meant.


    There were trials and rallies where Invicta excelled. Donald Healey won twice winning the Coupe des Glaciers and won the 1931 Monte Carlo Rally with an Invicta. Anyway a fine example, but more so because the Invicta had to say the least some annoying trait. The 'underslung' construction led to an excellent road holding and kept the car in long track, but as he went, he went. Ralph Stein, who owned a Invicta seven years, and in his own words still regretted that he had traded him at a Riley writes that you very much for had to be careful. Also had the car at the beginning of last shimmy at higher speeds, but the latter could overcome Stein by hydraulic shock absorbers Remote Control to set off heavily. The cylinders with the knobs are located next to the steering column, and the column itself are two small pressure gauges.

    According to Stein was the repute of that outbreak one of the nails in the coffin of Invicta. Although he described as "exaggerated gossip, but it meant that the sales still fell short of expectations. This was also due to the fact that the car was too expensive and the crisis presented itself; nail number two. Officially Invicta passed in 1938 on the bottle, but the car production was halted for several years. The sources disagree on the exact number of built S-Types, but there must have been about 70. Of these, there are approximately 60 in life. The production number may or may not have been great, but the S-Type owners were very very dedicated. There even seems to have a vague kind of existence of club owners who give their cars names that began with an S. There were the 'Sea Lion' and the 'Scythe'. The car in this article once belonged to the club: the S-Type in 1934 was christened the 'Sparrowhawk'.

    After the war another attempt to resurrect Invicta again, but that was not successful; it remained in single pieces of type 'Black Prince'. Noel Macklin had nothing to do with it; outside he died in 1946. A second attempt was made in the 2000s, after the rights of the mark had been bought. This also went down in history as one to build upon the many efforts on the history and / or the name of a classic brand but which failed miserably.

    Due to their technical construction, their rarity and not least their beauty are the Invicta S-Types are currently highly Sought after. Are amounts paid that hover between the 750- and 900 000 euro. In today's depreciating market for pre-war cars Invicta is one of the brands that precisely against this current grows so that the car is in the company of several Bugattis and Alfa Romeos. Noel Macklin would be happy that his brand even nearly eighty years after its disappearance is still so appreciated. And Ralph Stein had from the start the same. Invicta is indeed one of the 'Great Car brands.

    TECHNICAL DATA #Invicta S 161 Low Chassis 1934 ' #Sparrow-Hawk '
    Engine 4.5-liter six-cylinder in-line #Meadows , circa 135 bhp
    Transmission manual gearbox four (H configuration), rear wheel drive
    Weight in kg 1850
    0-100 (0-62MPH) in 13 seconds
    Top approximately 165 kmh
    Current value in euro 750,000-850,000
    Details Chassis 1934, Body of 1937.
    Adjustable Remote Control shock absorbers. Car restored in 2000, since 4000 kilometer driven
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    The #1934 #Citroen-Traction-Avant-11CV vs. #Citroen-DS21 and Citroen CX GTi - giant road test

    French vanguard on exit. The Citroen brand took in the 20th century by engineering and design projections long a special position. Three classics are now available: The #Citroen-11-CV , DS and CX.

    Who traveled the early 60s France, which presented itself on the streets sometimes a strange picture: Under the ultra modern Citroen ID and DS models in smooth-surfaced Torpedo style and chic, drawn by Pininfarina Peugeot 404 mixed with mini tail fins, many black or gray prewar limousines.

    Not every Frenchman, it seemed, could not afford a new car as a family car. At least thought this some Opel and Ford record-17-M-riders from Germany who were on holiday with their families in France. But they were wrong enormously, because the old-fashioned, somehow lowered and a little scary looking, "Gangster Cars" stuck full of modern technology and were available until 1957 as new cars at #Citroen . And today is the already presented 1934 Traction Avant in its versions as a 7, 11 and 15 CV a popular classic.

    Citroen 11 CV with 23 years of service
    Thanks to its self-supporting body, the space-saving and safe driving front-wheel drive, the low center of gravity and the comfortable torsion bar suspension of the Traction Avant was, as he was commonly called, for 23 years in the sales program. When production started off in 1946 after a five-year war break, the 11 CV presented still in the pre-war look with rear-hinged doors, giant upright cooler and large free standing fenders and headlights.

    The only major change was made in the summer of 1952: The wipers were now pinned down, and an extension of the stern made room for the previously externally mounted spare tire and more luggage. Therefore, a distinction is made between a bicycle and a suitcase model. The latter is now ready for a test drive.

    Successor models for the first time with hydropneumatic suspension. Driver and front passenger are in a Traction Avant for more mobile workers the dominions shall chauffeured in a cozy rear wisely. The tapered forward footwell and the righting himself in front of the driver's windshield act almost claustrophobic compared to the princely space on the back seat. Even the unorthodox, protruding from the dashboard lever stamps the 11 CV-driver finally to Kutscher with machinist talent, although so that housed behind the front grille three-speed transmission can effortlessly switch.

    The steering without power assistance is required, however the state as much force as an early MAN-five-ton of the Germany army. After all, the road is neat, and the suspension comfort deserves the title pleasant. A relatively high noise level in the 11 CV feigns rapid pace. The 56-hp 1.9-liter four-cylinder creates nevertheless scarce 120 kph - who wanted more had to wait for the more dynamic DS.

    As #Citroen-Traction-Avant 1955 successor DS 19 presented, the most regular customers suffered a future shock: Citroen unsuspected them the change of the stagecoach in a jet plane to. Nevertheless, went on the first day, when the car was presented at the Paris Motor Show, 12 000 orders.

    With the #Citroen-DS series, the designers skipped not only a half-century design development, but hidden under the futuristic body also a lot of new technology. Only the hydropneumatic suspension made already driving an experience.

    Especially when parked acts also our dark red #Citroen-DS-21-Pallas #1967 like a spaceship, because the rear wheels almost completely hiding under the body. With the engine running, the suspension comes to life and lifts the body a few centimeters in height. The hydropneumatic suspension combines nitrogen gas as a spring element with a central hydraulic system, ensures the pump for an always constant, even adjustable ground clearance. Only the relatively high seating position still reminds of its predecessor, while the lacing steering wheel and the dashboard reminiscent of the new Citroen era in the style of a medical monitoring device.

    Thanks semiautomatic there is no clutch pedal is in addition to the DS-typical braking fungus. We turn without using the clutch lever with the steering wheel, brake pedal travel without only by more or less pressure on the rubber mushroom and slide almost without contact over the asphalt. Also in the tempo maximum achievable shows the progress: The DS 21 creates with its 100hp max-speed 107mph / 175kph. That he frightened when cornering at speed with its skew passengers and passers-by, but you have to see him. But then the CX, for our three-comparison came even as GTI from to 1979.

    1979 #Citroen-CX-GTi with 128 hp #M23 engine

    Again, the visual difference between the DS-series and the successor in #1974 presented is enormous: Although the #Citroen-CX GTI with respect to the DS 21 at six centimeters narrower, it occurs much wider and more present than its predecessor on. The difference is mainly the large, trapezoidal headlamps broadband and the lower by almost ten centimeters vehicle height. The CX acts as the successful crossing of a DS with the mid-engine sports Matra Bagheera.

    Sporty contoured leather seats and a five-speed stick shift underline the dynamic claim of 128 hp and 190kph Travel Limousine. The transversely mounted engine now allows a much lower seating position with outstretched legs forward. Despite hydropneumatic suspension and still drastically different gauges of CX GTI drives downright crunchy around curves, but does not waive the typical Citroen Chichi as one spoke steering wheel, speedometer, and even tachometer. But just why we love so these brave, headstrong French - because they spare us cut lengths.
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    It’s fun to watch the various permutations that our hobby goes through. When I first got into classic cars, the idea was to have almost over-restored, Pebble Beach-type cars with perfect chrome; there were guys with tweezers literally pulling blades of grass from out between the tyre treads so the car was way better than it ever came out of the factory.

    And then the next phase was accurate restoration, where the car looked as it was when it left the factory. If the body was brush painted and varnished originally, then that’s what the owner did and you could see the brush marks in the paint.

    Then the next thing to come along was the preservation class - cars that were completely original, which had not been modified or updated in any way. Then came this preoccupation with barn finds. I never realised there were so many barns in the world.

    The latest thing to come along is the ‘Derelict’. This is where you take a car, preferably something built between #1934 and about #1953 , and preferably American - and you keep the exterior looking as it is: rusted hood, torn upholstery, scratched glass, whatever. But underneath you put in something sophisticated like an Art Morrison chassis, Brembo disc brakes, modern running gear, decent sound system...

    This latest trend was started by a guy named Jonathan Ward. Jonathan’s come to my garage with a number of his vehicles - the first one he had was a #1952 #Chrysler-Town-and-Country with a DeSoto front-end and a modern 425bhp 6.1-litre Hemi engine with the gearbox to match. It had modern disc brakes and could do burnouts all day long.

    Jonathan usually starts with a car that is a complete wreck. I’ve just finished driving his latest creation - a #1948-Buick-Super-Convertible - that has the drivetrain from the Corvette ZR1. This car has something like 640bhp and it goes like the new Dodge Hellcat. I mean, it’s hilarious. You get on a windy road, behind a modern 911, and you’re chasing him with this 1948 Buick. I could see the driver’s eyes in the rear-view mirror going: ‘What is going on? What planet are we on here?’

    Maybe if the 911 driver knew that the Derelict costs $300,000, he might feel a little better.

    There are some people who say: ‘Oh, you’ve ruined the car.’ But most of these projects start with cars that are too far gone to save anyway. That’s sort of the point of Derelicts. And you take something that nobody else wants and is completely undesirable. You know, it’s like when you go to New York City or London and you see women who are wearing all their jewellery and rings but they’ve got a ratty old coat over it, or a scarf round their neck - that’s kind of the idea behind it. You don’t want to draw too much attention to the car, except for when you put your foot down and go around the corner.

    I’ve got a #1955 #Mercedes-Benz-Gullwing . When I bought it the engine and transmission were not in the car; it had been left sitting outside. And I thought: let’s just get it running perfectly. So we went through the motor, transmission, did the brakes, put everything back in the car and started driving it. And to my surprise people loved it; they actually loved it more than the restored car because it had so much patina and they loved the fact that I wasn’t afraid to use it.

    Taking Jonathan’s lead, I think I will do my own Derelict. I had someone call me up saying his wife ‘wants this crap out of the drive’. He had this #1957 Plymouth two-door wagon... just a rust-bucket, but it has potential. And I thought to myself, well how great - if we keep the body like it is and just put all my money in the drivetrain. So I’m thinking of putting a Hellcat drivetrain in, something like that - should be a lot of fun. With an eight-speed transmission, it will be hilarious.

    I think Derelicts will have longevity because they’re the modern interpretation of the Rat Rod. Here in Los Angeles back in the '40s and '50s, Hot Rods became Rat Rods because guys got their parts from junkyards.

    I would go to Hot Rod shows around Los Angeles and I would see brand new Hot Rods that were made to look like Rat Rods. They’d have three blackwall tyres and one whitewall. You know... and they’d be old bias-ply tyres with a lot of tread missing. They wanted it to look like it had been made on a shoestring.

    Dolly Parton had a great line in her act, about how ‘It costs a lot of money to look this cheap.’ Derelicts are the same.

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    Here’s a question: name the first four permanent motor sport venues in mainland Britain. Most of us know that Shelsley (1905) and Brooklands (1907) came first, followed by Donington (1933). But few know that the fourth, running its inaugural event for cars just 12 months after Donington, was the Scottish hill- climb course of Bo’ness. It had already been used as a motorcycle track since #1933 .

    Between #1934 and #1939 , Bo’ness was so successful that a full road circuit was also drawn up, but finance was never found to build it. When peace returned the hillclimb ran from #1946 until #1966 . Large crowds lined the narrow, twisting course, which halfway up ran through a tight Esses between two private houses and on to the treacherous Snake Bend. In 1947 it organised the first round of the new British Hillclimb Championship, won by the Type 59 #Bugatti of George Abecassis. Stars of that period included Sydney Allard in the air-cooled Steyr-Allard, Dennis Poore with the mighty Grand Prix #Alfa-Romeo 8C, and Bob Gerard, Ken Wharton and Ron Flockhart in ERAs. Later came future World Champions Jimmy Clark, who set FTD in #1959 with the Border Reivers Lister-Jaguar, and the young Jackie Stewart in Barry Filer’s Marcos in 1962.

    Fast-forward 40 years, and a group of keen Scottish enthusiasts persuaded Falkirk Council to help them revive die event. The top section was under a housing estate, so the course was restored with a new start line further down the hill, taking in an extra hairpin. After endless dedicated work the Bo’ness Hillclimb Revival, led by Bill Drysdale, Alex Brown, Kenny Baird and others, ran its first event in 2008. It was excellently organised, yet the delightfully informal atmosphere of how motor sport used to be, 60 or more years ago, prevailed in the paddock and in the well-filled spectator areas up the hill. Fortunately the occupants of the two houses loved it.

    This year’s event, die sevendi, was every bit as good. The full entry ranged from Bransilav Sudjic’s massive 1904 Brasier Gordon Bennett racer to Barrie Bird’s one-off #AC-Bristol Le Mans and George Cooper’s #Cooper-MG - the prototype built by John Cooper for his own use in #1950 . Peter Speakman brought his varied trio of Fisher Specials, built in Edinburgh by the late Jack Fisher and, in his #1971 monocoque single-seater with twin-cam Alfa power, Malcolm Wlshart set this year’s FTD.
    For me, making my fifth visit to the venue, there was another attraction. In 1946 a young art teacher at a school in Falkirk, Bill Henderson, was taking pictures at the hillclimb. By #1952 he was the Scottish correspondent for Autosport, reporting and photographing events all over Scotland in his spare time. When racing finished he would rush home, develop his films in his own darkroom, write the report while they were hanging up to dry, print the best shots, and then drive to Larbert Station to put his package on the train to London before midnight, so the magazine’s messenger could pick them up on Monday morning.

    He continued to do this well into his 70s, and he never missed a deadline. He was still teaching during the week and also found time to run his own graphic design business, as well as taking commissions to paint pictures of competitors’ cars.
    Bill is now' 90, and remarkably he is still an accredited photographer at Bo'ness. He shoots on film in the old way, although a Leica M6 has replaced his old Univex Mercury' camera. All his superb photography, covering nearly 70 years of Scottish motor sport, is available from the Bill Henderson Collection, run by his son. Has there ever been a photographer whose career has lasted 68 years, and counting?

    Wharton (ERA) in 1954, Knapman (Allard) in 2014; both by Henderson.
    Bill Henderson: 90 years young, and still shooting.

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