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    Car: #Jensen-Interceptor-III / #Jensen-Interceptor-MkIII / #Jensen-Interceptor / #Jensen / #1974-Jensen-Interceptor

    Year: of manufacture #1974
    Recorded mileage 6606
    Asking: price £74,950
    Vendor: Cropredy Bridge Cars Ltd, Oxfordshire; 01295 758444;

    Price £6744.06
    Max power 330bhp
    Max torque 350lb ft
    0-60mph 7.2 secs
    Top speed 135mph
    Mpg 12

    This Interceptor is well known to Cropredy Bridge throughout the firm’s many incarnations and ownerships – bills with Cropredy go back to 1983 – and it has had plenty of recent fettling work there, on top of what was likely a fuller restoration in the past. Around £15k was spent through 2015-2016, including a repaint, an engine rebuild and various troubleshooting.

    It’s solid underneath, with lots of grease around the wishbone joints, new rear springs and good exhausts, mostly stainless-steel. The repaint is still very presentable, smooth and shiny, with just one bubble now showing on the bonnet. The chrome is slightly bloomed in places, and there’s a small nick in the roof vinyl in one corner of the sunroof aperture.

    There are a few upgrades including new fans, plus Fosseway Performance brakes, Spax adjustable dampers and H4 headlights, plus 17in alloys shod with Westlake SV308s. The spare is the standard size, bearing an older Michelin. Inside, the leather – possibly original and recently cleaned – is only lightly creased, and the door cards are in good shape. The headlining is smart, the carpets slightly grubby. The eyeball vent nozzles still have their chrome and there’s a newish Moto-Lita wheel. The vast ‘goldfish-bowl’ hatch has good seals and operates easily, under which we find good boot carpet and tools.

    At the other end, the 7.2-litre Chrysler V8 shows no obvious leaks and the oil is fairly clean, though the transmission fluid is a bit old and discoloured. It starts easily and drives well, with a light touch to the steering making it feel younger and smaller than it really is. The gearchanges are smooth, it tracks and brakes straight, and it’s plenty fast enough if you tramp on it. The oil-pressure gauge shows a healthy 50psi at 3000rpm, with the temperature gauge registering in the middle of the dial, and the fans cut in readily when you stop.

    Inevitably, not quite everything works: the electric roof does, but the clock and left window don’t, and the air-con tries its best – you can hear the compressor engaging, at least. It’ll be sold with both windows working and a fresh MoT.


    New paint; 17in alloys
    INTERIOR Decent leather and good headlining
    MECHANICALS Motor refreshed; new brakes and springs
    VALUE 7/10

    For Ongoing fettling; drives well
    Against Air-con not working

    Not cheap for an Interceptor, but still much more affordable than a DBS, and this example appears to have been well looked after.
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    BMW might have a reputation for reliability, but the mighty 3.0 CSL was far from infallible – as proven by the Nürburgring Six Hours ‘Grand Prix for Touring Cars’, held on the gruelling #Nordschleife on 14 July #1974 . More than half of the 60-plus starters failed to reach the finish, and among them were all 11 CSLs entered – despite the early promise of Hans Stuck taking both pole and fastest lap in his works machine.


    Hans Heyer and Klaus Ludwig’s Ford Escort RS1600 won ahead of the Hezemans/Lauda/Glemser Capri, but the fast yet fragile BMWs live longest in the memory for the iconic shots of them yumping out of Pflanzgarten – as demonstrated here by the Swiss #BMW-Alpina team pairing of Peter Arm and Cox Kocher. Images such as these helped to seal the CSL legend.
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    / #1974-BMW-2002-Turbo £105,126 / #1974 / #BMW-2002-Turbo / #BMW-2002 / #BMW / #BMW-2002-Turbo-E20 / #BMW-E20 /

    The #RM-Sotheby’s Arizona sale, January 19. Welcome to the big time for another BMW model, which also happens to hold the title of Europe’s first turbocharged road car. Their prices have also been turbocharged in recent years but this is the first to reach six figures at auction. But it is one of the best, ready to show after a recent £30,000-plus restoration by BMW specialist #GC-Motorsports in Ontario, Canada. Four years ago you could buy good ones for £30k.
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    1974 Citroën DS23 EFi Pallas £46,000 ride

    It’s all of the money but it’s also a well-maintained, refurbished, last-of-line top model. Find another like it, says Paul Hardiman.

    / #1974-Citroen-DS23-EFi-Pallas / #Citroen-DS23-Pallas-IE / #Citroen-DS / #Citroen-DS23-Pallas / #Citroen-DS / #Citroen / #1974 / #restored / #Citroen-DS-restored / #Citroen-DS-refurbished /

    This DS – a top-line Pallas model with the largest engine – has led a charmed life. Originally a demonstrator, it appears never to have been welded underneath, even in the boot, which is most unusual. It has an excellent history with 15 stamps in the book to 45,303 miles in 2008; mileage is now 54,620. Having spent 2011-2014 in Denmark, it was #refurbished by Centreville in Newcastle at a cost of £20k. This included some welding to the roof rails, an engine rebuild and new paint, fuel tank, suspension spheres and steering rack.

    The resulting appearance is excellent with even paint except for a couple of tiny blemishes around the rear wing bolts and two tiny stonechips inboard of the right headlight. Brightwork is mostly good, though the Pallas-only chrome boot hinges are pickling slightly, as normal, and there’s light scratching to the rear bumper, plus the rubber overriders are slightly nibbled. There’s no corrosion or grot behind the windscreen seal, though there is a little surface rust in the boot shut and on the boot floor, which has lots of sticky underseal underneath. The small finishing rubbers remain at the bottoms of the door pillars – a good sign. Tyres are 2011-dated Continentals, which at 205-section are too big, but 185-section rubber is available.

    All DSs leak a bit, but underneath the suspension is only lightly damp in places (specifically the left rear knuckle), with no drips or big leaks. The exhaust looks fairly recent. The engine bay is clean and tidy, though it’s a surprise to still find points instead of electric ignition. Some hoses and the coil are new, and the injectors and engine mounts have been replaced. The motor had been run, so we couldn’t check the coolant, but oil is cleanish and within marks, the #LHM fluid nice and green.

    Seats have been retrimmed in leather rather than original velour. Carpets are probably original and are slightly faded. Dash and instruments are perfect except the odometer reset has come adrift. Headlining is excellent and must have been new at refurb. A modern radio is fitted.

    It starts easily, and rises within 20 seconds, kneels on command and rises promptly to full height. The suspension passes the self-levelling test – when you jump on the boot shut it returns to its ride height within five seconds, the same when you jump out. The front’s the same, but as it rises there is a click from the rear suspension, which signals worn pushrods or knuckles. The steering wheel is slightly misaligned – easy to correct. Gears and brakes work well, temperature sits midway, the motor is quiet, there are no transmission whines and this is one of the nicest-driving Goddesses I’ve sampled. Sold with a new MoT, this DS isn’t cheap but it’s the top model and drives perfectly. You’d be pushed to find another like it.


    DS19 launches to great acclaim at the 1955 Paris Motor Show. Mostly as advanced as it looked, it still uses the Traction Avant’s 1911cc engine but with a four-speed hydraulically operated transmission.

    Cheaper and simplified ID version arrives 1957 with no hydraulic assistance. ID Break estate follows in 1958.

    Engine changes from three-main-bearing 1911cc to five-bearing 1985cc in 1965, and 2175cc DS21 joins the range.

    A 1967 restyle by #Robert-Opron brings the covered-headlight front with inner headlights that swivel with the steering. Suspension fluid changes from red to green LHM.

    Bosch electronic fuel injection (IE) appears in 1970, as does a three-speed automatic gearbox option and a five-speed manual.

    DS23 arrives in 1973 with 2347cc engine in both carburettor and injected (141bhp) forms. Production ends in 1975 after nearly 1.5million of all DS/ID models have been built.


    Price £46,000 Contact DD Classics, Kew, London (0208 878 3355,

    Engine 2347cc four-cylinder, ohv, #Bosch electronic fuel injection
    Power 130bhp @ 5250rpm / DIN (141 horsepower SAE)
    Torque 144lb ft @ 2500rpm / DIN
    Performance Top speed: 117mph; 0-60mph: 10.2sec
    Fuel consumption 26mpg
    Length 4874mm
    Width 1803mm

    Quote £348.04 comprehensive, 5000 miles per year, garaged call: 0333 323 1181

    Retrimmed cabin features leather rather than velour seat covers. The engine’s had a recent rebuild. This well-restored Goddes drives as well as it looks.
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    / #1974-Ferrari-308-GT4 £75,000 / #Ferrari-308-GT4 / #Ferrari-308 / #Ferrari / #1974

    It’s strong money for this older restoration but Paul Hardiman was impressed by its condition and bulging history file…

    This first-series GT4 is an older restoration from the late Eighties/early Nineties that remains sharp and is just beginning to settle in nicely. It’s a UK-spec sunroof-and-aircon car, said to be one of just 36, and still has its order sheet from June 1974, part of a thick history file that includes lots of bills from the restoration.

    This also shows it was ordered in Marrone Metallizzato Dino with beige vinyl, brown cloth and brown carpets. Documentation shows it had covered 50,825 miles in 1985 and 53,895 in April 1986, which had only increased to 55,935 by 2007. Currently it’s on 57,580, so it’s only done about 3500 miles since restoration. Photos show the body was in good shape and was taken back to bare metal revealing no rot in the doors. The sills were removed and replaced to check internally and the floors were renewed.

    It still presents well, with nice straight panels and good door fit, the left one sitting very slightly proud on its seal. Door and sill drain holes are still clear, the underside is unscuffed. There’s one small chip in the paint at the back of the driver’s door and a small crack in the finish where the wing meets the scuttle at the right back corner of the bonnet.

    The refurbished alloys are shod in ancient Michelin XWXs, and the spacesaver spare has never been used. The front lid has escaped the usual kink on its right edge, where people try to close it without releasing the telescopic prop first (early GTBs are the same).

    Inside, the seats have been retrimmed in leather, which is holding up well and just mildly creased. It is due to be cleaned and improved before sale. The rear seat looks unused. Carpets are unworn. The dash and instruments are all good, the dash top retrimmed in leather, and both the electric windows and electric sunroof work.

    The gearbox was rebuilt during restoration. The exhaust is in good shape, with an original-type ribbed transverse silencer. All the suspension and joints are super-clean with no perishing.

    The engine is clean and tidy, with a new header tank cap under which the coolant is full and bluish. The oil is cleanish and a note on the filter shows that it was last changed in July 2014 at 56,433 miles, just over 1000 miles ago. You’d hope the belts were done at the same time, though we didn’t see a bill for that. It will be serviced again before sale in any case.

    It drives well, starting easily from cold, with smooth, creak-free steering, a rattle-free ride, quiet transmission and a good gearchange even into second. The motor revs freely and pulls cleanly, oil pressure is a steady 5.5bar, and the temperature gauge climbs reassuringly gently towards 90°C. The brakes pull up straight and the aircon blows cold, though weakly. It’s sold with an MoT until August.

    These 2+2s are finally finding their place, and while none have yet quite reached the price being asked here, this might be the one to do it.


    308 GT4 is introduced in autumn 1973. Unusually for Ferrari the styling is by Bertone not Pininfarina. It’s the first appearance of Ferrari’s new transverse-mounted alloy V8. Initially the 308 GT4 is badged as a Dino, but after lagging sales, chrome ‘prancing horse’ badges are added by dealers. It’s done by the factory from 1976. Starting around the same time, second-series cars have foglights behind the front grille rather than in the valance.

    From 1975 a 208 GT4 is offered with a 1991cc single-distributor engine tax-beating version for the Italian market. Spot one by its aluminium rather than black bonnet grille.

    GT4 is replaced by the Mondial 8 in 1980 after 2826 308s and 840 208s are built.

    Quote £501.48 comprehensive, 5000 miles per year, garaged call: 0333 323 1181

    1974 #Ferrari-308GT4 /

    Contact Modern & Historic Motors, Oxfordshire (07775 911811,

    Engine 2927cc four-cam aluminium V8, four Weber 40DCNF carburettors
    Power 255bhp @ 7700rpm / DIN
    Torque 209lb ft @ 5000rpm / DIN
    Top speed 154mph
    0-60mph 6.9sec
    Fuel consumption 18mpg
    Length 4300mm
    Width 1710mm

    As pre-1976 car, this GT4 is correctly badged as a Dino rather than a Ferrari. Filter suggests oil was changed 1000 miles ago.
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    In the year of the departure, three German sedans set completely new accents. The Audi 100 emancipated itself from DKW and immediately became a star of the middle class. With the six-cylinder Type 2500 BMW celebrated its comeback in the luxury cars, and Mercedes said goodbye to the bestseller dash-eight of Blechbarock and swing axle.

    / #Audi-100-F104 , 1968–1976 / BMW-2500 3.3 Li, Typ E3, 1968–1976 / Mercedes-Benz W115, 1968–1976

    / #Mercedes-Benz-220D-W115 / #1970 / #1970-Mercedes-Benz-220D-W115 / #Mercedes-Benz-220D / #Mercedes-Benz-W115 / #Mercedes-Benz-W114 / #Mercedes-Benz

    / #BMW-2500-Typ-E3 / #BMW-2500-E3 / #BMW-2500 / #BMW-E3 / #BMW / #1971 / #1971-BMW-2500-E3

    / #Audi-100LS-Typ-F104 / #Audi-100LS-F104 / #Audi-100LS-C1 / #Audi-100-C1 / #Audi-100 / #Audi / #Audi-Typ-F104 / #1974-Audi-100LS-Typ-F104 / #1974-Audi-100 / #1974
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    UNLIKELY CAVALLINO RACER #Ferrari-308-GT4 / #Ferrari-308 / #Ferrari-308 / #Ferrari-308-GT4-Le-Mans / #Le-Mans / #1974-Ferrari-308-GT4 / #Ferrari

    This one-off #308GT4 (Buyer’s guide) was built at the factory and run by the #North-American-Racing Team at Le Mans in ’ #1974 . It qualified in 38th place, driven by #Giancarlo-Gagliardi and #Jean-Louis-Lafosse , but the clutch sadly gave out after four hours LAT.
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    CAR: #Ferrari-365GT4-Berlinetta-Boxer / #Ferrari-365GT4-BB / #Ferrari-365GT4 / #Ferrari-365-BB / #Ferrari / #Ferrari-Berlinetta-Boxer / #Ferrari-BB /
    Name Paul David Maudsley
    Age 45
    Occupation Watch specialist at Phillips auction house
    Location Kent
    First classic Porsche 914
    Dream classic Ferrari 250LM
    Daily driver Porsche 911
    Best trip London to Anglesey


    My first sighting of a #Berlinetta-Boxer was as a 12-year-old boy. The memory became etched into my mind and led me on a long path to ownership. I can still picture it now, with its bonnet and engine cover both up in the air. It was the first time I’d seen such a car in the metal, and it looked like a spaceship to me.

    There were other iconic cars of the late 1970s and ’80s that I dreamt of owning, including the Countach and Testarossa, but something about the BB – from the shape to the incredible engine sound – made it stand out. Like most young boys at the time, I never really felt that I would one day actually own one.

    My love of classics has always been with me, through art college and university. I followed auctions, bought my monthly fix of magazines and tried to get to as many car events as possible. After settling in London, and with space at a premium, I thought that I’d never own my own classic. But then in 1997, I purchased my first – a ’1971 Porsche 914. It was a wonderful car and I kept it for four years until a house move meant that it had to go. With much regret I sold it, but I’m now looking for another.

    London life doesn’t lend itself to the storage and care of a classic car, but when I moved to the country I had the space and a garage. I could consider looking for another great car. I got my first Ferrari, a Dino 308GT4, and after three years I felt that the time had come to hunt for the best BB that I could find.

    Research is important to me and, for six months, I hit the books, forums and auctions, searching for the right vehicle. In the spring of 2013 I placed a deposit on a restoration project, but after a few months I got a call from the seller saying that the car had been involved in a fire at the workshop, so that fell through. Then, in late summer I saw a car that I knew from the forums, which was for sale with James Henderson – a man with a great eye for Italian classics.

    It was a 365GT4 BB, the earliest variant, and had been delivered in June #1974 . After a three-hour journey to view the car, plus an unforgettable test drive, the deposit was down. Thirty years or so after that first sighting, the exciting moment of being handed the keys to my own car was almost here.

    I agreed to part-exchange my 308GT4 in the deal, so a week later we met halfway between Kent and north Norfolk for the handover. That happened to be at a motorway service station, and I can remember the joy of seeing the BB parked up and James waiting for me. Great emotions. The drive home in any new car is memorable, but to be in the Ferrari I’d dreamt of for more than 30 years was extra special.

    The BB was originally supplied by Maranello Concessionaires and finished in #Blu-Dino-Metallizzato , the colour I’d always wanted, but had been repainted ‘resale red’ so I planned a bare-metal respray to take it back to the factory colour.

    People usually ask me how often I drive it, and my answer is “as often as possible”. I believe all cars should be used, no matter what values are placed on them. The thrill I get from hearing the engine behind me while on a spirited run is far greater than seeing it motionless.

    I’ve had some wonderful runs in the BB, including to Cornwall and north Wales, often accompanied by friends – one in his Iso Grifo, the other in an Alfa Montreal. Three very different cars but all equally enjoyed and cared for by us.

    The Ferrari is comfortable on country lanes, motorways or even trips to the local shops. It has always performed and never let me down. Long may that continue.

    Gorgeous Pininfarina lines of the #365GT4 Berlinetta Boxer ensnared Maudsley as a lad, and continue to do so three decades later.

    Stylish cabin is set off by #Blu-Dino-paint . With friends’ Iso Grifo and Alfa Montreal. Front and rear clamshells raised, exactly how Maudsley remembers seeing his first Boxer.
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