Part of the Family – The Classic Motor Show

It’s that time of year again, when the anxieties of road salt, dampness and shorter days play on your mind and forces hibernation upon your trusted steed. On the flip side, it also happens to be the marker on the calendar as the last major classic car show of the year. The Lancaster Insurance Classic Motor Show with Discovery + acts as something of an opportunity to either wrap things up or maybe plan for the new year.

The effort and organisations needed to manage such a huge venue with an infinite number of moving parts cannot be underestimated. 3,000 vehicles, 300 clubs and an estimated attendance of around 70,000 visitors over the weekend, not to mention the logistics of panning the whole motor show from start to finish.

So to a passing bystander with maybe a peripheral interest in classic cars, why do we do it? The answer is actually very easy to answer, with multiple reasons and each one valid as the other. We’ll quote the first impressions we heard after speaking to one of the attendees. “It simply boils down to passion”.

Lee Masters, the Motor Show Director said: “What an incredible weekend! The atmosphere was fantastic with passionate enthusiasts filling the halls. I was excited walking around and watching the interactions between people. The community coming together made me feel emotional and proud of the movement.”

Evident by the sacrifices that people make for not just the weekend, but the build-up to the motor show, the logistics of travel, accommodation and ensuring that your car is in the best possible condition which includes the many people who chose to drive to the event in their classics.

We open this insight into the weekend with what we feel is the neat opener to Car and Classics meander through the halls of the NEC, with Simon Hucknell’s Fiat 128. The very unassuming and now rare by default due to the relentless scrapping process, the Fiat 128 was the company’s FWD solution for family motoring. Simon’s father bought the car new in 1977, and it has remained in the family since then, thanks in no small part to Simon’s tenacity. He pointed out that the ash from the occasional Hamlet cigar that his father used to smoke was still in the ashtray and showed us the daubs of under bonnet sealant protection applied during the dealer Pre-delivery inspection.

At that very moment, a gentleman who happened to work at the same dealership as a mechanic recognised the registration plate area identification and between him and Simon concluded that he may well have carried out preparation for the car. Needless to say, Simon was delighted with another piece of the jigsaw for the story of his car.

There are several British milestones celebrated in 2022 including, 60 years of the MGB, BMC’s ADO16 and the Ford Cortina but all three are whippersnappers compared to the anniversary of the Austin Seven. We highlighted the Seven in depth at the Kop Hill event, but it’s worth delving into the Austin Seven’s Grand Prix credentials. Originally created by the Austin competition department, the basis of the project was to build the world’s fastest sub-1-litre engine car.

The 1925 supercharged race car known as ‘Slippery Anne’, established several records at Brooklands, including the 100 mph test and continued to be active for the rest of the decade. The car was unfortunately written off following a fatal crash prior to the Second World War and the story could have so easily ended there. A recent recreation of that original car, using written accounts and around 100 photographs has enabled a near-perfect replica to be completed well on time to celebrate the Seven’s 100th birthday.

Variety is the key to any successful classic car show, and there are guaranteed to be several cars that will simply stop you in your tracks. Tony Harrison, owner of a Lancia Beta coupe managed to obtain one of the world’s rarest cars to be displayed on the Lancia Motor Club stand. The Fulvia powered Lancia Stratos Zero prototype was penned by Bertone in the hands of the legendary designer Marcello Gandini in 1970. The car has been well within sight over the years, from everything from a James Bond film to a Kim Kardashian photoshoot.

It has been subject to a renovation, thanks to its owner who after seeing the result of the restoration of his other car (only an Aston Martin Bulldog!) he entrusted the Zero to Classic Motor Cars for preparation for display. Over the next few months, it will be fully functional and operational as the second phase of renovation is carried out. Not surprisingly the car was awarded the Car of the Show for the club awards section – no doubt the first of many.

Funnily enough, we overheard someone mention to his friend ‘Didn’t Andy Saunders build one of these? Yes, he did! And even better, the man himself was at the motor show with his latest creations. If you wanted to experience a little more escapism and consider the thought process of a genuine talent and visionary, Andy was present at his stand for all three days and was tirelessly there to answer questions from an appreciative public. He had two of his creations on the stand, both showcasing his skill in custom styling. A UK spec 1937 Cord 812, titled Tetanus was there in its full glory, but it was the Déjà that really seemed to catch peoples’ imagination.

The project started with the acquisition of four rusty wings at the Beaulieu Autojumble. Spurned by the find, he then spent time researching French Art Deco cars and formulated a plan to create a car that he has titled Déjà. To cut a long but imaginative story short, the end results equate to 6,500 hours using a donor Riley 2.5 RM as a base, along with parts from several other donor cars and most impressively the roof section and rear scuttle from a Ford Street KA.

Not to be overshadowed by Andy’s remarkable talent, Maxine Xavier, a celebrated artist best known for her equine work, spent 8 months on a 1977 ‘Chicano’ style low rider Buick Regal Opera Coupe, painstakingly applying gold leaf to the panel work. The resulting artwork carries a few risqué themes, balanced out by some intricate detailing reflecting her portfolio of stylised artwork.

Using the car as a canvas, the confidence of the geometry not only complements the style and themes of her previous work, but the public viewing at the NEC of the car has seemingly avoided any form of controversy that is normally directed at her work by the usual stuffy town councils!

We come back to earth with a selection of original but perfectly designed cars tucked into a little corner of heaven in hall two. French car clubs have regularly been a mainstay of the motor show, and the inclusion of Citroen, Matra, Peugeot, Renault and Talbot/Simca clubs are always worth popping in for a chat.

As Peugeot’s first small car, the 104 retained the robust engineering and sensible design of its bigger brothers and was instrumental in helping the brand tackle the supermini market, quite some time before the 205 rewrote the rulebook. Tom has owned the 1977 car for 7 years and while he admits the usual issue of stagnant funds has hindered progress, it illustrates his genuine dedication to the car. Asides from the Pugfest meet over the summer, this is his 104 ZS coupes’ first major car show outing.

The car was bought from a family in the South-West who used it as a towing vehicle for a small boat (which may account for the almost yearly bills for new clutches!) It was laid up and the original engine was then taken out and left outside to the elements. Tom has temporarily fitted a 1.0-litre block while the original ZS 1124cc engine is being rebuilt and he will be hunting down a few pieces of exterior chrome trim in the process.

We move over to the Matra Car Club stand, who displayed two of their magnificent Talbot Matra Ranchos. Matra has an impressive portfolio of cars, and it would be no exaggeration to suggest the club could easily pick any single one of its cars produced over its 58-year history to display. The club has strong relationships with its counterparts in other parts of Europe, including the Matra Museum in the Loire Valley, which frequently offers to donate cars for display as a sign that it recognises the value of promoting the brand. However, logistical costs (such as those associated with transportation and insurance) also show how many of these clubs must raise the money for these stands independently from the original manufacturers.

The Renault 5 celebrated 50 years in 2022, and while isn’t quite the first mass-market hatchback, the 5 should be credited for getting the concept right the first time. So much so, When the MK1 Renault 5 came to the end of its natural lifecycle in 1984, they replaced it with a crisply tweaked version, which clearly maintained a resemblance to the original. This first-generation 956cc TL model was first registered in May 1973 making it possibly the earliest Renault 5 currently on the UK’s roads.

The original 5 helped build the success of the brand in the UK, with over 200,000 finding homes over its 12-year period of production. The impact city-proof low-impact plastic bumpers, high-mounted rear lamps, large greenhouse and headrests all of which became industry standards as a template for the modern car. Also on display was a version of the Spanish-built saloon version of the original 5, known as the Siete, or the Seven in Spanish. Some parts of Europe were still conservative in their car buying habits, and the option of a 4 door saloon with an enclosed boot gave the 5 a little extra sales punch.

Japanese cars have been steadily making positive progress as attendees at the motor show, thanks largely to the almost constant presence of clubs like the Toyota Enthusiasts Club, MX5 owners club, and the long-running Classic Z Register. However, the first Japanese car we noticed was a humble Datsun Cherry 100A FII seen on the Splinter Cell Car Club. Owned by Willum, he bought the car on the Car and Classic classified listings as his first car. He dismissed the idea of looking for a Corsa or Fiesta and went with what is actually a pretty astute option.

Famed for their reliability, ease of driving and straightforward mechanical set-up, Willum found himself the ideal starter classic, a 1978 Datsun 100A FII. The FII series replaced the original 1971 model, it is essentially the same car with a little clever styling to make it look bigger. The 100A Cherry was Datsuns first FWD car, and was the car, along with the Sunny set the path to success in Europe. Willum plans to gradually improve and upgrade the car, and he’s looking forward to the social aspect of classic car ownership.

Another car we couldn’t help but notice was Anthony’s 1978 VW Golf LS. He had a clear vision for the car and was keen to tailor the final outcome to his personal tastes but at the same time maintain a balance of originality. He told us that he bought the car with its original red paint but felt that despite that originality, he preferred the colour pallets of the original batch of Golfs. After stripping down the car, he quickly decided on using orange as the final colour.

Happy with this original VW palette colour, he also went about making a series of subtle but tasteful modifications which includes a cleaned-up engine bay and the slightest of ride height adjustments, which helps the car sit a little closer to the ground. Anthony enlisted the help of friends to get the car up to a high standard, which was literally completed days before the event. The results as you can clearly see are simply stunning.

The pride of ownership stand is one of the showcase highlights of the event and encompasses what the weekend is all about. A series of carefully selected cars are placed on the stand and are voted for as the winner. Each car has a captivating provenance, a dedicated owner or a specific point of interest, and in many cases all three. 20 finalists were on display on the stand with their cars, but as they say, there can only be one winner. We’ll scan over a couple of other entrants before we look at the three trophy winners.

Amongst the other potentials seen on the stand was the ultra-rare 1985 Nissan Cherry Europe, which for those not aware of the model, was an Italian-built N12 Nissan Cherry created to replace the Alfasud. A very tall order and one that the owner, David, will admit, wasn’t a complete success but what we are left with is a fascinating period of Italian-Japanese collaboration, which had it been a success could have yielded a whole generation of Alfas and Nissans.

The 1960 Chevrolet Impala owned by Robert Jones was first purchased in Burma in 2001. It was utilised in music videos, but the car was in horrible shape because of its plywood floorboards, which served as a haven for numerous insects and a snake! This may have at least taken your attention away from the many mismatched pieces and 40 years of neglect. Clearly one for a challenge, over the next twenty years, he brought the car back up to scratch and it finally saw the open road in the spring of 2022.

A slightly bemused Stephen Cheape grabbed third place for his immaculate 1981 Ford Fiesta Popular Plus with only 3,000 miles on the clock. The car had previously been owned by a salesman at Reynolds Motors Ford and somehow, he not only managed to keep the mileage down but also keep the car in a condition which belies belief. Stephen shared with us that while he was recovering from a serious illness and working on the car did much for his moral and psychological state. He was still surprised by the interest and goodwill the car attracted. Mike Brewer clearly reinforced the overall opinion.

In second place was a genuine one-owner 1976 Ford Escort RS2000. Bought by William Flay in 1979, the car follows the usual story of being used daily for the first decade of its life and what happens after this initial period often determines the fate of the car. Chances are if William had sold it, it would have been used and thrown into the hands of the unknown. However, William decided to keep the car and stored it for another 10 years or so.

In the early 2000’s he got it back on the road, and displayed it at local shows, but has since decided to go all out with a rebuild of the engine, back axle, gearbox and brakes, followed by a complete body strip down and repaint. When first launched in late 1975, the car struggled to sell due to its high price, and as a result, there are fewer of these initial models around. Ford rolled out a lower-spec version for the post-1978 models, which helped improve its showroom appeal.

So who won? and why? The cut-out of Graham Hill next to a 1968 Lotus Elan +2 was a little bit of a giveaway, which connected the 1962 and 1968 Formula One World champion to the car. Gifted to him as a gift by Lotus when he drove for Team Lotus, the car was then passed into private hands losing its original silver paintwork in the process. It also lost its original engine block but did retained its cylinder head. Kept in storage for 37 years, it was then bought by Ian Croft at an auction and then painstakingly restored.

Voted as the best car of the stand, Car and Classic managed to speak to a young man who voted for the car, and asides from the near-perfect finishing of the Lotus, he told us that he remembers seeing the previously yellow car in 2016 at that very auction looking very sorry for itself. Having Graham Hill listed as the car’s first owner has clearly given this early example of the Elan +2 a genuine reason to be restored, but it also highlights the desirability of these fine handling machines.

Of the many other distractions being offered over the three days, there is also the opportunity to actually buy a car too. The opportunities come thick and fast thanks to an array of well-established classic car dealers and auction houses. A vast array of cars, covering almost every sector of the market was available and proved that the current market for classic cars while cautious, remains optimistic. We picked three cars from the Silverstone Auction with a motor sporting heritage.

As usual Silverstone Auctions housed a lavish selection of cars, but we dug a little deeper into some of the more unusual cars and were rewarded instantly with the late Barry Sheen MBE 1979 Suzuki LJ. Given to him by Suzuki GB in recognition as their works rider, he kept the LJ for much of the 80s until he emigrated to Australia in 1987. It was then passed to several Suzuki dealers as a showroom exhibit helping to retaining its low mileage. It sold for a shade under £25,000, making it arguably the most valuable LJ ever.

This is one of just 90 Ford RS200s built for road use. As one of the formidable Group B cars of the 80s, Ford UK went all out with the Ghia-designed fibreglass 4-wheel drive mid-engined rally car. The RS200 was only used in WRC events for a year, following a number of serious incidents which resulted in Group B cars being outlawed by the FIA. Its legacy was built up over subsequent years, with circuit racing and more recently historic rally events helping to place the car amongst the Ford rally greats. It sold at £292,500.

Finally, we had a little look at another distinctive vehicle used by a British motorsport legend. Restored by none other than Stirling Moss OBE, the winner of 212 Formula one races over a seven-year career. This former Swedish market 1957 BMW Isetta 600 was fitted with several upgrades specifically chosen by Moss. Having persuaded BMW to donate a 700 flat-twin from an R67 motorcycle, he used the car around London and it became the same car that his son learned to drive in. Having since seen an additional restoration, it retains its unique exterior and interior detailing. It found a home after reaching £56,250.

Another area which showcases the best of the best is the highly prestigious Meguiars Club Showcase stand, containing 14 award-winning classic cars. Thanks to the passion and careful work that their owners put forth, every car on the stand could easily be described as better than when it left the factory. This year’s honours as the best car of the stand, also go to the oldest car, Mark Rainer’s 1956 Triumph TR3.

Ford owners have been given their own hall, which given the popularity of the brand in the UK shouldn’t be a surprise. Selecting cars to ‘focus’ on (excuse the pun) was difficult, as the standards and sheer variety were impressive, with much of the output from the 91 years of UK production being represented. We’ll start off with a period, where the brand is best known and jump straight into the 1960s with the Corsair and perhaps a Ford product that sums up the British aspect of the company perfectly.

Rob Shand is a dedicated champion of the Ford Corsair Crayford, and along with other classic car owners was part of the 2012 Olympics ceremony. In case anyone visiting was curious to know why the cars were wrapped in newspaper, Rob (probably for the umpteenth time) patiently explained that it was all part of Danny Boyle’s vision to acknowledge Britain’s motor industry. All cars, due to the restriction of actually promoting the car brands were ‘disguised’ with newspapers, which provided a little relief for car spotters suffering the cacophony of noise.

There are always a few cars that look familiar but you can’t quite put your finger on why. And this is where the category into which this 1988 MK1 Ford Probe falls. Originally conceived as a potential replacement for the Mustang, the resulting outcry (particularly when you consider the Mazda underpinnings) was enough for Ford to replan and produce the new car alongside the Mustang.

Believed to be one of ten MK1 cars in the UK, all have been privately imported over the years, and offer an interesting comparison with the better-known MK2 cars. A club member happily filled us into this particular car, which was imported into the UK as long ago as 1990 by its owner who was on holiday in Florida at the time. It remained with him for 32 years, until his untimely demise in the summer of 2022. The current owner feels duty-bound to keep the car as close to original as possible.

We go back to the 60s with a British-made Cortina with its roots in Sweden. Eagled-eyed readers will note that it’s a 1969 2-door MK2 Executive, which was an export model only. This example is one of just 2,563 produced and was bought by Graham Orchard after spotting it in an auction in 2019. Aware of its LHD configuration, he figured it would be perfect for the Cortinas to Cortina run, to celebrate the 60th anniversary of the model. However, while the car appeared to show a low mileage, it was in need of a substantial amount of mechanical renovation. After which he was rewarded with a near-trouble-free 2,100-mile round journey with not much more than a handful of oil leaks to deal with.

Another huge regular presence at the event is the representatives of the once colossal Rover group, which spans across the previous decades under BMC, BLMC and BL, with many of the marques prior to the merger also in healthy attendance. Each club may have splintered into specific marques, but all work together and provide cross-over, advice to help each other – which makes you think that if the original parent company adopted the same willingness to work together then perhaps the fate of Rover may have been different. We won’t dwell on the spectacular implosion within the BL empire but have a quick look at some of the cars we noticed.

We were drawn to this very appealing 2002 MG ZT-T 190. And for good reason too. Finished in Monogram Lagoon Supertallic paint, it is believed to be just one of 13 ZT-T cars built in this colour. Fully spec’d with sat-nav, power-folding mirrors, electric heated memory seats, Harman Kardon sound system and rear parking aids, the car was also used as a press vehicle as a Monogram demonstrator. Powered by Rover’s own lightweight KV6 V6 block, which eventually found its way into several Kia’s as well as the first generation Land Rover Freelander, it was used as a workhorse racking up over 180,000 miles. The current owner treated the car to an extensive renovation in 2021, including a new engine and full respray.

Technically not BMC, but seeing as Daimler became part of Jaguar, we can lazily categorise this impressive WW2 Dingo scout car in this little feature. Actually created by BSA, who was one of three British companies competing to produce a scouting vehicle, the BSA prototype was signed off, and handed over to Daimler to produce. Powered by a six-cylinder 2.5-litre engine, this vehicle could be the answer to your daily commute. Capable of reaching speeds of 55mph (in both the 5 forward and 5 reverse gears) around 6,626 were produced during the war period, and those who grew up during a certain period will recall both Dinky and Corgi versions as toy models. The owner has stated that it’s relatively straightforward to maintain and often uses it to get the Sunday papers. By sheer coincidence, we happened to have been by the Scout car, during the 2 minutes of the beautifully observed silence in memory of those who died serving their country.

The final car in the trilogy of BL-related products goes to the Crayford Austin Mini Metro. If we wind back the clock to 1980, the Metro arrived with a fanfare of great expectation and should be noted that it was generally received in a positive light, after years of news of BL factory strikes. Crayford created 2 Metro-based prototypes to offer the appeal of open-top motoring in a bang-up-to-date car.

Interestingly Crayford’s vision was orientated more towards the final execution of the concept as leaders of drop-top conversions, rather than trying to capitalise on the lack of open air option in the BL range. By splitting their teams into two, one was to produce a Fiesta cabriolet, the other was responsible for the Metropolitan. The story goes, that the best one would go into production. However, Rapport another coach builder, came up with a remarkably similar concept to the Metropolitan and accusations of plagiarism dogged both companies and the following threat of legal action effectively halted the project.

Like the Rover stuff? Well in an act of shameless promotion and a perfect example of dedication and sheer hard work, we present you with our very own Mr Pollitt’s latest project. Chances are you would have seen the videos, social media posts and regular updates on the progress of Chris’ 19,000-mile 1988 Rover 827 which had literally been pulled out of a hedge. The plan all came together in earnest resulting in a last-minute MOT for the car to be displayed on the Modern Classic Executive Cars Group Stand.

There are a series of youtube videos, which have been beautifully crafted and are rather compelling to watch. The man shows potential. We did our very best to speak to Mr Busy himself, to comprehend why he has undertaken such a foolhardy task, at the cost of his sanity. The best we could get out of him was ‘”I didn’t think anyone actually watched it”. Then he wandered off muttering something about how expensive it’s been! That might be the reason why the car is now up for sale…

Faintly amused, we make our way over to look at the talents of the Classic Panel Company, which specialises in Ford and Mini parts. Anthony Herbert and his partner Heidi, have placed two vehicles that best illustrate their interests and passion, with a beautifully finished MK1 Ford Escort RS2000 replica alongside a 1971 Ford Transit. However, a close inspection of where the Transit restoration is going drew us in to investigate the full story.

Gracing the NEC for the very first time, Anthony told us that his hobby has turned into a business and has gained considerable ground in recent years, and the confidence of their tribute to the Transit Supervan clearly suggests this. Acting as a showcase to their talents, the donor has been redeveloped from the ground up, utilising a ladder frame chassis and is now powered by a Jaguar-sourced Duratec 3-litre V6. The intention is to provide a little more refinement than the original and the next plan is to kit out a plush interior as he will use it as a daily driver. Expect to see the result in the spring of 2023.

Another reason to visit the motor show is the outstanding and informative live shows that are provided. With interviews, challenges and demonstrations filling up the timetable, it’s also an opportunity to sit down and listen to respected specialists and popular TV car-themed celebrities do what they do best. Alas, Car and Classic didn’t have the chance to sit down and absorb the vast knowledge on hand, but it was very clear that thousands of others did use the opportunity.

One particular challenge that literally unfolded in front of our very eyes was the resurrection of Practical Classics James Walshe’s Citroen 2CV6. It had been involved in a crash after completing a 2000-mile trip around Europe during the summer. Mindful that the 1985 car had been owned by a family from new, he felt duty-bound to get the car back to the road. Much of the tricky welding had been carried out, so it was now just a case of assembly.

Jonny Smith was also in attendance and had also curated a selection of fascinating resto-mods as part of the Late Brake show. Keen to illustrate the breadth and talent available, Jonny and his team displayed around a dozen top-notch examples of the very best creations carried out by selected individuals and well-established companies.

JIA, who are class leaders in specialising in bespoke Jensen resto-mods, have also turned their talents to the charms of the classic Range Rover. David Duerden, MD of JIA states that “Producing vehicles which retain their original charm but substitute modern underpinnings for the antiquated originals, JIA deliver some of the best and most surprising classic cars which are truly capable of daily use”. JIA showcased the Chieftain, a hybrid Range Rover that was first unveiled at the esteemed Salon Prive and is currently undergoing road testing. The hybrid designation may cause a little confusion, as it is still powered by a V8 engine but also harnesses the benefits of sound environmental aspects.

Retropower is no stranger to unique and utterly mesmerising creations, and used Jonny’s platform to promote ‘Project Utah’. Starting life as a 1966 Jaguar MK2, the Utah tag actually comes from Jaguar’s original in-house development designation for the MK2. Started in 2019, the MK2 was chosen simply due to its elegant styling. Finished in Aston Martin California Sage, a six-cylinder Toyota 2JZ matched up to a set of triple heritage throttle bodies was dyno tested to pump out 252 bhp. An astonishingly graceful creation, it encompasses the very nature of a tastefully carried out modification, without destroying the essence of the car.

The autojumble, as well as dozens of specialist motoring traders, covering every aspect from furniture to artwork, were all in attendance, sharing their talents with the public. More often than not, when visiting a motor show, it’s always neat to pick up a souvenir of the day, whether it’s a mug, or artwork, or in the case of Mancavearts, an actual wall hanging of a classic car. Using fibreglass (and on occasion original) front and rear ends of cars, they offer a novel approach to filling up a blank space on your wall.

There are also opportunities to find spaces to relax and take stock of the day, the halls are vast and navigating through the 300 or so stalls is exhausting work. Luckily there is a little haven offered by talented artist Adam Gomez. The former car designer opened up his Revs stand to rest the weary. The illustrator has set up a space for those to chat, share and potentially make new friends. A perfect place to recline in a deck chair with your packed lunch and restore your marbles.

As often mentioned every time Car and Classic find ourselves at the NEC, amongst the volume of cars, people, stands and attractions to see, it offers food for thought and an opportunity to take stock of a pastime that can be consuming, frustrating, hard work and expensive. So, yes those are certainly the downsides but what classic car ownership also offers can be measured in positive aspects too. We learned after spending the day chatting with people, many of which share a common interest for one thing. It was evident that all ages, creeds and financial spectrums were in attendance and every single person invested in one single passion. A tribe if you like, and perhaps an obsessive one at that but we classic car people are an odd bunch aren’t we?