Silver Cloud DHC Rolls Royce 1959, 1960, 1961, 1962, 1963, 1964,1965

Silver Cloud DHC

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In addition to the Standard Steel models a number of elegant coach-built body styles were produced for the Silver Cloud chassis. The design had originally started life in 1959 and was built in both saloon and drop-head forms, usually also being seen on the equivalent Bentley chassis. In 1962, the twin headlamps were angled and the much cleaner lines, with the first truly straight-through body, signalled that styling had moved into the present day. Late in 1965 the new Rolls-Royce, The Silver Shadow made its debut featuring monocoque construction, common enough elsewhere but signalling the end of traditional coach-built bodies and the variation of style that had been a feature of the marque since the early days.

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Silver Cloud 3 Rolls Royce 1955, 1956, 1957, 1958, 1959, 1960, 1961, 1962, 1963, 1964, 1965

Silver Cloud 3 1950s-1960s

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Introduced in 1962 as a replacement for the Silver Cloud II, the Silver Cloud III featured a distinctive new front-end style with four paired headlamps and a more powerful engine, although following Rolls-Royce tradition this extra power was not disclosed. In 1965, the Silver Cloud III was still mounted on a separate chassis with drum brakes and a live rear axle and although arguably still "The Best Car In The World", at the time the model was beginning to fall behind the rising standards of chassis refinement. A total of 2,044 "Standard Steel" Silver Cloud IIIs were produced before the arrival in late 1965 of the monocoque Silver Shadow series.

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Silver Wraith Rolls Royce 1947, 1948, 1949, 1950, 1951, 1952, 1953, 1954, 1955, 1956, 1957, 1958, 1959

Silver Wraith 1940s-1950s

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The custom-bodied Rolls-Royce series of the post-war years, the Silver Wraith continued a famous name from the 1930s. Rolls Royce built the chassis, which was essentially a stretched-wheelbase version (127 or 133 inches) of the Silver Dawn/Bentley Mark VI platform, with the same suspension design and drive-trains. Bodywork was supplied by traditional R-R specialists - Park Ward, HJ Mulliner, Hooper and others, most with wood framing and light-alloy or steel panels. Many Silver Wraiths had classic lines, with freestanding headlamps, separate front wings, divisions between passengers and chauffeur and the characteristic Rolls Royce Parthenon grille.

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Austin 1800 and 2200 1964, 1965, 1966, 1967, 1968, 1969, 1970, 1971, 1972, 1973, 1974, 1975

Austin 1800 and 2200

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The 1800 was not to be the hat-trick for Issigonis as the third successful front wheel drive model for Austin and BMC. There was nothing wrong with the concept of trying to redefine the large family car but unfortunately the model failed in many areas. It was intended to be powerful but was too big and too heavy and was no match for the performance orientated lightweights in the form of Ford's Cortina or Vauxhall's Victor. The model also lacked the style to compete in the growing executive car sector with competitors such as the Triumph 2000 and the Rover 2000 having a distinct advantage. BMC expected the car to sell in big numbers but it just didn't happen. There were plus points such as the superb ride comfort by virtue of Hydrolastic suspension and it was the roomiest family saloon on the market. Mark 2 from 1968 and Mark 3 from 1972. Six-cylinder 2200 from 1972 to 1975.

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SS Jaguar 100 1935, 1936, 1937, 1938, 1939

SS Jaguar 100

What is your favourite car of all time?

William Lyons and William Walmsley set up the Swallow Sidecar Company in 1922 to manufacture sidecars for motorcycles. However, Lyons' flair as a body-stylist soon found expression in the Swallow-bodied Austin 7 and this was followed by a succession of motorcars based upon mechanical components made by Standard. SS Cars, as it became known in 1935, never looked back and was renamed Jaguar Cars Limited in 1945. Produced between 1935 and 1939, the SS Jaguar 100 has become one of the world's most classic sports cards. Capable of 100mph (hence "100") the model was fitted with a 2.7 litre six-cylinder engine (3.5 from Autumn '37). It represented a beautiful and reliable touring two-seater with graceful lines. An important car for Jaguar, the SS 100 is now legendary.

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Classic MG Cars: MGB, Magnette, MGA, MG Midget, TF, MGC

What Is Your Top British Sports Car?

MG Cars - Part 1

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This guide celebrates the classic modern MG models.

MG Magnette

Launched in 1953 the M.G. Magnette was the first MG saloon to be built following the formation of the British Motor Corporation. Sharing body pressings with the Wolseley 4/44, it was powered by a new 1,489cc. BMC engine, which untuned produced approximately 60bhp and gave the car a top speed of 80mph. The Magnette saloon showed its paces in international rallying and production-car racing and within two years of the launch MG were building six ZA saloons to every one TF two-seater. The ZB appeared in 1956 and with an increased output of 68bhp, 90mph (145km/h) was achievable with 0-60mph (0-96km/h) taking 18.5 seconds. 12,754 ZAs and 23,846 ZBs were built before being dropped in favour of the Cowley built Farina-designed Magnette Mk3.

MG MGA

The MGA introduced in 1955 did much to restore the marques' sporting reputation. It was essentially an all-new design featuring full width bodywork mounted on a substantial separate chassis. Low slung and aerodynamic, the general road-holding was excellent with high speed cornering being very positive via the rack and pinion steering. Fitted initially with a BMC 1,489cc (81cu.in) ohv engine, the top speed was 98mph (158km/h). Later cars were 1,588cc (97cu.in) and 1,622cc (99cu.in) but the hottest MGA of them all was the Twin-cam appearing in 1959, capable of 115mph (185km/h). Due to continual service problems it was discontinued in 1960; only 2,111 being built, making it the most desirable model. Over 100,000 MGAs were built before giving way to the MGB in 1962.

MG MGB

Representing a natural progression along traditional lines, the MGB made its debut in 1962 and although it was not the leap into the future some had hoped for, the new model was well received. Chief departure from previous MG practice was a monocoque construction with an integral body/chassis forming an immensely rigid structure. The familiar B-series engine was employed but was now bored out to 1,798cc (110cu.in) raising output to 95BHP at 5,400rpm. 0-60km/h (0-96km/h) took 12.2 seconds with a top speed of 105mph (169km/h). By comparison to the MGA, there was greater comfort and space for the driver and passengers, more comprehensive instruments and winding windows. Over 500,000 examples make it Britain's most successful sports car.

MG Midget

Introduced in June 1961 and produced for eighteen years, the M.G. Midget was a car that recaptured some of the charm that was so endearing in the pre-war M.G. models. From the outset a runaway success, it offered fun motoring on a budget and for many an introduction to the sports car scene. Early Midgets were fitted with 948cc (58cu.in) capacity engines, but these were soon replaced by the Minor-type 1,098cc (67cu.in) unit (Mark one and a half). The Mark 2 from March 1964 used a similar, but substantially redesigned 1,098cc engine and from October 1966 Mark 3 cars used a completely redesigned (but still A-series) unit of 1,275cc (78cu.in). The last Midgets built between October 1974 and November 1979 used a Triumph 1,500cc (91cu.in) engine.

MG TF

To many people the T-series MGS are the classic example of the marque. Last of the line, the TF, was built between October 1953 and May 1955 and represented a swift but masterly "facelift" of the TD model for the 1953 Motor Show. Lower and sleeker, it sported a slanting imitation radiator with dummy cap and headlights mounted directly into the wings. Initially fitted with a 1,250cc (76cu.in) engine, this was later replaced by the 1,500cc (91cu.in) XPEG unit which BMC had just developed for Magnette saloons and as a result top speed was increased to about 90mph (145km/h). Only 9,600 TFs were built before being discontinued to make way for the new shape MGA. By the end of production, a total 52,649 M.G. T-series cars had been produced.

MG MGC

The MGC was proudly announced at the 1967 Motor Show as a larger engined alternative to the MGB. Using a re-designed version of the familiar BMC six-cylinder C series engine, the three-litre MGC offered a good deal more performance than it's four cylinder brother. With this larger engine almost 120mph (193km/h) was possible and the 0-60mph dash (0-96km/h) was now around the 10 seconds mark. On the road the MGC was virtually indistinguishable from the MGB. The give aways were the bulge on the bonnet accommodating the necessity of a larger radiator, and 15" instead of 14" road wheels. Failing to sell respectable numbers, the model was discontinued in the August of 1969 after only 8,999 had been built. Of this total 4,542 were tourers and 4,457 GTs.

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Classic Fiat Cars: Fiat 500, 850 Coupe, Dino Spider

Fiat Cars

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This guide covers six classic Fiat models of the post-war era. Included is Fiat's trademark 500 model, a car which provided affordable transportation for the masses, selling over 4-million examples, and the supremely successful 124 Spider, arguably the best mass-produced sports car of its generation.

Fiat 500

A minimalist four-seater with go-kart like handling, the original Fiat 500 was powered by an aircooled 479cc flat-twin, mounted in the rear. Early cars had rear-hinged "suicide" doors and a full length sunroof. Post-1965 500F models had conventional front hinges, but the 500 retained its drum brakes and crude non-syncro "crash" gearbox to the end. Fiat built more than four million 500s in a twenty-year run.

Fiat 130 Coupe

Based on the mechanics of the ordinary-looking Type 130 saloons, the Pininfarina-styled 130 Coupe was fast, impressive and an altogether attractive four-seater. Launched in 1971, it used a Lampredi-designed V6 engine, which at 3.2-litres produced 165BHP and gave the car a top speed of nearly 120mph. Available with a choice of manual or automatic transmission, disc brakes all round and all-independent suspension., 4,491 were sold in 1977.

Fiat 850 Coupe

The sports version of Fiat's bread-and-butter 850 arrived a year after the saloon version in 1965. Bertone styled a cute two-seater spider variant, while Fiat's own styling department produced a neat fastback four-seater coupe with a water-cooled, rear-mounted engine. Handling was excellent, with light positive steering, lots of grip and responsive brakes (discs at front), 380,000 examples were built before production ended in 1971.

Fiat 124 Spider

Launched in 1966, the 124 Spider became arguably the best affordable, mass-produced sports cars of its generation. Much of its appeal stemmed from its fabulous twin-cam engine, a novelty at the time for such an inexpensive machine, although stylish lines and good handling were the other strengths that kept the model in production for nearly 20 years. The closely related 124 Coupe was introduced a year later with similar acclaim.

Fiat Dino Spider

There were two distinct Fiat Dino styles: an open two-seater and a closed 2+2 model. The curvy Pinafarina-bodied Spider was first on the market in late 1966. Using a version of the Ferrari-designed two-litre V6, detuned slightly to produce 160 rather than 175bhp, it had a maximum speed of close to 130mph. From late 1969 an even better Dino was offered, fitted with a 2.4-litre engine, stronger ZF gearbox and independent rear suspension.

Fiat X1/9

The X 1/9 was the first mid-engined sports-car to sell in large numbers. Announced in 1972, it made competitors like the Triumph Spitfire and MG Midget look obsolete at a stroke. Bertone styled and built the monocoque structure, and the power was by transverse engine/transmission unit mounted behind the two seats. The first models were 1300S, but for 1979 a 1.5-litre was fitted. Production reached approximately 100,000.

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Classic Austin-Healey Cars: 100/4, 100-Six, 100S, 3000 Mk1, Mk2, Mk3

What Is Your Favourite Car Of All Time? Is It One Of The Austin-Healeys Below?

Austin-Healey

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Launched at the London Motor Show in October 1952, the Austin Healey 100 was a sensation. Under the beautiful body designed by Gerry Coker was a simple underslung box-section chassis. Front suspension was by wishbones and coil springs, and at the rear was a rigid axle on semi-elliptics with a Panhard rod. From Austin came the 94bhp, 2660cc, four-cylinder engine, and gearbox with overdrive on third and fourth Leonard Lord, boss of the recently formed British Motor Corporation was so impressed with the new car, he struck the deal almost immediately, which created the Austin Healey and early the following year the 100/4 was on sale to the public. This guide details the history of the Austin healey models from the 100/4 to the 3000 Mk3, spanning 1953 and 1968.

100/4

The first of the line included a deep grille style; 26600cc four-cyclinder engine; three speed gearbox with overdrive and fold-flat windscreen. BN2 model with four-speed gearbox and more robust rear axle arrived in August 1955, running until introduction of the 100-six.

100-Six

The first major redesign, the 100-Six arrived in 1956 with the new grille and new six-cylinder C-series power unit. At the same time the wheelbase was slightly lengthened, to give more cabin space and two occasional rear seats added. From late 1957 the new six-port cylinder head raised power to 117bhp (BN6) and two-seater was reintroduced as an option.

100S

The Austin Healey 100 S was a very special model built in 1955 solely with racing in mind, the S designation standing for Sebring. The lightweight model featured aluminium bodywork with extra air-intakes on the bonnet, an elliptical grille and Dunlop disc brakes all-round. It also had a light-alloy cylinder head and re-worked gearbox. Only 55 cars were produced, the majority in special blue/white livery.

3000 Mk1

The BN4 and BN6, which completed the Austin Healey 100-Six era at the end or March 1959, were immediately succeeded by the 3000. The familiar six-cylinder pushrod engine now bored out to 2912cc, produced 124bhp, the compression ratio having increased from 8:5:1 to 9:1. Girling disc brakes were fitted at the front with drums at the rear. Available as a two-seater (BN7) or 2+2 (BT7).

3000 Mk2

The 3000 Mk 2 appeared in 1961 with a new vertical-slatted radiator grille and tripple-SU 132bhp engine. From 1962 the car received wind-up windows in place of the side-screens, and wraparound screen. Also, the two-seater version of the 3000 was discontinued so that the 2+2 BJ7 version, sometimes referred to as the 3000 MkIIa, solely remained.

3000 Mk3

The 3000 MkIII BJ8 arrived in November 1963 and featured a 148bhp version of the familiar 2912cc inline-six. There was a revised interior with full-width wooden dash, tunnel console and better trim. Phase II cars from May 1964 used radius arm, instead of Panhard rod rear suspension. The 3000 Mk 3 was priced new at £1,106 (1964). For many, this was the definitive Big Healey.

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Classic Aston Martin Cars: DB2/4, DB4, DB5

Have You Driven An Aston Martin? Which Is Your Favourite Model?

Aston Martin

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This guide includes several classic Aston Martin car models.

DB2/4

Introduced to the public at the London Motor Show of 1953, the DB 2/4 was a continuation of the DB2 theme. The 4 designation denoted four seats and to provide extra room the model was given an extended roofline and much larger rear windows. The longer rear fender development gave the DB2/4 a sense of bulk not found in the DB2. Originally fitted with a 2.6 litre engine, this was enlarged to 2,922cc (140bhp) in April 1954, which improved the top speed to an impressive 118mph and 0-60mph in around 10.5 seconds. Both closed and drophead versions of the car were offered from the beginning of production. Total production for the DB2/4 Mk1, DB2/4 Mk2, and DB Mk3 was 565, 199 and 551 vehicles respectively.

DB4

Aston Martin chose the London Motor Show of 1958 to launch the new DB4, although the DB2/4 Mk 3 was not discontinued at that time and production of the two models overlapped until July of 1959. The DB4 featured a new aluminium twin cam 3.7 litre engine designed by Tadek Marek and superb new body by Touring of Milan, making it a truly handsome sports car. The DB4's stunning top speed of 140mph and 0-60 in 9 seconds was matched by precise handling and excellent four-wheel brakes. Numerous production changes in both body (such as enclosed headlights on late DB4s) and mechanical details resulted in five distinct series with production ending June of 1963 and totalling only 1,113 cars.

DB5

Compact and purposeful, the Aston Martin DB5 was produced between July 1963 and September 1965. Rounded front fenders immediately distinguish the model from the early DB4s but the car does share its design with the late Series IV and V DB4. The advantage of the DB5, which represents for many, the best of the post-war production Astons, is the extra performance provided by the powerful 3,995cc engine. In standard tune the six cylinder three SU unit produced 282BHP @ 5,500rpm (Vantage up-rated to 325bhp) and maximum speed had increased to 145mph. In addition to 886 standard Aston Martin DB5s, 123 convertibles were produced together with 12 shooting brakes by coachbuilders Harold Radford.

DB6

Announced at the 1965 London Motor Show and an obvious development of the DB5, the DB6 marked the increasing trend away from the sporting side of the early Aston Martins. Clearly bigger and different, the DB6's roofline was some 2 inches higher and the rear window no longer faded away to a point as on the DB5. At a glance the most distinguishing feature was the upswept tail of the DB6. The basic 3,995cc dohc engine was retained but power steering was offered, along with a limited slip differential and also air conditioning. Automatic transmission was a no-extra-cost option and creature comforts were greatly improved over the DB5. A total 1,782 (including Volante) cars were built between October 1965 and November 1970.

DBS

Styled by William Towns, the DBS was introduced in September 1967 as a 'next generation' replacement for DB6. Despite a new body, the mechanicals were basically the same as the DB6 MkII since Tadek Marek's new V8 engine, for which the DBS was prepared, was not ready in time. Some 200lbs heavier than a DB 6 Mk II, performance of the DBS inevitably suffered. Nevertheless the 140mph top speed and 0-60 in under 8 seconds could hardly be considered inadequate. Among the plus points for the DB S were a larger interior and a generally higher level of refinement. DBS production amounted to 790 cars built between October 1967 and May 1972 before being replaced by the DBS V8.

AM V8

The new Aston Martin was announced on April 24th 1972 with a revised front. The outline of the grill was now more in the David Brown tradition and the two headlamps also chose to pick up on the earlier styling themes. Maintaining the usual high standards that had come to be expected of the Aston Martin, it was the AM V8's performance that was particularly impressive. Zero-to-sixty times hovered around 6 seconds with high maximum speeds now in the 150mph-160mph range. Continual refinement lead to five distinct series being produced and in 1978, the Volante convertible was added to the Aston Martin AM V8 range. The Volante, built on the AM V8 platform, was a very handsome and desirable option.

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